July/August 2021

38 AFTERMARKET JULY/AUGUST 2021 COOLING www.aftermarketonline.net and higher pollen count. After an extended period of disuse earlier in the year, key components may have been compromised, with the risk that any faults don’t show themselves until drivers are already on the road. “There is a natural, gradual dispersal of gas from every air conditioning unit, which can lead to a loss of around five% of its capacity every year. This can mean that the system is unable to filter air with maximum efficiency, and can cause moisture to build up in the filters – which, in turn, can attract pollen, spores and bacteria. Sitting idle for long periods also can exacerbate this by causing air conditioning seals to weaken, worsening refrigerant loss and leading to problems elsewhere, such as engines or batteries overheating, or warning messages due to false pressure readings.” Staying on the aircon side of cooling, Adam noted that this provides an opportunity for garages: “Technicians should take this opportunity to encourage drivers to bring their vehicles in for an A/C check, or they can include it as part of another service. Currently, no manufacturer mandates that this should take place as standard, but as long as you’re transparent with customers about why having a check is a good idea, the chances are they’ll go for it.” On support available from LKQ Euro Car Parts, Adam observed: “Our Autoclimate solution provides technicians with full-service technical support when they’re working on customers’ air con systems. This support is provided free of charge over the phone, with the aim to get equipment up and running the same day. We also have 12 full-time Autoclimate engineers on hand to support customers working in independent garages, franchises, bodyshops and fast-fits. As the largest automotive air con supplier in the UK, the team carries out more than 8,000 service and repair activities in an average year, for more than 14,000 customers. While most air conditioning machines will operate and work in a similar way, we do recommend that technicians complete dedicated refrigerant handling qualification courses via our AutoEducation Academy, to help them gain a better understanding of the system and products they’re working with – rather than following just the legal obligation of holding a qualification to meet the requirements for handling R134-a.” For more information, visit https://omnipart.eurocarparts.com/auto- education. It’s a gas The gas situation around cooling is more complex than before. Simon Ravenscroft, Northern Regional Sales Manager at National Refrigerants, commented: “R-134a was made illegal for all new vehicles produced in Europe from January 2017. Its replacement, with a GWP below 150, is HFO R-1234yf. More than 120 million cars across the globe were using it at the end of last year. In Europe alone this amounts to 65 million cars.” The cooling situation is a little different on the EV front however, as Simon observed: “VW’s ID3 and ID4 EVs will be fitted with R-1234yf as standard. However, buyers who opt for a heat pump get R-744 fitted as the fluid. A heat pump acts as an A/C unit in reverse – as an air conditioner uses refrigerant to trap heat inside an area and cool it off before moving it outside. It has a reversing valve that reverses the refrigerant flow – thus, the heat pump disperses heat instead of cold air. The heat pump will provide both heat and A/C and consumes around a third less power than the standard electric strip heater. This should mean greater driving range from the battery. Heat pump technology is common across EVs. Manufacturers offering this include TESLA and Jaguar, but VW is the only carmaker offering it fitted with R-744.” Simon added: “R-1234yf is the preferred fluid most VMs. R-744 is currently very niche with very limited use – however, rest assured, National Refrigerants can meet all your cooling requirements via your local National supplier – R-134a to service your old vehicle, and both R-1234yf and R-744 for your new cars.” Condition Cooling is not all about gas though. As most technicians know, over the last few years, VMs have moved to integrate the water pump into the primary drive (timing) system, rather than it being driven by the auxiliary belt. “This has a direct effect on the aftermarket,” said Dayco UK National Sales Manager Steve Carolan, “because, in contrast to the auxiliary belt, which rarely has a scheduled replacement interval, the timing belt does and this means that technicians come into contact with the water pump more frequently than previously and it is therefore far easier for them to assess its condition. Sometimes, for the best of intentions, workshops will try to save their customers money and replace only the belt and its ancillary components. “As a timing belt replacement is a relatively expensive, although extremely important scheduled service requirement, there is complete logic behind changing both the water pump and timing belt at the same time, as it is a far more cost- effective solution for motorists in the long run and also gives the them confidence that their vehicle has benefitted from a full and thorough system overhaul. “Designated by the KTBWP classification, each of Dayco’s 300 plus water pump kits includes the replacement pump alongside the belt, tensioner and idler combination, with 75 of these references containing the patented Dayco High Tenacity (HT) or ‘white’ belt. These sit alongside its comprehensive thermostat range.” Above: Nissens cooling products Despite the ongoing electrification of the vehicle parc, there will continue to be a need for cooling ”