The Garage - Friday 27th February 2015

Pads Worn

Arrived at the Garage at 0915 hrs and started at the kettle!  Andy was away at the College adjudicating at the World Skills Competition, which we monitored through a live stream throughout the day on a Workshop PC (inbetween retrieving manufacturer's data from Autodata)!  Jim assigned me to a Vauxhall Corsa at 1000 hrs in order to assess front pads. Due to all ramps being fully loaded, it was therefore necessary to undertake the operation on the shop floor with a jack and axle stands.

Piston Drawn Back

Having removed both front road wheels it became apparent that the front brake pads did indeed need replacement, so it was straight on the the phone to Euro Car Parts to source the replacements.  I also got to use the new Job Card and logged my first "official" job (solo).  Whilst waiting for the parts I took the opportunity to clean up the caliper sliders and dress them with Copper Grease.  I also wire brushed the pad seats on the caliper Mounts and also the centre wheel hubs, and applied a liberal amount of grease to those also. The wheel studs were also in need of a clean up so I gave them a "once over" with the rotary wire brush (safety goggles and gloves on).

The new pads arrived at 1025 hrs and having compared them to those currently fitted, I then proceeded to change the pads accordingly.  The job went smoothly and was only briefly suspended by the arrival of Tracey in the "Butty Van"!  One Bacon Roll later it was straight back to work, and the job was satisfactorily signed off as complete at 1100 hrs.

Happy Friday!!!
Thanks Dave!

I was then requested to attend to a bit of house keeping, which I gladly undertook, as the team were fully engaged with other ongoing tasks.  We broke for lunch at 1 pm, and then resumed at 2pm.  I left at 3.30pm (which is early for me), as I found I had attracted more garage debris to my external features than usual, and needed to have a wash up before attending work later!  Great day again and many thanks for the friendship and continued opportunities and experiences.

Engines and Electrics Exams L3 - Thursday 26th February 2015

Today saw us all taking the first two of the four final Level 3 knowledge exams.  First up was Engines, although upon waiting for commencement, I realised I had left my specs at home! Not the best start, and far too late to do anything about it, other than "go with the flow"!  My eyesight with close detail, such as small print and computers is not good, but I did manage to complete all the questions within the time limit, although with no time to review my answers.  Upon returning to the classroom to receive the results I was somewhat apprehensive as to how I had fared, and was "very" pleasantly pleased with the Distinction I had been aiming for in that subject (86%).  Steve Leonard inquired as to how we had found the exam, to which I honestly reported was "blurry".

We then had our Tutorial session, which required the use of Chrome Books, and I eventually had to submit and request that I return home to retrieve said spectacles.  The thought of going into my Electrics Exam without specs was quite "daunting" to say the least (Thank you Carl Roberts)!   When I started upon my 3 year journey of Motor Vehicle knowledge acquisition, I did have a basic idea of the engine cycle (with mechanical distributors and chokes etc, but "no idea" of electrics whatsoever, so how I fared in the latter exam was very important to me.

Having retrieved spectacles and returned, it was back to 20/20 vision and back up "The Tower" to sit the exam.  I have to say I was more confident of having done OK this time around, and was duly relieved to be informed that I had passed with 64% accordingly (although there wasn't a single question on electrical symbols)!  Reminded me of when I was revising for my History exam at school - where I knew a lot about Henry VIII, but then didn't get one question on him either!  A Pass is a Pass nonetheless, with which I am very pleased, especially considering it was a subject in which I truly did start at from the point of "zero" knowledge (progress)!  Congratulations to everyone else also, as there were some very impressive results of hard work applied!

Fault Code ID & Sensor/Actuator Control - Task No 2 - Tuesday 24th February 2015

Oscilloscope

Autel Diagnostics Scanner

Date Start: 24th Feb 15

Time Start: 0900 hrs






Plan:

Gather vehicle information, tools and equipment required.  Check vehicle fluid levels and record battery voltage.  Undertake vehicle start to ensure prior proper operation. Connect Autel Diagnostics Scanner via vehicle DLC and interrogate ECU for existing DTCs.  Clear codes and re-run search, recording recurring codes on job card accordingly.  Analyse performance of following:

• Crank Angle Sensor Voltages (Pico).
• Throttle Position Switch Voltage Range (Pico)
• Ignition Timing from ECU at 2000 RPM (Live Data Autel)
• Fuel Pump Pressure (CI - Live Data Autel - 1600 Bar +) (SI - Fuel Pressure Test on Rail 2-4 Bar).

Produce drawings of all captured Picoscope images.  Record findings and analysis on job card. Report to Assessor for delivery of findings and recommendations. Account for all tools and equipment, tidy work area and write up Blog.

Task Progression:

Battery Voltage at Start:

Healthy Battery

Observation:  Washer Fluid Level Low.  Repair: Topped up to level required.

Retrieve DTCs:  Connected Autel Diagnostics Scanner and interrogated ECU for DTC's. One code returned (C1145 - OSF Wheel Speed Sensor Input Circuit Failure).  Cleared codes and re-ran search which produced no codes in return.

Analyse Crankshaft Sensor:  

Crank Shaft Sensor Location

The Sensor has 2 wires, indicating it is an inductive type (ie: requires a live feed).  Manufacturer's performance data indicated satisfactory operation between -4.0 V to +4 or 5 Volts.






Analysis:  Connected Picoscope as per the on board package instructions and conducted the test at Idle RPM.  The pattern returned indicated that the sensor was operating satisfactorily within the expected parameters.

Good Pattern Returned

Analyse Throttle Position Switch:  Manufacturer's Sensor performance data indicated satisfactory performance should be expected between the range of 0.5 or 1 V to 4 Volts.

Analysis:  Connected Picoscope as per the on board package instructions, probed the switch and actuated it to "Wide Open Throttle" and back again.  Captured image indicating satisfactory performance within the expected parameters.

Good Pattern Returned

Analysis Vehicle Ignition Timing From ECU at 2000 RPM

Autel Diagnostics Live Data Mode

Connected Autel Diagnostics Scanner via the on board DLC and accessed the Live Data Section.  Manufacturer's Data states satisfactory operation at approx 8-10 Degrees BTDC. Initial readings indicated 45 Degrees, however, as the engine warmed the readings settled to within satisfactory parameters.





Analyse Fuel Pressure SI Engine:  Manufacturer's Data indicated that Fuel Pressure should be in the region of 2 - 3 Bar on this SI engine.

Manufacturer's Data

Analysis:  Connected Fuel Pressure Test kit to Schrader Valve on Fuel Rail.  Turned ignition 2 clicks, in order to bring fuel to rail under pressure, and monitored pressure for approximately 30 minutes.  Pressure was low (at approx 0.5 Bar) but did not lose further pressure. Started engine and continued to monitor pressure, which raised a fraction, but insufficiently enough to meet expected satisfactory parameters.  This presented 4 scenarios, either Pump, Filter, Fuel Line or Diagnostic Equipment. With no obvious evidence of fuel leakage, recommend replacement of Fuel Filter (in-line type), and then re-run test to observe any improvement.



Repair:  In-line Fuel Filter replaced and test re-conducted.  Fuel Pressure now recording 2 Bar of pressure.

Analyse Fuel Pressure CI Engine:  When assessing Fuel Pressure on a CI Engine, pressures are invariably in excess of 1600 Bar, so for safety reasons, the test must be undertaken using a diagnostics device with a Live Data reading facility, such as the Autel Diagnostics Scanner.  For the engine being worked upon in this instance, expected satisfactory performance should be in the region of 1600 Bar.

Note also Unusual Cylinder Configuration

I then connected a Carman Diagnostics Scanner with Live Data reading facility via the on-board DLC to access the Fuel Pressure.  Having ensured the area was well ventilated I then started the engine and captured the fuel pressure information, which did not meet satisfactory parameters.  Pressure was reading Min 245 Bar, Maximum 360 Bar.

Diagnosis:

The most likely causes could be either Fuel Pump, Fuel Line, or Fuel Filter.  Recommend replacement of the Fuel Filter prior to commencing a further test to verify performance levels.

Vehicle Lighting (Task No 12) - Monday 16th February 2015

Plan:  Gather tools and equipment.  Gather vehicle information.  Undertake test of all current lighting functions and produce report.  Ascertain lighting fuse locations, test and report.  Check headlamp alignment and adjust if necessary.  Produce report of wiring colours and pin numbers.


Analysis and Report:



Lighting Report

                                OSF                         NSF                Recommendations

Main Beam              OK                          OK
Dip Beam                 OK                          OK
Side                           OK                            X                   Inop.  R&R.
Indicator                   X                              X                   1 x Inop.  Replace x 2. Colour Density.
Fog                             X                             OK                 Inop.  R&R.
Repeaters                  X                             X                    Colour Density insufficient. R & R

                                OSR                         NSR

Side                           OK                            OK
Brake                        OK                            OK
Indicator                  OK                            OK
Reverse                     OK                            OK
Fog                             OK                            OK
Number Plate          OK                            OK

Battery Condition

Low Charge
12.6V Recommended

Alternator providing 13.48V (Serviceable).  Vehicle needs a run out.
















Fuse Location & Continuity Checks

20 Amp Main Headlamp Fuse

Lighting Voltage Report

Voltages recorded with engine running.  Main Beam: 13.48V  Dip Beam: 0.18V
Volt Drop on Earth Return: .05 V (All within parameters).

Wiring Colours

NSF               Stated             Actual                Earth Point

Indicator       Blu/Yel              Blu/Yel                 5/6
Side                Pink                   Pink                       5/6
Dip                 Blu/Yel              Blu/Yel                 5/6
Main              Blu/Ora             Grn/Ora             5/6




OSF

Indicator       Brn/Yel             Brn/Yel                5/6
Side                Ora                    Yel                        5/6
Dip                 Blu/Yel              Blu/Yel                 5/6
Main              Blu/Ora             Grn/Ora            5/6








Diagnosis & Repair

Faulty bulbs removed and tested for continuity using multimeter.  Infinite continuity recorded.  Probed feed wires to bulb holders and activated relevant switches to check wiring continuity.  Battery voltages recorded. Replaced required bulbs according to manufacturers specification.

Headlamp Alignment

Headlamp Alignment
Setting

Alignment Confirmed at 1%

Wiring Diagram Numbering

15        Bat+ Switched
30        Bat+ Live
31        Earth

Final Drive (Task No 9) - Monday 9th February 2015

Final Drive
Bench Unit

Today has been much awaited, as it signaled the start of our final Level 3 Practical Assessments!  I was assigned the Final Drive Task upon their commencement, though in my eagerness, I omitted to take photographs of the disassembled unit and the hitherto associated individual components!  However, with a bit of improvisation and initiative, I will obtain these at a later date (hopefully tomorrow if someone else is assigned the same task), and will then include them within this post in order to support the diagnosis that I have arrived upon regardless.

Plan:  Gather tools and equipment and retrieve relevant vehicle information.  Dismantle and check all Final Drive composite components and provide analysis of their condition.  Call Tutor. Reassemble to manufacturer's specifications, especially regarding torquing sequences, tolerances of Rolling Torque, Backlash, Cap Spread and Cap Bolt Torques.  Call Tutor. Provide information as per selected knowledge questions.  Provide Level 3 standard drawing of gear mesh (Pinion to Crown Wheel) contact variations. Report to Tutor. Clean and account for all tools and equipment, tidy work area and then assist with Workshop housekeeping duties as necessary.

Analysis & Report

Bearing Type (Pinion): Needle Roller Bearings - Both require re-packing with GP Grease, but one set is currently seized to Pinion Shaft.  Recommend purchase and installation new set of Bearings (x2).  Recommend also replacement of the Pinion Shaft Roller Bearing Mating Surface Races (x2).

Collapsible Spacer:  Recommend renewal of spacer.  Length measured using Micrometer:
55.44mm.

End Cap Outer Races: Worn & Pitted.  Recommend replacement.

End Cap Adjusters: Serviceable.

End Cap Inner Needle Roller Bearings:  Both are dry and worn.  Recommend replacement (x2).

Crown Wheel & Pinion: Wear pattern indicates excessive backlash, however they both appear serviceable for further use, upon correct re-adjustment, and with the aforementioned renewed associated components.

Planetary Gear Set Roll Pins:  3 of 3 Intact and serviceable.

Inner Planetary Gear Set:  Not requested to be examined.

Replacement of specified quantity and grade of EP Transmission Oil, as per manufacturer's specifications.

Tools & Equipment:  All accounted for.

Comment:  Many thanks to Julian Jones (Assessor), who put me at ease in a situation I was previously apprehensive of, but then events and knowledge flowed - and I thank you muchly!

Tutorial - Thursday 5th February 2015 - Internet Safety

Today's tutorial concerned the subject of Internet Safety and the presence of Individual Digital Reputations (Information).  As I have never previously used an on-line social media service, the review site we were using was not able to provide me with an online assessment, as you are required to log in through Facebook in order to access the facility.  I can however, see the benefits of using such a social media site, such as for professional and business purposes, as any source of "Free Business Advertising" would undoubtedly be most welcomed, as the matter is otherwise quite costly.  The key to obtaining a good reputation is by adhering to firm discipline regarding published content - as with "real life".

There are also other advantages to using such a service.  For instance, I have been considering opening up a Facebook page for some time, for the purpose of offering a means of contacting me, by my Son Callum, who turns 18 on 10th June of this year.  We have had no contact since he was aged 7 (which was for a weekend), and before that he was 3 (as I didn't, and never will submit to blackmail or extortion in exchange for contact).  Thanks to recent efforts by a fellow Level 3 Student (Wendy Williams) and another Level 2 Student Luke Larkin), both of whom use FaceBook, they were able to trace my Son to a College in Farnham (Surrey), whereas my previous knowledge had him either near Forfar, in Scotland or possibly Aldershot, in Hampshire (a very emotional lunchtime that was)!

Callum Davey

I also have no desire to be contacted by a plethora of other "vague" people from my past, as my present bares no resemblance whatsoever, and my true friends I already maintain contact with (all of which I can count on two hands), so I still need to give the matter some careful consideration prior to making public any further personal information.  What I can say is - when I do, I will also be taking counsel from my friends and trusted colleagues, such as Wendy & Co!

The Garage - Friday 30th January 2015

NSF Drop Link
for R&R

Work throughput status: "High"; Work for me to do status: "Plenty"; Friday Feeling status: "Happy"!

It was very much a case of "straight to work" assisting Dan with a VW Passat.  Dan was servicing OSR & NSR Discs and Pads and I was invited to assist, attending to OSF & NSF Drop Links and NSF CV Gaiter. Working alongside Dan is always a pleasure, as he is very task focussed, rather than chatter (more akin myself), and we had the total job calmly boxed off and back on 4 wheels, in about an hour and a half (considering off and on other minor assignments also)!   

Hub Nut Removed
and top bolts prepared
for Removal

With clear access to the CV Gaiter it was time to clean up and then locate the damage site, which was not easy to see at first glance.  As I intimated to Dave in a text later that evening;  I have learned "loads" since working with the team at AA Automotive, however today I learned something else; and that is: "NEVER" shout across the workshop "Jim! I've found the hole"!  Just one of those "immediate hindsight" moments! (LOL)!

Split CV Gaiter

Ahem! Anyway, having regained my composure I managed to R&R all components satisfactorily, prior to re-torquing all to Autodata specification.



There then followed a period of general housekeeping for about 30-40 minutes, and then, with all returned to a tidy and presentable order, it was time for lunch.

Testing Relay using Jump Pack
across terminals 86 & 87

After lunch we then had a Vauxhall Corsa in with a potentially catastrophic failure, caused by the owner attempting to jump the battery with 24 Volts! Remarkably the wiring loom appeared intact, and I initially observed as Dan probed all the fuses for continuity, using a multimeter. These also all proved OK, and then using Autodata, we both checked the operation of all the Relays for proper functioning.  Andy and Dave then departed with a handful of tools on a mission to "Jacksons", for a spare Control Module and a replacement Relay.  Upon their return, and further elevated inspection, it became apparent that the Starter Motor was "singed", to say the least, and possibly the Alternator also, although this was unfortunately the point where I was required to bail out for my evening job, and I very much look forward to an update from Dan and Dave next Thursday.  Thanks again for a "very" humorous and fruitful day guys!