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The Garage - Friday 23rd January 2015

Work throughput remains "high" at AA Automotive, who appear to have bucked an otherwise "slow start" trend to the year (according to information gathered from other local automotive service providers), and long may it continue.  I started the day with the obligatory round of brews, and then started on finishing the cleaning of the inside of the Porsche Bell Housing from last Friday.  Andy Kirby then came through to the back and requested if I could remove and refit 2 new tyres for a Vauxhall Zafira.  Dan was engrossed with a Gearbox removal from a motor home, and Dave was engaged with the sorting of a Saab boot lock, so I was only too happy to muck in and bridge a gap.

OSF Drop Link
Refitted

Having retrieved the relevant vehicle information from Autodata, regarding pressures and torques, I then set about the removal, replacement and re-balancing accordingly, which went very well indeed.  I cleaned up the hubs with a wire brush, applied a light coat of low fling lubricant and then re-fitted the NSF wheel and tyre. Andy had removed a drop link on the OSF so I was instructed to hold fire on that side.  At this point Andy was required elsewhere and then left me with instructions for the careful refitting of the drop link OSF (due to the close proximity of currently rotating pulleys).  Once fitted I was then able to re-attach the OSF road wheel, and then lower the beam jack, in order to torque both road wheels to manufacturer's specification.

New Oil Filter
Installed

I was then informed that a Minor Service was also required.  Having lowered the ramp, in order to switch off the ignition, I then re-raised the vehicle and then gathered a floor post with suitable container, and all the other required tools, before dropping the (HOT) engine oil accordingly.  With the oil drained and Sump Plug (& washer) replaced, I then removed and replaced the Spin-On Oil Filter already provided.  At the point of the Oil Filter removal, I made a point of notifying Andy that there was considerable evidence of oil leakage from the old filter, which had "clearly" not been replaced for some time.  Prior to replacement therefore, I applied copious amounts of engine de-greaser to the underside of the engine and surrounding areas, in order to to ensure a good finish to the job.

I was also required to improvise a repair to a  rear-end exhaust shroud, which had become completely detached, due to "rotting" around its' securing bolts.  Notwithstanding liberal application of rust penertrator and brushing, two of the remaining five viable securing bolts sheared upon their tentative removal. Thankfully there is a very large tub of spare nuts, bolts and washers held within the Workshop, within which I managed to source 3 suitably over-sized washers to re-pin the shroud to a satisfactory standard.  Satisfied so far, I then lowered the vehicle in order to refill with the Manufacturer's specified grade and quantity of engine oil, and then also removed and replaced the Air Filter accordingly.

Re-filling Engine
Oil

With the fresh oil in and level checked, I then conducted a start in order to allow the oil level to re-settle accordingly.  I then switched off the engine and re-checked accordingly (including beneath for any leakage) - of which there was none currently apparent.  I then topped up to 5.5 litres and moved swiftly on to the Air Filter, which went without a hitch. I then de-greased and cleaned off the engine top cover to ensure a "job done" finish (or so I thought)!

Air Filter
Replacement

Andy duly removed the vehicle from the ramp and on came another motor home for a service.  By this time it was round about 1545 hours (30 minutes to go for myself) and all I had to do was drop the engine oil and re-seal realistically.  Before I had chance to find the correct size tool to remove the sump plug, I was asked by Jim if I recalled removing the washer from the old Oil Filter on the Zafira, as it was leaking oil!  (Shoot)!  I did however, remain confident that I had done all correctly and professionally, as is required, and duly attended Ramp 1, where the vehicle had been re-raised for inspection (now with customer waiting)! The filter I had previously just installed was re-removed and duly re-inspected accordingly.

After confirming all appeared "OK", I was asked to sit in the vehicle while it was raised higher, in order to re-run the engine upon re-fitment, which did "thankfully" prove to be OK. It was subsequently suggested that the level of contamination from the previous leakage (despite my best-est cleaning efforts), was probably the cause, as upon re-fitment all was indeed well, and was gracefully informed - "it could have happened to anyone" (Big inner sigh of relief)!  With vehicle lowered I was then requested to reverse the vehicle to the entrance of the workshop in readiness for the customers' retrieval, upon his payment for services professionally rendered of course!

Wallet - "check", Mobile Phone - "check", E-Cig, fluid & Charger - "check", Specs & Case - "check", TNT Woolly Hat "check", off to work I went, departing at 1615 hrs, and still with a very Happy Friday feeling indeed! Thanks guys - brilliant blur of another day at AA Automotive!

Practice Starter Motor Task - Monday 19th January 2015

As a result of my absence Monday and Tuesday last week, due to "Bongo issues", I was caught a little on the back foot this week.  I arrived expecting to re-commence the wheel bearing practice task, for which I had already completed the planning part, however the pace of events were rapidly scaled up yesterday, in order to try and get all the Garston Lab jobs  (for all Group A Students), out of the way "pronto"!  Flexibility and adaptability are key components in "real life", something I do like to rise to when presented. 

My outstanding tasks in the Garston Lab were thus Starter Motor and Cylinder Head, both of which I am pleased to report have now been completed to a satisfactory standard (although it is one, along with Alternator, Rear Differential and Gear Box, that I would wish to gain a 2nd run at on my own pace prior to examination).  Due to the recent escalation of pace however, I do find myself only "physically" able to provide a current blog on the Starter Motor from yesterday (I think)?!.

Isaac had already previously done his planning, but had not yet taken any live measurements or readings on a rig or a vehicle, so he waited patiently whilst I played catch up with the planning, and accompanied me with various passable impressions of engines using a dump valve - which is good for the testing of patience and focus levels, and I passed! 

With me up to date, it was time to strip a Starter Motor, and with Isaac in prime position for the tools, and also with a Starter Motor already in his hands, it was a case of observing closely what was happening before me. This lad should be working for Marconi or such like! Outstanding natural ability!

Armature with
Pinion Gear (Top)
Removed?

Planetary Gear Set
within to multiply
Torque at Pinion on
Flywheel

For myself, this was the first time I had seen the inner workings of a Starter Motor, and (as already intimated), it happened so fast I really would wish to do it again at my own pace.  I am not the quickest, but I am thorough!

Body of Starter
Fixed Magnets
Within

With the Starter stripped and measurements taken of the carbon brushes, it was then reassembled, and then bench tested using a 12 Volt Car Battery and a set of jump leads. The Motor turned and the pinion operated satisfactorily.

It was then time to gather live readings of  a Starter Motor Current Draw, and we utilised the Vauxhall Vectra next door (Coil disabled), with an Inductive Amps Clamp.

Current Draw of Starter on Cranking
(Coil Disabled)

Measuring Insulated
Voltage Drop

We then needed to test the Voltage Drop, on both the Insulated circuit and the Earth Return, both of which should not exceed 0.5 Volts. 

We utilised a live rig for this purpose, for ease of access. Results returned 0.09 V and 0.20 V respectively, so serviceable.

We then had to provide a coloured wiring diagram of a Starter Motor for inclusion within our portfolio's, and then complete our job cards, with our report of serviceability and findings accordingly.  With all signed off as satisfactory by our tutors, it was then just a case of tidying up our tools and work areas, prior to departing for respective evening destinations.  Blur of a day but most informative and absorbing.  Isaac - you are a star in waiting indeed!

Tutorial Thursday 14th January 2015 - Covering Letters & CV Building

Today's Tutorial session concerned the subject of producing covering letters for Curriculum Vitaes' during the job application process, and also those of letters of interest and intent.  We were also provided an improvised job advertisement (for The Best Garage in the World), which we were to all study and then provide a suitable letter in response to by next Wednesday (21st Jan 15), which I have also included by following this link:

 https://docs.google.com/a/cambria.ac.uk/document/d/1jW7NoYiWDt52-yhZS_Y5T5IqpjlDnIVc6EZVOnuPfhA/edit

Covering letters (and those of interest and intent) are as an important part of the job application process as the CV itself, especially considering that it is the first thing that any prospective employer reads about you.  You do after all wish the recipient to progress to the CV that you have also (or will have) sent in response to the advertisement. Covering letters are often rushed out as an after thought, but with a little forethought and planning they can enhance and compliment any enclosed, or follow up CV accordingly.

This is the chance to show any potential employer why you would be good at any advertised job and so get their interest and attention over and above other potential applicants.  Should you get it wrong, then that perfectly crafted CV that you have spent hours constructing could well prove to have been a complete waste of time and effort.

It is important therefore to follow a structured format and there are various sources, including examples, available on the internet for this purpose.  Good use of grammar, punctuation and spelling are all vital elements in producing a good covering letter so, if you are typing the document on a computer, always use the spell checker option provided prior to sending anything away.  It would also be good practice to show the letter to someone you trust beforehand, to see if they can see any errors that you may have overlooked.

Finally, ensure that you pay close attention to the detail contained within any advertisement to which you may be responding, as it may require addressing within the covering letter (or one of interest or intent beforehand), rather than the CV itself.  Such an example would be in the case of an employer listing a "desirable" qualification which you do not currently have, but within the covering letter you could say that you would be willing to obtain such a qualification through any in-house training that may also be provided.

https://nationalcareersservice.direct.gov.uk/advice/getajob/cvs/Pages/writeacoveringletter.aspx

The Garage - Friday 16th January 2015 - Porsche 911 Restoration Task

Porcshe 911
Restoration Task

I had an absolutely fantastic day at AA Automotive today - happy as a pig in the proverbial doo-doo I was!  Andy Kirby was away on a well deserved holiday so it was all hands to the pumps.  I started with the usual moral sustaining activity and then proceeded to attend to a bit of housekeeping, which also resulted in the workshop sink being returned to its' pristine chrome appearance.  Jim, the Master Tech, returned from a mission just as I was finishing off, and promptly introduced me to the engine and transmission of a Porsche 911, which had been removed from its carcass on Ramp 1, and was now on a pallet at the rear of the workshop waiting to be separated, and then the clutch removed ready for a replacement.  This was virgin territory for me yet again and the opportunity was readily accepted and seized accordingly.  This was a paying customer's restoration project car, so no time was to be wasted.  Dan was doing measurements for a few of the vehicle panel replacements, and then later even doing some Mig Welding, which was "fantastic" to see (well done Dan), and Dave was flat out doing servicing on a couple of diesel fleet vehicles (well done also) - Teamwork in motion!

Releasing Clutch
Release Mechanism

At the point of my introduction, the 4 bell housing bolts had already been removed, but the transmission unit was refusing to separate from the engine.  After checking YouTube and Google for any hints without success, I had to call in Jim for some guidance.  After an explanation of the clutch operation being the reverse to the conventional method, ie, pull as opposed to push, it became clear that the clutch release mechanism needed to be removed in order to allow the internal fork to be able to swing free of the release bearing within - thus allowing the separation to occur.  With copious amounts of rust penertrator applied, removal of a bottom circlip, and a couple of well aimed firm blows of a copper and hide persuasion device with flat punch, the mechanism came nicely off.  The transmission and the engine were then separated - which was a very nice feeling!

Old and new units
compared

Evidence of
leaking rear Crankshaft
Seal

Things from hereon in became a lot more familiar, as now the dog could see the rabbit so to speak.  After a closer look at what I was seeing, I could see that the "ring gear" of the fly wheel was in fact a separate component, and wasn't actually "part of the flywheel" as such.  I duly removed the bolts securing the pressure plate to the flywheel, and then removed the bolts securing the ring gear to the assembly already removed - clever engineering and completely new to me!  It was at this point a familiar face from Coleg Cambria arrived at the Garage (Karl Andrews) who was invaluable in my further guided assistance, especially considering the current Garage workload!  He suggested further removal of the flywheel in order to inspect for oil leakage from behind, which proved to be sound advice indeed!

Cleaning and leveling
surface of Flywheel

Serviceable
Flywheel ready for
Re-installation

I then set about cleaning up the flywheel (front & rear), first with a course sandpaper and then with a finer one, interspersed with liberal applications of brake cleaner.  The result was very satisfying indeed!  With both a hard and a soft wire brush with brake cleaner, I then addressed the face of the transmission behind the flywheel, which produced the same satisfying results.

Cleaned face of
Transmission

Seal drilled & Screws
Inserted

At this point it was time for the removal of the leaking Rear Crankshaft Oil Seal, of which I had "No" idea how to do.  Karl explained it was basically an "interference fit", which translated as - it needs pulling out!  After repeated attempts with various picks, it was finally suggested that the seal needed to be drilled "very carefully" with a fine drill bit, and then screws inserted - onto which the universal tool of "mole grips" could then be attached and then priesed out accordingly.  This did eventually work with considerable patience, and with the additional leverage of a suitably sized flat head screw driver applied at the correct place and angle!  Happy days and thank you Karl - much learned indeed!

"Out you Come"

Thanks Karl!

As can be seen from image left, there was immediately evidence of emulsification, and as this engine is air cooled (as reminded by Dave), the contamination can only be caused by fuel ingestion into the oil itself (Cylinder Head(s) and/or Piston Rings)?...... to be eagerly resumed at a later date!







With the big hand of the clock at number 3 and the little hand at 4, it was time to bail out for work "rapid style" and off I went with a "Very" Happy Friday feeling indeed!

At work 20 Minutes
Later!

Coolant Leak - Mazda Bongo 2.5TD

Rear Heater Matrix Hose at Block

It was only 4 posts ago I was blogging on a coolant issue with my personal chariot and here we are again!  Different hose this time, which was difficult to initially pinpoint due to its location.

However the issue arose on Thursday evening after work on a refueling mission (Asda again)?!  I noticed the fans were on as I switched off the engine, but could not see any "steaming evidence" as such (I wasn't looking low or rearward enough).

Got the car home and then investigated a little further first thing Friday, noticing that the header tank level was off the scale, and duly tipped in approximately 3 litres of water, which was enough to get me to AA Automotive for my Friday work experience session.  Due to the extent of the Garage workload throughput on Friday I was only able to get my chariot on a free ramp at 4 pm to check for leakage evidence once "in the air".  Andy Kirby picked it up straight away and traced it back to a hose end at the engine block at the rear.  New hose was required due to perishing at clamp point, but I also needed to be at work in 30 minutes! Tipped in another couple of litres of water and off I went, with a suitable reserve in a container to get me home again afterwards (at least I know my temperature gauge is functioning correctly)!

Saturday 10th January 2015

Having tried to contact my service provider several times during the day it became evident they were not working.  Saturday became a day of walking to do shopping and topping up Gas and Electric cards etc, and finally resting, due to shunting all week in brand new work boots, whilst the other shunter was off on the sick (genuine call I hasten to add).

Sunday 11th January 2015

Air Filter Housing
& ducting Removed
and Hose End at Block

Other end of hose
from underneath
vehicle

Fully rested I was "up and at it"! System safely drained again, and guilty hose sliced for ease of removal, I was now ready for the replacement parts' arrival and fitting on Tuesday positively thinking! My chariot is nearly 19 years old after all and the hoses that I am replacing are probably all original, so "fair play to the Bongo"!  To be resumed......








Monday 12th January 2015

Contacted my service provider first thing and ordered the correct hose (as there are "many" on a Bongo).  I also ordered a new Air Filter which I was unable budget for at the time of my Winter Service in November.  Short walk to AA Automotive with my container again and thankfully gifted some more antifreeze.  Dave Hayward also sorted out my mobile phone whilst I was there, as it had gone into a deep sleep overnight for some reason, and I couldn't wake it up!  I assisted Dave with a seat into the NSF of a BMW whilst there and then headed back home to sort out transport to and from work later that evening.

Tuesday 13th January 2015

Parts arrived by FedEx 0839 hrs sharply, even before I had jumped into my coveralls!  With all present and correct it was straight to work with a mug of tea and my tool kit.  The operation went smoothly and even the rain held off for the most part.  I had also aquired some "rubberised" gloves for the "hot hot hot" part of "Sea Sawing", which helped enormously!  With all running satisfactorily it was then just a case of popping in the new air filter, reconnecting the filter housing and then taking her out for a test under load - which I am pleased to report went very well.  At the time of completing this Blog, all remains well - including a visit to Asda after work tonight (which remains a common factor)?

Emissions Task Continued - Tuesday 6th January 2015

Throttle Switch
Pin-out Connection

Expected Pattern
(Blue Trace)

Today we resumed the Emissions Practice Task from yesterday and were ultimately assigned to a live rig with a readily available pin-out for ease of completion.  Due to the rig having a cable operated throttle we were unable to gather a Throttle Potentiometer pattern, however the process for doing so was explained and understood.  After an initial 3 minute "Mr Clumsy" impression in trying to simply gather the associated testing equipment and collect keys etc (dropped keys, bent down to pick up keys, phone fell out of pocket - bent down to pick up phone, specs fell out of pocket - bent down to pick up specs, stood up and knocked information folder off of rig breaking folder tie, got as far as the Fiesta and then dropped keys again - at which point I politely requested Isaac if he would mind picking up the keys before I demolished the Workshop)!  "Davey Moment" passed, we were then guided back to the rig where it all started!  Anyway, we eventually set up the Picoscope according to the particular test and set about obtaining a good pattern accordingly.

Good Pattern Returned
(Blue Trace)

Team work and coordination was required between us and we worked well together again. I maintained the pin-out connection with my right hand and operated the throttle pedal with my left, whilst Isaac operated the Picoscope to capture an image portraying a variety of throttle operating conditions.  It was a good result indeed.  We then both sat down together and reproduced the image as a drawing for evidence within our portfolios', and then completed our job cards ready for presenting our findings accordingly.  We were signed off as complete and then set about clearing away our tools and equipment without any further re-appearance of "Tea Bag Hands" for the remainder of the session.

We were then assigned to the practice Wheel Bearing Task, but due to the limited time available of the session, we were only able to complete the planning part of the Job Cards, which were signed off as satisfactory so far.  With the remaining time we utilised some Chrome Books from the classroom upstairs and did a little blogging and research before finally clearing up the Workshop ready to depart for our respective evening destinations.

Thanks also go out to Steve Leonard, Carl Black and the Level 2 Group upstairs, who re-united me with my TNT Woolly Hat, which has been AWOL since before Winter Stand Down (wondered where that went)? Great day and very enjoyable - Thank you all and looking forward to resuming the task next Monday!