THE QUALITIES YOU'LL NEED TO SUCCEED IN 2021

MOTOR PRO

How to... Get that CV sparkling_Tune up your online presence_Crack the CAN code

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ISSUE 10_MOTORPRO / 03

Some people may not be able to envisage a future where the automotive industry is based on electric mobility, but it’s already happening. And everyone needs to get ready.

One of the arguments that’s often used against EVs is the lack of recharging infrastructure. We’re used to seeing petrol and diesel filling stations everywhere, and while electric recharge points are becoming more

commonplace, there has never been an electric version of the traditional petrol station... until now.

If you happen to be driving through Braintree, Essex, you might just spot the the UK’s first all-electric forecourt, from a company called Gridserve. It boasts enough charging points for 36 EVs, and high-power chargers delivering up to 350kW. That equates to 200 miles of range after a

20-minute charge. And it’s bound to get faster as EVs’ battery tech improves.

These facilities, and the number of vehicles using them, are set to grow exponentially now that the government has mandated the end of new petrol and diesel car sales by 2030. Now’s the time to start thinking about the skills we’ll need to make sure we’re ready for a future that’s already with us.

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W E L C O M E to the latest issue of MotorPro magazine – and a new year. Let’s hope 2021 proves to be less challenging than 2020,

because we all deserve a little less stress in our lives.I’m taking a new approach on this page, and I want

to answer some of your questions.

To kick things off, I want to talk licensing…

S T E V E N A S H ’ S TA L K I N G P O I N T

the issue of licensing technicians to work on motor vehicles is one that has been around since cars first came into existence. The IMI was established in 1920 to set professional standards for the rapidly developing automotive sector, and the licensing of technicians (or mechanics, as they were then known) was already being discussed.

The closest we have come to a government-imposed licence to practise was probably around 15 years ago when the Office of Fair Trading (OFT) threatened to bring a super-complaint against the automotive service and repair sector to address the very high level of complaints handled by Trading Standards. The OFT stopped short of levying the super-complaint in the end and instead asked the IMI to develop a voluntary licensing scheme for the industry, which took the form of Automotive Technician Accreditation.

This proved very successful and gained strong support across the industry, but a voluntary scheme is unfortunately always going to be less successful with the very people that most need to raise their standards.

I’ve had countless meetings with successive Transport Ministers on the subject of licensing, and some have been more productive than others. Overall, though, general licensing hasn’t progressed because:• It’s not regarded as something the general public is calling for and therefore has never been included in any government’s manifesto;• The perception in government is that licensing might drive up servicing costs and would therefore be unpopular; and• Every recent Conservative-led government has declared itself anti-regulation and therefore instinctively resists calls for new regulation.

So, is licensing a lost cause?The new and emerging automotive technologies (autonomous, connected, electric and shared) give rise to an entirely new set of considerations.

We already have Department for Transport and Office for Low Emission Vehicles endorsement for the IMI TechSafeTM standards, which ensure that individuals working on EVs comply with the Electricity at Work Regulations, enforced by the Health and Safety Executive. Those not meeting these standards not only risk the safety of their operatives, but also prosecution and finding their liability insurance has been invalidated.

Moving forward, there will certainly be further regulation to cover those working on autonomous and fully connected vehicles, particularly where they contain customers’ sensitive personal data. The IMI’s TechSafeTM standards will be extended to cover these technologies too.

It may be unlikely that the government will ever mandate licensing for those working on traditional automotive technologies, but that situation will unquestionably change as the new technologies proliferate. Anybody intending to work on electrified, autonomous or connected vehicles will certainly be regulated, and they will have to demonstrate that they are properly qualified and maintaining their skills. In effect, it’s licensing, just by a different name.

“ M O V I N G F O R W A R D , T H E R E W I L L C E R T A I N LY B E F U R T H E R R E G U L A T I O N T O C O V E R T H O S E W O R K I N G O N A U T O N O M O U S A N D F U L LY C O N N E C T E D V E H I C L E S ”

06 / THEIMI.ORG.UK

12 14 34

28

40 52

C O N T E N T SHow to...


57 The How-to section_Get your CV spot on_Nail that interview_Get your profile noticed online_Make your cover letter sparkle

63 Tech Talk _How to tap into the CAN bus to find out what’s happening in a car_How Tesla is transforming its battery technology

A C C E L E R A T E Y O U R C A R E E R I N A U T O M O T I V E I S S U E 1 0

08 IMI membership Five ways IMI membership will deliver for you in 2021

10 Meet the team The IMI is evolving. MotorPro sits down with its two new Non-Executive Directors to find out how they intend to make an impact

12 IMI Skills Competition Meet the industry’s rising stars: the winners of the IMI’s inaugural Skills Competition

14 Soft skills The industry is driven by technical know-how, but in an increasingly competitive jobs market, soft skills could give you the edge and help you land your dream role. We find out what you should be focusing on

28 Inside an independent As an IMI-accredited centre, Aldershot-based Pro-moto has stolen a march on its competitors by focusing on training technicians to work with EVs

34 EV training support We’re facing an electric future, so training providers need to get ready. Thankfully, help is on hand from your friendly Local Enterprise Partnership

38 Career ideas The automotive world never sits still for long. Here are five jobs to aim for right now, and five new roles to watch

40 Technical walkaround BMW supercharged the adventure motorcycle segment with its GS series, and the bike is now celebrating its 40th anniversary. We take a tour around the latest iteration

46 BEN fundraising The past year has made industry charity BEN more essential than ever. Here’s how the IMI has been raising funds

48 EV infrastructure The plan is to turn the UK’s vehicle parc electric. Let’s take a look at the recharging options...

50 Digital training For sectors such as body repair, learning has always been hands-on. But now Thatcham Research is shifting to a digital approach

52 The ride of my life Adventurer Paul Cottee recounts the time he and his partner rode two 125cc motorcycles to Mongolia – and beyond

71 Obituary: Heidi McNeill The IMI bids a sad farewell to an integral part of the team

72 The IMI community _The latest updates from your IMI _Our thoughts are with the families of IMI members who have passed away

74 My motoring inspiration Jordan Salt chats about starting a business and becoming a YouTube star

I S S U E 1 0

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FIVE WAYS IMI MEMBERSHIP WILL SUPERCHARGE YOUR CAREER IN 2021

The IMIFanshaws, Brickendon,Hertford, SG13 8PQTel: 01992 511521—MotorPro © 2021ISSN: 1742 5204Published on behalf of the IMI by: Think, Capital House, 25 Chapel Street, London, NW1 5DH Tel: 02037 717200—Editor James [email protected] Director Ian FindlayManaging Editor James SuttonContent Director Matthew RockAccount DirectorKieran PaulExecutive Director Jackie Scully— Advertising Richard Ellacott02037 [email protected]

Opinions expressed in articles do not necessarily represent those of the Institute of the Motor Industry. The publishers cannot accept responsibility for claims made by manufacturers, contributors, advertisers or readers.—Printed by Walstead Southernprint, Poole, Dorset, on paper taken from sustainable forests. —

Members of the Audit Bureau of Circulations Average net circulation 1 July 2017 to 30 June 2018: 11,878

MOTOR PRO

As an IMI member, you’re part of a vibrant community of automotive professionals. You also benefit from access to an exclusive package of career support, CPD, content and networking opportunities, all designed to help you develop and succeed

O1 O2We all need support, advice and information, and digital channels really came to the fore in 2020. We’ll continue to deliver the most relevant content for you, and we’re committed to using digital platforms to make sure you can access what you need, when you need it.

The IMI has already delivered webinars on a huge range of topics, including: Delivering vocational qualifications 2020-21; Your business survival guide; Motivation, mental health and the motor industry and Regulatory framework. We also have many more lined up. Keep an eye on your inbox and our social media channels to find out what’s coming up.

All the webinars can be accessed at theimi.org.uk/landing/covid-19/webinars.php—Have you got a question about webinars or suggestions for topics you’d like to see covered? Please contact our Community Manager, Georgia Murnane, at [email protected] or on 01992 511521

The IMI offers a range of courses – both via eLearning and in person – to help keep your career on track and to give you the skills you need to take it to the next level. Many of these courses are free to members.

So, whether you want to know more about the motor trade, such as how to use the right equipment to get the best results, or want to learn more about advanced driver-assistance systems, on-board diagnostics or health and safety, we have the right content for you.—To find a course that suits your needs, head to tide.theimi.org.uk/learn/courses

DIGITAL EVENTS TO KEEP YOU IN THE LOOP

MOVING YOUR CPD AND TRAINING UP A GEAR


THE IMI: EVERYTHING WE DO, WE DO IT FOR YOU _We develop people and careers_We run a global membership community_We assess and accredit individuals operating in the sector_We campaign and build public confidence

To find out more about taking advantage of your IMI membership, visit theimi.org.uk/membership

I M I M E M B E R S H I P

O3 O4 O5Working with international eLearning training experts VOCANTO (a sister company to Lucas-Nülle), we’re turning up the power on EV training, delivering more than 45 of the IMI’s eLearning modules using VOCANTO’s groundbreaking platform to help prepare you for the industry-wide shift to electrification.

It’s a change IMI-accredited training centres should relish, and it’s an important step on the road to 2030, when sales of new petrol and diesel vehicles will come to an end.

The partnership with VOCANTO means that we can leverage its intuitive digital platform, which uses 3D models to provide easy-to-understand visualisations of examination topics. Subjects can be covered in just ten minutes, and thanks to the immediate feedback, trainees can receive an insight into where they need to focus their attention.—Want to see what VOCANTO’s platform has to offer? Request a demo now at theimi.org. uk/vocantopartnership

With the rapid growth of electrification, the automotive industry has a duty of care to those working with high-voltage systems. To meet public and consumer concerns, there must also be minimum standards across the industry.

The IMI’s TechSafeTM initiative will help to set baseline standards for the automotive industry and, over time, address the skills gap for those working with electric and hybrid vehicles.

You’re going to hear a lot more about TechSafeTM in the future, so keep an eye on MotorPro, the IMI’s website and our social media channels for the latest updates and information.

In the meantime, if you’d like to learn more, head to YouTube and search “TechSafe”.

We’re innovating by introducing new digital approaches to help foster greater interaction between members and to enable us to provide greater support.

To achieve this, the IMI will be piloting an online community management platform over a three-month period. This is primarily aimed at our centre network – those organisations authorised to deliver IMI qualifications.

The IMI is working with online community experts Cantarus to guarantee the system delivers, allowing us to engage with the wider IMI member community.

CHARGING UP eLEARNING READY FOR AN EV FUTURE

GETTING YOU READY FOR THE FUTURE WITH IMI TECHSAFETM

GETTING THE COMMUNITY TALKING

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The IMI’s board is changing, bringing in new people to help it deliver for members. MotorPro sat down – over Zoom, of course – with Dr Esther Hills and Rachel Leech, newly appointed Non-Executive Directors, to discuss their backgrounds, what they bring to the Institute and how they see the IMI developing in the futureWORDS_ JAMES SCOLTOCK

the world is constantly changing. To stay relevant and to make sure it can offer the help and services that its members need, the IMI needs to change too.

Bringing in new expertise is perhaps the simplest way to do that. That’s why the IMI has broadened the range of experience on its board with two new Non-Executive Director appointments: Dr Esther Hills, Product Testing and Engineering Manager at BP, and Rachel Leech, Engagement Manager at the Rail Safety and Standards Board.

MotorPro: What’s your background and why did you join the IMI board?Dr Esther Hills: I’ve spent my career in automotive. I did my degree in quite a niche subject: acoustics and vibration at the University of Southampton. My first work placement while I was at university was at engineering consultancy Ricardo. I was hooked from that first practical experience.

I’ve worked in the industry at a range of engineering consultancies and manufacturers, including quite a long time at Jaguar Land Rover, and then in my current role at BP. I was looking to get more involved with the industry that BP’s

end consumers actually deal with – cars out on the road, servicing, MOTs and the whole dealership side of the business.

I’ve also been involved in helping to set up apprenticeships inside companies, using the Apprenticeship Levy scheme in the UK. This was the next logical step. The training and development side that the IMI offers was really appealing.

Rachel Leech: I currently work at the Rail Safety and Standards Board, and my clients sit across all parts of the railway, including people such as Network Rail, the infrastructure managers and the train operating companies.

My current role is in quite a niche area and I thought it would be nice to have experience outside of that, while also sharing the knowledge I’ve gained from having worked for a long time in membership organisations. I’m keen to bring something different to the board.

What most excites you about working with the IMI and its members?EH: What has been really nice is having more conversations with people who are dealing with vehicles once they’re on the road, via servicing, recovery and MOTs.

FRESH FACESFRESH THINK ING

That’s another two to send Zoom invites to. Hold on, I’ll add them to the list...


M E E T T H E T E A M

I’ve always been involved in areas such as designing for serviceability, so this has opened up lots of great conversations with people who are in that slightly different sphere of automotive. That has been really exciting for me.

RL: For me, the excitement comes in helping people solve potential challenges and in being able to do that outside of the industry that I sit in day to day. It’s really valuable for me personally. It’s quite easy to get wrapped up when you’re in a role, so it’s nice to take a different view and look at some of the positive work that’s happening in another area, in another valuable market for the UK. And being able to look at that from a board position is a real privilege for me.

What challenges does the industry face at the moment, and how can you help the IMI address them?EH: My technical background has included hybrid and electric vehicles, and that’s an area that the IMI is very much already working on. It’s looking at training courses and ways to support members. But there’s a lot more electrical work and laptop-based diagnostics required. It’s

much more an IT-based and electrical skill set, so it’s about how you transition across to that.

The IMI is looking at that, but we’ll need to consider delivery platforms, including how you deliver training, as people might expect to access it in a different way nowadays.

RL: That ties into where I see the IMI needing to develop. It’s not just from the point of view of the technology within the vehicles. It’s also to do with the makeup of the membership in future.

We need to make sure that the right people with a totally professional approach are being recruited into the industry, and that they can gain the necessary professional qualifications and accreditations. Also, there needs to be a more diverse range of people from different backgrounds, from different communities throughout the UK, who are getting interested in careers in the automotive industry.

How can you help the IMI achieve those goals?EH: We’re really fresh in the door, but our role is to try and use that to ask open

questions. Is this the best way of doing x? Is there a better way we could do it? Are there any experiences that we can bring that add to the positive debate in the board meetings? In effect, we’re here to say, “We’ve had a good look at the strategy – is this definitely the right approach? Is there anything that needs tweaking?”

RL: Coming from a client relationship management background and the perspective of creating new membership offerings, it’s a case of looking at how the membership is made up, how it can be developed and how it can be supported best in the future. Because without the members, there isn’t an Institute. That’s my core focus.

Members will obviously have many questions for you, but what would you like to ask them?RL: I would probably want to ask about your impressions of the IMI. What do you think is good, what do you think could be done better, and how do you think that could be done better? It’s important for any membership organisation to remember its members with a capital ‘M’ – they’re at the forefront of everything we do.

EH: I’d agree with that. A really open question that I would like to ask is, ‘What is it that the motor industry is most worried about right now?’ Or maybe, ‘What is it that you most wish the IMI was helping you with?’

Got a question that you need answering? Get in touch with the IMI team on 01992 519025 or email [email protected]

FRESH FACESFRESH THINK ING

12 / THEIMI.ORG.UK

MEET THE

WINNERSThe IMI Skills Competition 2020

took up the mantle when Skill Auto fell victim to the pandemic. And now the winners have

been announced…WORDS_ JAMES SCOLTOCK


I M I S K I L L S C O M P E T I T I O N

LIGHT V EHICLESGOLD

James Kennedy-Pratt: Edinburgh College and JTS AutocareSam McCausland: Calex Volvo and Endeavour Automotive

—SILVER

Alex Mills: Babcock International and BMW —

BRONZEDaniel Mayman: Volvo UK and Ray Chapman Motors

Oliver Brown: Farnborough College of Technology and McLaren AutomotiveIvan Twigg: Pembrokeshire College

HE AV Y V EHICLESGOLD

Luke Maylin: Stephenson College—

SILVERJacob Bell: City of Bristol College and Ford & Slater

Daniel Bird: Stephenson College and Midland Commercial Services—

BRONZEMark McAdams: Fife College and Fife Council

—RUNNERS UP

Daniel Rayfield: City of Bristol College and Harris DAF GraysKristian Eirsland: Cardiff and Vale College and Mid and West Wales Fire and Rescue Service

REFINISHINGGOLD

Ethan McGrory: West College Scotland—

SILVERStephen Halsall: Blackpool and the Fylde College and Vella Group

—BRONZE

Andrew Swain: EMTEC, Nottingham College and 3M—

RUNNERS UPStephen Craig: New College Lanarkshire and SC Hydrographics

Owen Sims: Cardiff and Vale College and D Sims Crash RepairBradley Monroe: Cheshire College and Bentley Motors

BODY REPA IRGOLD

Brandon Taylor: Grŵp Llandrillo Menai—

SILVERHarry Owens: Blackpool and the Fylde College and Vella Group

Tiler Moorcroft-Jones: Grŵp Llandrillo Menai—

BRONZECraig Kernohan: Riverpark Training

—RUNNERS UP

Ryan Wainwright: Volvo TDC and Sturgess Motor GroupRyan Docker: Cardiff and Vale College and IRG

Ben Martin: Volvo UK & Rybrook Jaguar

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T H E S I X S O F T

S K I L L S Y O U ’ L L

N E E D I N2 0 2 1


Technical proficiency isn’t the be-all and end-all. If you want to succeed in this challenging job market, you’ll

need to boost your hands-on know-how with a range of softer skills. Here, we ask the experts and take a look at

the latest IMI research to discover the key attributes that

you’ll need in order to put yourself in pole position

WORDS_ LYSANNE CURRIE AND JAMES SCOLTOCK

S O F T S K I L L S

16 / THEIMI.ORG.UK


S O F T S K I L L S

here’s no doubt that the automotive industry is built on a breadth of technical knowledge that has helped it flourish over the years. But if 2020 taught us anything, it’s that technical skills also need to be supplemented with a softer, people-focused approach.

The IMI has spent a considerable amount of time analysing skills requirements across the industry, including monitoring four years of trends in jobs postings data from labour market analysts Emsi. This reveals which skills are in demand over and above typical levels, and the answer is that there has been a significant growth in the need for soft skills. So, before we look at each key trait, let’s dig into the data...

H A R D S K I L L S49%

O T H E R20%

S O F T S K I L L S31%

S P L I T O F R E Q U I R E D S K I L L SBASED ON EMSI JOBS POSTINGS DATA (2016–2020)

T O P 1 0 S K I L L SVEHICLE TECHNICIANS, MECHANICS AND ELECTRICIANS

Mechanics

Vehicle maintenance

Communications

Customer service

Management

Enthusiasm

Detail-oriented

Self motivation

Problem solving

Automotive industry knowledge

0% 10% 20% 30% 40% 50% 60%

T O P 1 0 S K I L L SVEHICLE AND PARTS SALES PERSONS

Sales

Customer service

Auto dealership

Selling techniques

Communications

Enthusiasm

Sales process

Self motivation

Sales management

Upselling

0% 10% 20% 30% 40% 50% 60% 70%

2020

2016

18 / THEIMI.ORG.UK

is having to develop a new, more empathetic mindset,” he says. “Every guest I’ve had on [my podcast] has emphasised the importance of a mindset shift when hiring new people and upskilling existing employees.”

Economist Pippa Malmgren agrees. “It isn’t that there’s one skill set that you have to have; it’s more that you need that fluidity to go back and forth between many different ways of thinking and different skill sets in order to land correctly on any given issue. Soft skills imply trust, and they imply holistic thinking. You have to include not just how the numbers fall but how people feel. It’s like one of those wobble boards that you stand on – it’s the act of the balancing [hard and soft skills] that’s the key to success.”

while practical, nuts ’n’ bolts skills are obviously still needed, it’s soft skills that employers are increasingly looking for in candidates, particularly in the wake of the COVID-19 pandemic. According to skills expert Jimmy McLoughlin, a former Downing Street Business Director and host of podcast Jimmy’s Jobs for the Future, the displacement of workplace teams during the pandemic has increased the need for everyone – from the most senior people in the business to apprentices – to be much more aware of soft skills. “Motivating, managing and working as a team can be much harder to do over Zoom, for example, and everyone

T H E C O V I D - 1 9 C H A L L E N G E


S O F T S K I L L S

instead of interrupting, which I find very refreshing,” she says. “You’re all focusing on the same thing at the same time.”

Listening is crucial for good communication too: leadership expert Jack Zenger argues that good listening is about much more than being silent and offering nods and encouraging noises as the other person talks. Good listening is an active, two-way conversation, not one person sitting silently. That includes asking questions “that gently challenge old assumptions, but in a constructive way” in order to make the other person feel supported and encouraged by the natural flow of feedback.

However, we also need to think beyond good conversational etiquette. Jason Stockwood, Vice Chairman of online insurance broker Simply Business, believes that much of our communication is non-verbal and is instead expressed through our behaviour. During lockdown, Stockwood (left) tried to lead by example by demonstrating a healthy work/life balance. “I had an open diary system, so I would put in ‘breakfast with my kids’, ‘date night’ and ‘the gym’ so that people could see it. They’d think, ‘If Jason’s going to the gym at lunchtime or leaving early for his kids’ plays, then maybe it’s alright for me’. It was a really important signal to people,” he says.

C L E A R A N D S I M P L E C O M M S

effective communication is chief among the soft skills we all need to improve, whether it’s for in-person chats, Zoom meetings or regular phone calls.

“Staring at a small screen is tiring for people, and those of us communicating online therefore have less time to get the message across,” says McLoughlin. “We’ve been communicating orally and in writing since the age of four, so people tend not to think about it much in advance. But ahead of every call or interview, it’s worth thinking about the key points you want to get across.”

Zoom fatigue may have struck during lockdown, but Sarah Douglas, CEO of advertising agency Abbott Mead Vickers BBDO, says that the right kind of online communication can be very powerful. “People are focusing on a single speaker

“ M O T I V A T I N G , M A N A G I N G A N D W O R K I N G A S A T E A M

C A N B E M U C H H A R D E R T O D O O V E R Z O O M , F O R E X A M P L E ,

A N D E V E R Y O N E I S H A V I N G T O D E V E L O P A N E W , M O R E

E M P A T H E T I C M I N D S E T ” J I M M Y M c L O U G H L I N

“ P E O P L E A R E F O C U S I N G O N A S I N G L E S P E A K E R I N S T E A D O F I N T E R R U P T I N G , W H I C H I F I N D V E R Y R E F R E S H I N G ” S A R A H D O U G L A S

T H E

S K I L L S—

Listen up people! (What, is that not good communication?)


S O F T S K I L L S

motivation and enthusiasm are important too, particularly if you’re able to top up your own levels. “If you’re a people person or an extrovert like me, it was hard to be at home on your own day in, day out and keep high levels of motivation,” says McLoughlin. His lockdown solution was to introduce “water-cooler chats”: 15 minutes with three random people from across the business to talk about what you’ve been up to. It’s a simple way to help refuel your own and your colleagues’ motivation levels.

Remember that everyone’s driving motivation at work will be different, whether it’s paying the bills, helping customers or making career progress, so it’s important to be authentic and let your passion shine through. Not everybody will be like Belu Water CEO Natalie Campbell (left), who knew that she wanted the top job from the age of 15. “When you make that sort of decision so young, everything about your career and the jobs you do is with that intention in mind,” she says. It’s a powerful force to harness. >

D R I V E

In answer to T. Turner (1984), P. Malmgren argues that love has, in fact, got quite a lot to do with it

“ I T ’ S A B O U T L O V E A N D M A G I C . P E O P L E A R E L I K E , ‘ L O V E H A S N O T H I N G T O D O W I T H B U S I N E S S ’ B U T A C T U A L LY I T D O E S ” P I P P A M A L M G R E N

T H E

S K I L L S—

In a bid to fill the automotive skills gap and counteract the shortage of fresh talent entering the industry, Autotech Recruit has launched a new initiative enabling qualified college leavers to gain valuable experience and become fully fledged vehicle technicians within just six months.

Autotech Academy is the latest initiative from award-winning employment and training solutions company Autotech Recruit. Providing qualified college leavers with a gateway into the industry through a paid internship, Autotech Recruit is leveraging its strong links with colleges and the automotive industry through this innovative academy launch.

S P O N S O R E D C O N T E N T

The number of vehicle technicians needed to sustain the future of the automotive industry is high – 75,000 are required to service the electric vehicle parc alone – but there is a severe lack of young, qualified college leavers entering the sector.

The 10,000 Level 1 to 3 students who leave the industry each year because they struggle to secure a role are a huge loss. Couple this with the fact that investment in future technicians has dropped significantly (particularly during the pandemic, when there was an 87% fall in apprentice recruitment) and the industry is reaching a critical point.

A lack of hands-on experience may deter many time-poor garage owners and dealership managers from hiring college leavers. Far from replacing apprenticeships, Autotech Academy aims to complement existing programmes in order to build a sustainable pipeline of young talent. Acting as a conduit between colleges and the aftermarket, Autotech Academy will work with colleges to identify individuals with the right skills and find them the right internship.

Not unlike Autotech Recruit’s temporary recruitment model, where garages pay an hourly fee for vehicle technicians, garages or any maintenance/repair employer will pay an hourly rate for a fully vetted and fully equipped intern.

The intern will be given the appropriate tools, uniform and PPE by Autotech Academy, which will also continually monitor their progress and offer ongoing training. This will be delivered through a vehicle manufacturer’s own training facility, or through equivalent OEM-standard training. To ensure interns are ready for the future, they will also be trained to Level 2 IMI Electric Vehicle accreditation.

At the end of the six months, the employer can either decide to employ the intern full-time, or not. Effectively, it’s a “try before you buy” solution.

“Through Autotech Academy, manufacturers, dealerships and garages can expect to break even within six weeks,” comments Gavin White, CEO of Autotech Group. “Within six months, they’ll have a fully qualified, brand-loyal, trained vehicle technician. It’s essentially a ‘grow your own’ concept, which will help create the steady stream of young talent that the industry needs to thrive.”

Autotech AcademyA PAID INTERNSHIP INITIATIVE TO HELP NEWLY QUALIFIED TECHNICIANS GET ON THE AUTOMOTIVE CAREER LADDER

For more information visit www.autotechacademy.co.uk

“ THE NUMBER OF VEHICLE TECHNICIANS NEEDED TO SUSTAIN THE FUTURE OF THE AUTOMOTIVE INDUSTRY IS HIGH... 75,000 ARE REQUIRED TO SERVICE THE ELECTRIC VEHICLE PARC ALONE”


S O F T S K I L L S

A B S O L U T E F O C U S

Of course, it’s possible to misuse your motivation, particularly when looking for a new role. “Too many people are still firing off 100 generic CVs and hoping for the best,” says McLoughlin. “While this can be tempting, it’s really important to tailor CVs and cover letters to show your passion, motivation and enthusiasm for that specific role.”

Likewise, it’s easier to be enthusiastic about your work if you truly believe in it. “It’s about love and magic,” Malmgren says. “People are like, ‘Love has nothing to do with business’ but actually it does.”

Passion and enthusiasm have certainly been driving forces in Stockwood’s career. “On paper, my childhood didn’t look so good – single mum, council estate, we were skint, and we moved around a lot – but we were all very confident, and that helped me follow my passions. Now I tell people to recognise these special moments in life when something excites them. They’re finite.”

His secret? Fuelling that passion by staying curious. “When I drop my kids off at school, I always say: ‘Ask good questions today’. That’s what will set you apart, particularly in the machine age.”

soft skills are not just big-picture, cuddly stuff. Enthusiasm, purpose, vision and big ideas need to be put into practice, and for that to happen, we need to be focused on the details.

As Stockwood recalls: “One company I worked at in the ’90s was all energy and enthusiasm but lacked focus. When I first bought Simply Business, it was five individual businesses, and we ended up selling most of them on. I said, ‘Until we get absolutely dominant and brilliant in this one sector, we’re doing nothing else.’”

Rita Clifton, former chair and CEO of branding consultancy Interbrand, agrees on the importance of focus. “There are visionaries who have the ideas, but in order to make amazing things happen, you have got to be close to the detail. And now more than ever, we need this to happen on a much grander scale and we need to make sure that we embed that focus and bake it into the way we get back to work.”

“ T H E R E A R E V I S I O N A R I E S W H O H A V E T H E I D E A S ,

B U T I N O R D E R T O M A K E A M A Z I N G T H I N G S H A P P E N ,

Y O U H A V E G O T T O B E C L O S E T O T H E D E T A I L”

R I T A C L I F T O N

T H E

S K I L L S—

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building rapport with others is another useful tool in the soft skills box. Adding to your industry network can be challenging at the moment, but there are many online events being hosted – perhaps it’s worth picking one or two a week to attend in order to meet interesting people and gain new ideas.

“Making a conscious effort to build rapport and look beyond your existing network is important,” says McLoughlin. “There are no in-person water-cooler moments now and no drinks after work, so we all need to work harder at building relationships with others.”

Other ideas for building rapport with colleagues might include: • Letting people know the best way to contact you;• Keeping your team in the loop by providing frequent updates and passing along

pertinent information as soon as possible; and• Recognising great work with compliments and praise.

C O N N E C T I V I T Y ( A N D N O T J U S T T H E T E C H N O L O G I C A L K I N D )

T H E

S K I L L S—


S O F T S K I L L S

T H E

S K I L L S—

C R E A T I V I T Ydon’t forget that creativity is a key soft skill. According to Lord Karan Bilimoria, founder of Cobra Beer and current President of the Confederation of British Industry: “We are all creative. Throughout my childhood I was told that I wasn’t creative because I was useless at art and couldn’t sing. It was only when I started my business that I realised anyone can be creative. It’s a great asset.”

However, he says, there are two things you need to do in order to let your creativity blossom. “You’ve got to be determined so that the creativity can get to work and for the solutions to form. And then you have got to switch off. You think, think, think about a problem, you work at it, research it, discuss it and then you have to do something different. Suddenly it falls into place. I come up with some of my best ideas when I’m out for a walk.”

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S O F T S K I L L S

it’s time to nurture those soft skills and be optimistic. As Sarah Douglas puts it: “Hard though it is for us all, there’s a spirit of optimism to grasp right now. It’s an opportunity to seize the day and get on with the things we’ve been kicking into the long grass for a long time.”

Soft skill requirements aren’t something that have only just appeared. As the IMI’s research shows, the need to mix hard and soft skills has been around for a number of years. It’s just that until now the focus has been so heavily on technical abilities.

But as we enter 2021 against a challenging economic backdrop and with a competitive job market out there,

now’s a good time to embrace your soft skills and give yourself the best opportunity to succeed. —For more help developing your skills, explore the IMI’s Employability Week resources at tide.theimi.org.uk/industry-latest/imi-employability-week-programme

professionalism is part of your reputation, and savvy companies know that a professional culture, both internally and externally, will be crucial for all businesses’ survival. This applies both to how your work behaviour matches up against the company’s ethics and values and how you conduct yourself in the constantly changing work setups that the pandemic has unleashed.

McLoughlin recognises that everyone’s work lives have changed a lot, but that doesn’t mean we can afford to let professionalism slip. Little things make a difference, like punctuality and dressing smartly for meetings.

One idea to help you find the right balance between the professional and the personal is to imagine a Venn diagram where the left circle represents your work persona and the right circle represents your personal character. The overlap represents how integrated (or not) your two personas are. An intersection of approximately 50% might be an appropriate mix.

H I G H S T A N D A R D S

T H E

S K I L L S—

P U T T I N G I T A L L T O G E T H E R

“ H A R D T H O U G H I T I S F O R U S A L L , T H E R E ’ S A S P I R I T O F

O P T I M I S M T O G R A S P ” S A R A H D O U G L A S

The IMI’s MotorPro magazine is the place to advertise your brand— To get your message through to the most influential people in automotive, contact Richard Ellacott: 02037 717242;[email protected]

NEED SOME

JUICE?

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HOW WE WENT ELECTRIC

Eliot Smith explains how he got wise to the rise of EVs and started an IMI-accredited training centre

WORDS_JAMES SCOLTOCK IMAGES_WILL AMLOT

I N S I D E A N I N D E P E N D E N T


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ldershot is perhaps best known as a military town, with its links to the British Army and the famous Gurkha soldiers. But thanks to Pro-moto, a stone’s throw from the town centre, it’s also a learning hub for those who want to upskill and gain an insight into the expanding EV sector.

Eliot Smith MIMI started the business ten years ago, after leaving a job at Honda. Smith had already been in the industry for some time and had seen the technologies develop: from carburettors, plugs and points through to CAN bus networks and advanced driver-assistance systems.

But it was EVs – specifically the arrival of the Honda Insight hybrid – that sparked his desire to branch out on his own. He was soon developing training programmes to make sure technicians are ready for this new technology. Here’s how it happened...

MotorPro: When did you first get involved with EVs? I worked at the Honda Institute when the first hybrid technology was introduced into Europe through the Honda Insight in 1998. I was part of the team that helped to develop, research and draw up all the educational materials for the dealer network as far as EVs were concerned.

As part of Honda Europe, I was a lucky boy – I travelled to the R&D centres in both Japan and America, and I worked with engineers to unravel the complexities in the type of technology EVs use.

Towards the end of my time at Honda, we were approached by the IMI to become part of the Expert Working Group, which worked to develop and design the National Occupational Standards around EVs. The government – rightly I guess – was saying that you need to self-regulate and


put standards in place for this emerging technology. That was all about ten or 11 years ago.

. You left Honda to set up your own business, Pro-moto, based on EV training. How challenging was it?When I left Honda, I remained on the Expert Working Group. I was then asked to develop and write the qualifications and National Occupational Standards, but by that stage I’d decided to set up my own business, Pro-moto.

When I first started, I was talking to the IMI as I wanted to become an IMI-accredited centre, and I thought the EV qualifications were worth promoting. But, to be fair, there was very little take- up ten years ago; it simply wasn’t on people’s radar. So I complemented it with other, more generic courses: CAN


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are always essential. I probably front-ended a lot of the investment because of my background at Honda and its track record of investing in facilities and equipment.

Now we have the workshop and the training centre, we have a vehicle lift and plenty of work benches. IT has always been important to us too in terms of access to files, so we invest in cloud access for all the guys.

Is there a typical person who wants to learn about EVs?No, not at all. I mean, we had a guy in his mid-60s come to us from a training provider in London. He was just as keen to learn the technology as anybody else.

I think everybody’s realising that this is where the industry’s going. The market has changed because society’s approach to this technology has changed.

How do you think the business will develop over the next five years?We’re starting to see some issues with these types of vehicles as far as maintenance and repair are concerned, as well as diagnosis.

One interesting thing that we’re finishing off putting together is a battery repair programme. Batteries are key to everything, because if you haven’t got a battery you haven’t got an EV. There are some issues emerging in the market with battery failure and poor performance, so people are looking into repairing or replacing them and the economics of that.

How has the COVID-19 pandemic affected the business? During the first lockdown, we couldn’t do anything because it’s all face-to-face stuff, but we were lucky enough to qualify for government grants to help us ride out the storm. We found that towards the end of that initial lockdown, a lot of our clients were very keen to find out when we could restart things. So as soon as the restrictions were lifted, we were pretty much up and running and back up to full speed straight away.

To find out more about joining the global network of more than 600 IMI-accredited centres delivering the latest learning and development solutions, head to tide.theimi.org.uk/learn/imi-centres/become-approved-centre

bus networks, air-conditioning systems and stuff like that.

Over the years, the level of interest in electrification has grown. As time has gone by, we’ve grown and supported those in the automotive industry and beyond: fire and rescue services, ambulance crews, police departments, windscreen fitters, repair people, as well as independent garages. We’ve worked with a number of manufacturers, and we’ve developed and delivered EV qualifications on their behalf for their dealer networks. That includes the likes of MG, Jaguar Land Rover, Hyundai and Kia, to name just a few.

How has the business developed over the years?At the start, it was just little old me. I would be sat in my kitchen doing the marketing, the emails, delivering and designing the courses.

One of the things that helped to set us apart from other training providers is that we always went to the client, particularly for EV courses. We rocked up with everything – the car, the components, the presentation, the projector, the workbooks, the PPE, the tools – and delivered the course.

To a lot of clients, that was a better option than sending six of their employees away for two or three days on a course, which is obviously expensive. It meant we offered a one-stop-shop solution.

You now have training facilities near Aldershot. When did you decide to invest in bricks and mortar? About four years ago, we managed to locate a reasonably sized office with a training room, and we trained out of there for a little while. But I still wasn’t completely happy because we didn’t have a full-sized workshop.

In the last year, we’ve acquired our own training centre. Individuals can now come to us and we’ll fill the courses here, as well as still going to the client. I would say around 80% of our business is delivered by going to the client, while 20% is done on our own site. It gives us another option to offer the clients.

Have the equipment and resources required changed much since you started the business?Diagnostic equipment has always been a high priority. The PPE and the hand tools


Plugged in: Operations Manager Tania Smith, Director Eliot Smith and Instructor/Assessor Robin Usherwood (below, left to right)


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We’re facing an electric future from 2030 onwards. Training providers will have to invest in new facilities to upskill technicians. But fear not – help is on hand in the form of the Local Enterprise Partnerships

WORDS_CRAIG THOMAS

HELP WHERE IT’S NEEDED MOST

t’s clear that the future of automotive is electric. The UK government has well and truly set that ball rolling by confirming that new petrol and diesel car and van sales will be banned from 2030. So, while sales of EVs might be relatively low for now, increasing consumer demand and the huge number of new electric models

hitting the market over the next few years will drive a massive shift by the time that deadline rolls around.

Along with greater use will come greater demand for technicians capable of servicing EVs. The industry needs to ensure there are enough of them trained up and ready to do the work, which means employers need to start thinking about electrifying their skills base. Thankfully, preparations are already under way.

For one thing, training providers are gearing up. A total of 136 IMI-approved training centres currently offer EV solutions. However, according to Steve Scofield, the IMI’s Head of Business Development, that figure falls a long way short of what’s needed.


E V T R A I N I N G S U P P O R T

“It’s incumbent on the IMI to try and generate interest and keep centres moving forward with their staff and their EV capability, whether that’s workshops, software, staff skills or qualifications,” he says. “All those who offer apprenticeships or full-time training for learners in automotive, if they don’t do this, they won’t be around in the future. It’s about the network of training providers staying relevant, supporting the sector and even helping to get the message out there, because they’ll be in touch with local employers who aren’t aware of the pace of change. The skills gap here is absolutely huge.”

One way the IMI is helping to move the dial on EV training is by working with the 38 Local Enterprise Partnerships (LEPs) across the country, which exist to help local businesses thrive and grow.

The IMI first got involved after receiving a call for help from Basingstoke College of Technology (BCoT). As Scofield explains: “BCoT was keen to get involved with EVs but didn’t really know how to go about it. Luckily, there was a chance that they could work with the nearby LEP. The college wanted to repurpose some old premises, make it all state-of-the-art and put in some high-end training equipment, so we gave them the steer about how to get to that.”

“ I T ’ S I N C U M B E N T O N T H E I M I T O T R Y A N D G E N E R A T E I N T E R E S T A N D K E E P C E N T R E S M O V I N G F O R W A R D W I T H T H E I R S T A F F A N D T H E I R E V C A P A B I L I T Y ” S T E V E S C O F I E L D

BCoT also needed help putting a bid together for LEP funding to help with the project. The IMI had the expertise and knowledge around EV training, development, certification and qualifications, so Scofield and his team helped to put the bid together, backed up by a business plan.

NOW THAT EVERYONE’S LISTENING…The experience with BCoT has led to the IMI working more closely with the national LEP Network.

“Prior to lockdown, I presented in London to the LEP Network Skills Leads about the pan-sector challenge. They didn’t have a clue it even existed,” says Scofield. “All of a sudden, the LEPs are awake to the issue of transitioning to EVs. Thankfully, the senior management in some of the further education colleges weren’t furloughed and have been planning while we’ve been in lockdown, working with my team and the LEPs.”

Following the model used by BToC, to date three centres have been able to access LEP funding, and a further six are in the pipeline to do the same.

Scofield sees the link with the LEPs as a crucial connection with national skills training. “The LEPs themselves are exceptionally well connected. For example, the LEP Network’s Chair and CEO recently met with the Chancellor, Rishi Sunak,” he says. “That’s how connected they are to government policy around skills.”

Beyond acting as a source of funding for training providers looking to make

the switch to electric, the LEPs will also help to make that change stick. “The good thing about the LEPs is that they’re helping the initial transition. Once the business case stacks up, it’s the full-cost training provision that keeps it sustainable,” Scofield explains.

GOING THE DISTANCEThis initiative isn’t just about kick-starting the transition to electric mobility either. When asked how long the funding will be required, Scofield says: “I don’t think it’ll ever go away, which is great for the education sector. Today it’s electrics and batteries; tomorrow it’ll be hydrogen. It’s probably a ten-year journey. After that, it’ll be about connected vehicles, autonomous vehicles and ACEs (autonomous, connected and electric vehicles).

“By the time we get to Level 5 autonomy, the car will be doing everything. And that’s when the technicians that work on them will need to be like aircraft engineers, because you can’t have an autonomous vehicle being repaired by Fred in a shed who hasn’t got a clue.”

The immediate future of automotive is electric, but the other technological changes in the pipeline will require the workforce to upskill again and again. As a result, training providers will need to keep investing in new equipment to stay up to date with all the latest developments. Nascent relationships developed with LEPs today could become long-standing ones over the next decade and beyond.

E V T R A I N I N G S U P P O R T


— START YOUR EV JOURNEY WITH THE IMIThe government’s decision to ban new petrol and diesel vehicle sales from 2030 puts even more emphasis on the importance of gaining the skills required to work on EVs.—The IMI is here to help and offers a range of courses to help you prepare for the future. The EV eLearning package is a multi-module course designed for a wide range of audiences, from individuals wanting basic knowledge to aspiring technicians wanting to upskill to repair EVs. The package is divided into eight modules, each focusing on different elements and learning levels.—To find out more, head to theimi.org.uk/landing/ev/

“ I D O N ’ T T H I N K T H E N E E D F O R F U N D I N G S U P P O R T W I L L E V E R G O A W A Y. T O D A Y I T ’ S E L E C T R I C S A N D B A T T E R I E S ; T O M O R R O W I T ’ L L B E H Y D R O G E N ”

Move over Tesla... with its new e-208 GT, Peugeot is promising plug-in or full-electric variants of every model in its range

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FIVE JOBS FOR NOW,

05_ PRODUCT GENIUSApple’s futuristic stores have been much lauded for their sales environment – or rather the lack of obvious sales pressure. And while the tech giant’s retail approach doesn’t translate perfectly into the automotive world, the idea of having knowledgeable staff on hand to help customers but not to sell to them has been gaining traction in showrooms.

Product Geniuses also demonstrate the diversification of showroom roles. Where previously there were simply salespeople, administrators and the Business Manager, we can now add in Product Geniuses and Showroom Guides. BMW was the first to introduce Product Geniuses, but they’re now becoming a fixture in a range of dealerships.

We explore some of the automotive jobs that have sprung up over the past few years, and look ahead to the roles that are likely to emerge in the not-too-distant future

FOR NOW...

0 1_ONLINE DIRECTORGiven the move towards online retailing – and it’s not just thanks to COVID-19 – there are several new roles in this space.

“Every organisation wants to ensure they are fit for market, yet many lack the transformational, digital and technical skills to deliver that,” says Lynda Ennis, Director at executive search firm Ennis & Co. “There is widespread recognition that some of those skills are going to have to come from outside the sector.”

While there have been IT managers in auto retail businesses for many years, it’s only now that the broader role of Online Director covering digital sales is starting to become a regular feature.

02 _SOCIAL MEDIA MANAGERFirst it was just Facebook that retailers were using to market their cars and brands to consumers. Now, though, the market has spread across the whole gamut of social media platforms.

Instagram, Twitter, Facebook and the rest not only need to be monitored for customer comments but should also be used as an active opportunity for marketing. As a result, the larger dealer groups now have teams of Social Media Managers and often call upon agency support too.

03_COMMERCIAL MARK E TING DIREC TORThe Commercial Marketing Director is an evolution of the role of the Marketing Director, which most businesses will already have. The key difference is responsibility for a profit and loss line.

“Knowing your market has never been so important in these times, and the role of marketing is changing,” says Ennis. “For many businesses, marketing is no longer just about owning a budget – it’s also about owning a P&L. This is how a lot of commercial marketing roles emerge.”

04 _CUS T OMER SERVICE DIRECTORThe modern customer wants an experience, not just a transaction, and because everything is moving online, that means the perfect experience has to be delivered online.

Well-established in other retail industries, this senior role is now gaining traction within auto retail. According to Ennis, Customer Service Director roles are coming up more and more – for people with the right skills.

“The customer experience and customer journey are so fundamental, and you need the right skills to deliver that,” she says.

We explore some of the automotive jobs that have sprung up over the past few years, and look ahead to the roles that are likely to emerge in the not-too-distant future


C A R E E R I D E A S

FOR THE FUTURE.. .

FIVE JOBS FOR THE FUTURE

WORDS_TRISTAN YOUNG

0 1_ AI SPECIALIS TMany future roles in auto retail are likely to be tech-focused. For example, as the use of data to target potential customers ramps up, retailers will turn to artificial intelligence (AI) to carry out this job and handle the regular enquiries.

While some groups will rely on third-party specialists to do this, effectively buying in a service, others will invest in their own teams of AI programmers to develop proprietary software in the hope that it’ll give them an edge over their competitors.

02 _VOICE UX DEVELOPERThe tech giants have been pushing voice search for a few years now through assistants such as Alexa and Siri. The result has been a phenomenal growth in voice search. Some reports suggest that voice-based searches could overtake standard typed searches next year. While most searches by voice are for music and the weather, consumers are also starting to shop by voice. We may be a way off buying a car simply by asking Siri for one, but we’re probably not that far off saying: “Alexa, book my car in for its MOT.” The result will be dealers requiring Software Developers who can optimise or design websites to meet this demand.

03_ AUTONOMOUS VEHICLE TECHNICIANEV-ready technicians are gradually becoming a fixture in franchised garage networks, but specialists in fully autonomous vehicles will be next on the list. Because of the legal ramifications of a fully autonomous car being involved in an accident, it’s likely that the training and insurances involved will set a higher bar than ever before.

04 _ E THICAL SOURCING OFFICERWith dealers’ eco credentials already coming under attack from switched-on consumers and activists, how long will it be before dealer groups follow businesses in many other sectors and start appointing an individual to make sure their brand is doing its utmost to be ethical wherever possible? An Ethical Sourcing Officer would have responsibility for making this happen.

05_TRUS T MANAGERClosely related to the Ethical Sourcing Officer is the role of the Trust Manager. In effect, this individual will be the company’s guardian of online and transactional security.

It will be their job to make sure the company is doing its best to defend against hacking and that it’s doing the best job possible when it comes to securing customer information. If there is a data breach, the Trust Manager will be the point of contact for any investigating team.

ROADS? WHERE WE’RE GOING

WE DON’T NEED

ROADS

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The BMW GS is one of the most capable adventure motorcycles on the planet. To celebrate its 40th anniversary, MotorPro

takes a tour around the latest incarnation of this two-wheeled Swiss Army Knife to find out

what makes it such an enduring successWORDS_JON QUIRK

BMW R1250 GSUNCOVERED


T E C H N I C A L W A L K A R O U N D

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he idea of long-haul travel might seem laughable during a pandemic, but the adventure motorcycle sits ready and willing, a salutary reminder of the simple pleasures of life on the road.

Riding a motorcycle is an escape from the perpetual info-torrent of the news and an opportunity to become truly present in the moment by embracing the spirit of travel. The good news is that all of these sensations occur whether you’re zig-zagging up the Atlas Mountains in Morocco or popping to the shops.

This may go some way towards explaining the recent surge in motorcycle registrations. What’s more, adventure bikes remain the UK’s most popular large-capacity motorcycle category, and it’s the BMW GS that has helped to define the genre.

This strange time also marks 40 years since the first model, the R80 G/S, was released. GS originally stood for “Gelände/Straße”, or “off-road/on-road”, reflecting these bikes’ true origins in the gruelling desert races of the 1980s. Gaston Rahier and Hubert Auriol won the Paris-Dakar Rally four times in five years on BMWs.

The GS has since evolved into the two-wheeled equivalent of a Range Rover: big and expensive, yes, but comfortable, staggeringly capable and possessing a unique ride quality thanks to a Telelever front suspension setup that helps to isolate steering inputs from suspension forces.

“What pandemic? I always insist on masks when dealing with the press...”


“ R E G A R D L E S S O F Y O U R P O I N T

O F V I E W , Y O U C A N ’ T E S C A P E

T H E F A C T T H A T T H E G S I S T H E

B E S T- S E L L I N G M O T O R C Y C L E

I N E U R O P E ”

BOXING CLEVERThe most recognisable feature of the modern GS is its horizontally opposed twin-cylinder engine. This “boxer” configuration, so called because the movement of the pistons resembles a boxer’s fists, boasts a heritage every bit as rich as a Porsche flat six or a Moto Guzzi V-twin. Over time, the engine has gained cubic inches, fuel injection, oil cooling (and then water cooling), overhead cams and, most recently, variable valve timing. With capacity now at 1,254cc, the two watermelon-sized cylinders seem to burst from the body of the bike, with the crank centreline running almost at knee height. The result is a bike with masses of mechanical

So what if it’s a midlife crisis? It’s a hell of a lot cooler than taking up golf

and physical presence. A quick twist of the throttle elicits a characterful rocking reaction.

For some, buying a GS is an acknowledgement that four decades of Teutonic genius have created the most accomplished do-it-all bike ever. For others, it’s the final act of admission into middle-class middle age. It’s the two-wheeled equivalent of joining a wine club or suddenly taking an interest in how Monty Don protects his fuchsias over winter. Regardless of your point of view, you can’t escape the fact that the GS is the best-selling motorcycle in Europe. That’s why MotorPro decided to visit BMW Motorrad’s Mayfair store to check out the new bike with General Manager Tim Newman.


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SET UP FOR SUCCESSPark Lane is an expensive bit of Monopoly property, so it’s no surprise that the setup here is suitably resplendent, with polished floors, premium coffee pods, wood cladding and digital screens. You could imagine Prince William dropping in when he’s approaching the end of his PCP deal. While the base price for the latest GS is a not insignificant £13,700, Newman points out that most GS orders that leave his showroom are specced beyond £20k. The spirit of adventure is strong.

On first inspection, there appears to be very little to differentiate the 2021 R1250 GS from its predecessor. OK, this being the 40th anniversary of the GS, the optional paint scheme we’re admiring today will undoubtedly appeal to Borussia Dortmund fans or those who remember the R100 GS. But there’s no big engine, chassis or styling tweaks to speak of.

New developments for 2021 include five-stage heated grips and rider seat, a two-stage heated passenger seat, cruising lights, a cunning Eco mode from BMW’s car division and sophisticated multi-directional headlights that can peer around corners and even compensate for acceleration and braking. This may all sound quite superficial, but they’re genuinely practical additions for long days in the saddle. It also speaks

volumes about the inherent pragmatism of the GS formula.

In 2019, the GS had the new words “ShiftCam” inscribed on the engine’s cam covers. ShiftCam uses two cam profiles: a low-lift cam for low-speed, efficient propulsion and a high-lift cam to support more aggressive, full-bore riding. The idea of employing two distinct cam lobe profiles in one engine isn’t new – Honda’s VTEC system has been around for almost 30 years – but BMW’s solution uses two sets of cam lobes on the inlet camshafts and physically shifts the whole camshaft backwards or forwards to put the correct lobe above the valve stem. Whereas you can feel the extra kick from a VTEC engine coming on song, the shift in cam profiles here is both smooth and imperceptible, with loads of silky torque available in the lower-rev range. And as if addressing the only conceivable chink in this bike’s armour, Newman confirms that the ShiftCam feature now provides far greater performance without affecting the durability that the GS engine is known for.

To the uninitiated, the GS may still appear huge, heavy and expensive. Take a test ride, however, and you’ll be left in admiration of the ergonomics and practicality, the intense information exchange with the car division (which is clearly paying dividends), and just how quickly 250kg of heft can vanish when you place your feet on the pegs. In fact, the only thing you may end up worrying about is how to fit one in your garage.

The R1250 GS connects to your smartphone for navigation, calls and entertainment. Not that you’d need them when you’re enjoying the open road

“ T O T H E U N I N I T I A T E D , T H E G S M A Y S T I L L

A P P E A R H U G E , H E A V Y A N D E X P E N S I V E .

T A K E A T E S T R I D E , H O W E V E R , A N D Y O U ’ L L B E L E F T

I N A D M I R A T I O N ”


Stay on top of the shaft drive

“Engine oil should be changed every year, and shaft drive oil should be replaced every two years. The conditions, terrain and temperatures each bike has been exposed to will determine the condition of the shaft drive. Seals can get damaged and corrosion can occur, so an assessment needs to be more than skin-deep.”

Always go beyond“This is a premium

motorcycle, and customers rightly expect a premium service. It means that Motorrad inspections should always go beyond the basics. Picking up on details such as a slightly sticky butterfly exhaust valve or a weeping brake cylinder will be appreciated as much as the bike being returned spotlessly clean.”

Take a good look at the suspension

“The tried-and-tested Paralever and Telelever suspension system is renowned for its plushness, and the Electronic Suspension Adjustment provides added flexibility. A combination of physical inspection and diagnostic detection is imperative here. The GS has been built to cross continents and many do, so it’s important that all components receive thorough visual and mechanical inspections.”

Don’t stress about ShiftCam

“Many aspects of the engine functionality have been borrowed from our car division, including a redline that rises as the engine warms. This robustness in testing gives users confidence in the application of ShiftCam, and it has proved an incredibly reliable piece of tech. We’re already seeing bikes with 50,000 miles on the clock. Checking and adjusting valve clearances is easy thanks to the horizontal configuration, too.”

01 0302 04

K E E P I N G T H E G L O B E T R O T T I N G R 1 2 5 0 G S A D V E N T U R E - R E A D Y BMW Motorrad’s Tim Newman points out the key things to look out for on the legendary BMW GS

IMAG

ES_W

ILL

AM

LOT


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STEPPING UP THE SUPPORT

Industry charity BEN is helping more people than ever before, and the IMI is determined to help it continue its vital work WORDS_ JAMES SCOLTOCK


B E N F U N D R A I S I N G

dedicated automotive charity BEN has always played a critical role in supporting those who work or have worked in the sector. But 2020, with all the additional pressure that COVID-19 has placed on people’s lives, has made its work more important than ever.

Steve Nash, CEO of the IMI and Chairman of BEN, says: “BEN provides a wealth of resources to support the health and wellbeing of those working in the automotive industry. Unfortunately, despite the need for this support growing enormously as a result of the pandemic, the charity’s funding has dropped significantly.”

This is why the IMI is determined to raise as much money for BEN as it can and still has its eye on its £100,000 Centenary target.

Lockdown restrictions have made it more challenging to run fundraising events, but that hasn’t stopped IMI members and staff from jumping in and helping to push up the IMI’s fundraising total.

GOING THE E X TRA MILE IMI employees and the wider automotive community rode bikes, ran and walked to raise funds as part of the IMI 100 challenge.

Participants had three weeks to cover more than 100km, equivalent to the distance from the IMI’s HQ at Fanshaws in Hertfordshire to the British Motor Museum in Gaydon, Warwickshire. Using the mode of exercise of their choice, participants tracked the kilometres on fitness apps or by manually recording the equivalent steps taken. More than 30 people participated, covering a total of 3,048km.

An impressive total of £2,000 was raised for BEN, taking the IMI a step closer to reaching its target.—To help the IMI reach its fundraising target and allow BEN to continue supporting the automotive industry, please donate at justgiving.com/fundraising/imi-centenary

BEN is an independent charity dedicated to the automotive industry, providing support for life for automotive employees and their dependents.

Its focus is delivering care and support to enable total health and wellbeing throughout people’s working lives, as well as into retirement. It offers a host of support services, including a free, confidential helpline, running three residential

care centres and working with individuals to provide tailored support plans, case management and interventions such as counselling, life coaching and financial assistance when times get tough.— If you need help or advice, contact BEN confidentially at ben.org.uk/need-help-now/

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AN ELECTRIC FUTURE…

There’s a real buzz around EVs right now, but charging is still going to be key, whether you’re at home, on the road or at work. MotorPro takes a look at the different options WORDS_DANIEL PUDDICOMBE

BUT WHERE DO I PLUG IN?


E V I N F R A S T R U C T U R E

ow that the government has decided that sales of new petrol and diesel vehicles will come to an end in 2030, questions have once again been asked about whether or not the UK’s charging infrastructure will be able to cope with a surge in demand from new EV owners.

Some fear that the electricity supply will black out because everyone will be charging their vehicles at the same time. It’s a suggestion that the National Grid has brushed aside, saying it has enough spare capacity. In fact, the infrastructure giant says the nation’s peak demand for electricity has fallen by 16% over the past 18 years, thanks to improved energy efficiencies – such as homeowners and businesses installing solar panels.

But even though petrol and diesel vehicle usage will gradually recede, to be slowly but surely replaced with plug-in vehicles, the charging infrastructure does need to be considered, not just nationally, but individually too. Indeed, compared with liquid fuels, recharging an EV might appear a tad confusing given the broad array of charging options and speeds available. So, whether you’re looking for private or business use, here are the options…

THE HUMBLE THREE-PIN PLUG While it’s possible to recharge an EV from a normal plug socket, it will take a long time (around 17 hours to refill a 40kWh battery from zero to 100%). It can also be dangerous, since the socket will be running at 2.3kW, close to its 3kW maximum, for hours on end. As such, this approach is only recommended as a last resort – or perhaps as a short-term solution while you wait for something grander to be installed.

HOME CHARGING POINTSA much better long-term solution is to install a dedicated charging point. The most popular versions are 7kW and will recharge a 40kWh battery in six hours (ie, overnight). Energy suppliers are increasingly offering customers special EV charging tariffs to support the installation of these charging points.

The price of a home charging point varies depending on the brand, but the government’s Electric Vehicle Homecharge Scheme (EVHS) provides up to £350 off the cost of purchasing and installing a home charging point, while Scottish EV owners can claim an additional £300 through the Energy Saving Trust. More powerful charging points can also be installed, but they require a three-phase electricity supply.

THE PUBLIC NET WORK If you travel significant distances, you’re most likely going to be spending time recharging via the public network. Critics complain that there aren’t enough public charging points to serve everyone, but the number of points being installed is increasing at a rapid rate. At the time of writing, EV charging map Zap-map.com has added 425 new points over the past 30 days and is showing more than 20,000 public charging points across the country.

These charging points are operated by a range of different companies. Some will be familiar, such as Shell Recharge and the

ubiquitous Tesla Supercharger network, but others include newer arrivals such as Osprey and Instavolt.

Public charging point speeds can vary hugely – for instance, BP’s 150kW Chargemaster points can add 100 miles of range in just ten minutes, while others offer a more modest experience. And while in the past EV drivers had to drive around with a wallet full of subscription cards to access these charging points, the government’s Alternative Fuels Infrastructure Regulations, introduced in November 2017, mean that operators now have to allow ad-hoc access to charging points installed after 18 November 2017.

Crucially, the regulation defines ad-hoc access as “the ability for any person to recharge an electric vehicle without entering into a pre-existing contract with an electricity supplier to, or infrastructure operator of, that recharging point”. Essentially, this means that operators have to accept credit/debit card or contactless payments without a pre-existing contract being in place and without storing the user’s personal or payment information. Charging on the move should therefore be as easy as buying something online using the guest check-out option.

BUSINESS CHARGING Prior to the COVID-19 outbreak, workplace charging was becoming increasingly popular. And for automotive businesses, it will soon become a necessity to have charging points installed, whether it’s for use by staff or customers – or simply as a general business requirement, as more EVs take to the streets and roll into workshops.

In a similar vein to the EVHS, the government also runs a Workplace Charging Scheme, offering a grant of up to £14,000 to help businesses cut the cost of installing EV charging points for staff (£350 towards the cost of each charging point installed, up to a maximum of 40 sockets). However, this grant can’t be used to install points for the sole benefit of customers.

The charity Zero Carbon World is also currently giving free 7kW and 22kW charging points to businesses, tourist attractions and leisure facilities (although the recipients will have to cover the installation costs), which could help a lot.

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SHAKING UP THE CLASSRO MMotorPro discovers how Thatcham Research’s Automotive Academy is taking the repair sector’s vocational training digital WORDS_CHRIS PICKERING

SHAKING UP THE CLASSRO M


D I G I TA L T R A I N I N G

hen covid-19 first hit, the team at Thatcham Research’s Automotive Academy faced a stark choice: move online for the duration of lockdown or suspend all training. Even for an institution with a track record in digital learning, it represented a huge challenge. But Thatcham’s online classrooms have proved a success – and they could have implications far beyond the current crisis.

“We started working on a blended learning strategy back in 2014 by setting up a series of e-learning modules,” says Dean Lander, Thatcham’s Head of Repair Sector Services. “When lockdown came, we had to accelerate this programme out of necessity, but it’s not just a short-term response. We can see a clear demand for it in the future.”

The emphasis here is on combining different training methods, with interactive online classrooms being used alongside established e-learning techniques and practical sessions for both apprentices and those undertaking continuing professional development. “The new online tools that we’re using are definitely allowing us to do more remotely, but hands-on experience will always remain a critical part of technical training,” says Lander. “You’ll never be able to replace the experience of an apprentice picking

up a paint gun and spraying. Sure, they can do that in the workplace, but it’s not the same as doing it with a trained instructor in a learning environment.”

LEARNING THE ROPESThis shift towards online learning is being made possible by a new approach, Lander explains. The first lockdown sessions were essentially group calls on an online chat service, but since then Thatcham has been working hard to provide a more immersive, interactive experience. This includes breakout groups, Q&A sessions and quizzes.

“One of the challenges is ensuring you get engagement with the learners. We want to provide a proper classroom activity rather than simply a webinar. Different people learn in different ways, and you need that interaction with the learners to ensure they’re all engaged,” says Lander.

The online classroom sessions are based around a live interactive broadcast that learners can watch on just about any web-enabled device. All an employer needs to provide is some basic IT facilities and a quiet area such as a meeting room.

Thatcham has put a lot of work into streamlining the online teaching process and developing a format that works well on camera. “We’ve had to change the way we carry out demonstrations,” says Lander. “A good example is the supplemental restraint system in a car seat. Traditionally, teaching learners about this would involve a single instructor taking the seat apart to uncover the airbag and stopping periodically to explain what they’re doing. Now, one instructor dismantles the seat while a second runs the online classroom, providing a continuous voiceover, which condenses the total process down from two hours to 45 minutes. This remains a live, interactive session, but it’s also recorded for learners to refer back to.”

ACCELERATING THE PROCESSThe aim of all this is to prepare learners so they’re ready to hit the ground running when they visit the Academy for practical training. Thatcham estimates that this reduces their total time on-site by as much as 60%, while still maintaining the same amount of hands-on activity.

“Through this approach, the employer gets a more productive person far quicker,” says Lander. “It cuts down on time away from the workplace and reduces expenditure on travel and accommodation. Meanwhile, we work out an action plan for each apprentice with their employer and their mentor, which assigns them tasks that they should be competent to do.”

He admits that 2020 has been quite a steep learning curve for the instructors themselves at times, with new ideas coming up on a daily basis as the team fleshed out the new online format. The cloud-based teaching platform has also evolved rapidly over this period, but it could be just the start for this technology.

“One option that we’re exploring is the use of head-mounted cameras that will enable the learner to see exactly what the instructor sees. We’re also looking into ways to enable the delegate to reach into that digital environment. For instance, allowing them to click on the screen and drop a virtual pin on a particular part so they can ask about it. Another example might be giving them the option to freeze-frame the live feed and then send it back to the instructor with an annotation drawn on to support a question.”

For apprentices and technicians brought up in the digital age, this could all soon become second nature. It’s unlikely that anything will ever replace practical sessions in the workshop, but when it comes to classroom exercises, the future may well be digital.

“ W E W A N T T O P R O V I D E A P R O P E R C L A S S R O O M A C T I V I T Y R A T H E R

T H A N S I M P LY A W E B I N A R . . . Y O U N E E D T H A T I N T E R A C T I O N ”

D E A N L A N D E R

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RODE TO MONGOLIA (THE LONG WAY ROUND)

THE DAY I...

hat?! why?” That was the knee-jerk response when we told people we were going to ride to Mongolia and back on a

couple of Sinnis Terrain 125cc bikes as part of the Mongol Rally.

The questions that followed were more varied but were all on the theme

of, “What will you do if X, Y or Z happens?” (along with “What’s a Sinnis?”).

The idea of riding a motorcycle to Mongolia (and beyond) was something that had first formed in my mind many years ago when I was first introduced to Long Way Round in 2009. Whichever side of the fence

you sit on regarding Ewan McGregor and Charley Boorman’s 2004 adventure, it’s hard to deny its impact on the motorcycle adventure community and, as in my case, the realisation

it prompted that it’s possible to travel to remote parts of the world on two wheels.

Until then, I had been fully into sports bikes. But as soon as I had binge-watched Long Way Round, I was well and truly sold. I immediately bought a BMW F650 GS to take on the world. Which naturally never happened.

Oh, there were trips over the following years: the Isle of Man TT, Europe a couple of times,

Alaska and even South East Asia in true backpacking style, cruising around in a world of scandalously cheap food and drunk teenagers in hostels. But those trips still felt less adventurous than what I had seen others do.

Enter the Mongol Rally, which I had discovered back in 2015 when I’d been looking at ways to recreate Long Way Round in a shorter time frame. Back then, I was still working a job where taking anything longer than three weeks’ leave was a straight-up no, so the idea got filed away at the back of my mind.

Fast forward nearly four years and life had changed: a different job, a different lifestyle and different possibilities. I’d met my other half, Holly, and we’d been together nearly a year when I introduced her to the Mongol Rally while brainstorming ideas for trips we could do the following year.

Now that I was working in the indoor rock-climbing industry, the attitude towards taking longer annual leave was vastly different. After I’d checked whether taking a few months off would be viable,

Ghengis Khan would be proud (despite the severe lack of pillaging along the way)


T H E R I D E O F M Y L I F E


Any journey on this scale will inevitably have negatives that balance out the huge positives. We were robbed while we slept in Ulan-Ude, got stuck on a ferry for four days crossing the Caspian Sea, spent 12 hours at the border with Turkmenistan, and I had half my ear torn off in an accident on the way to the Gates of Hell.

The excitement of getting through our final border crossing from Mongolia into Russia was palpable. We watched the miles tick away as we headed for the finish line, the main square in Ulan-Ude, where, under the watchful gaze of Vladimir Lenin, I achieved my decade-long dream of following in Ewan and Charley’s footsteps. It was a journey that left us with an incredible feeling of accomplishment but a longing for more. — Paul Cottee is an adventurer, climber and photographer —Have you had a drive or ride that changed your life? To feature in our next edition, email [email protected]

our camp site one morning. Thankfully, we managed to stand our ground by brandishing a camping mallet.

These experiences aside, when you turn off the main roads and rely on the local routes, Mongolia reveals its rich nomadic culture. With vast landscapes that never end, the world feels larger and your vision seems wider as you gaze out over the wild canvas of rugged tundra, mountains and valleys.

In an effort to leave our comfort zone behind, we also took ourselves off the central route towards the capital, Ulaanbaatar, and headed north towards Mörön instead. The days that followed were some of the most challenging rides, as we crossed sand, gravel and rutted mud with only the locals’ tracks to follow. We barely saw anyone.

As the journey progressed, one thing became abundantly clear: that the bikes were the right tools for the job. The Sinnis Terrains lacked power but made up for it in ruggedness, and the pair never gave us cause for concern (despite all the abuse we had thrown at them along the way).

it looked as though the idea might finally get off the ground. Holly signed herself up immediately and – despite the initial shock – I followed suit.

From this point forward, all our spare time was dedicated to the trip: planning routes, arranging visas, getting vaccinations, looking for sponsors and raising money for charity. We were 100% obsessed with the Rally. But there was one more, small hurdle to jump: Holly had to get her motorcycle licence. Yep, she had signed up to ride halfway across the world on a motorcycle with only her Compulsory Basic Training. After several emotional and unsuccessful attempts, Holly pulled it off with only two minor faults just three weeks before we were due to set off.

With so much to plan, there was no time to stop and take in the fact that we were about to ride more than 15,000 miles across the planet and back, across questionable and unknown terrain on untested bikes. On the start line, we discovered that of the 800 participants in the Rally that year, only four had chosen to do so on motorcycles. We knew we were in for a rough ride, but now the adventure had officially begun.

Over the course of just ten weeks, our journey was a spectacular snapshot of the world, with highlights including the unexpectedly beautiful but deadly mountain regions of Turkey from Cappadocia to the coast, the astonishing Pamir Highway through Central Asia, and the wilds of northern Mongolia.

Our reaction to Mongolia, a sparsely populated country of predominantly nomadic people, was shock – namely at just how far modernity has spread. We encountered perfectly tarmacked roads, new bridges, smartphones and even fuel stations with contactless payment.

Unfortunately, that didn’t always mean we were in for plain sailing. At one stage, a light-fingered patron in a café took off with my phone while our backs were turned. We were also threatened with violence by three random guys looking for a quick and easy handout while we were packing up

T H E R I D E O F M Y L I F E

“ A S T H E J O U R N E Y P R O G R E S S E D , O N E

T H I N G B E C A M E A B U N D A N T LY C L E A R : T H A T

T H E B I K E S W E R E T H E R I G H T T O O L S

F O R T H E J O B ”

The two Sinnis Terrains take a well

deserved break (oh, and Holly too)


THE HOW TO SECTION

P58_GET YOUR CV SPOT ONA strong CV is your best chance to get your foot in the door. Here’s how to get yours in shape before you send it off

P59_IMPRESS IN INTERVIEWSJob interviews are always fairly nerve-racking (especially when they’re online). Try these handy tips to help you nail it

P60_ MAKE SURE YOU SHINE ONLINEIf you’re looking for a new opportunity in 2021, it might be time to give your online presence and social media profiles a quick polish

P61_PEN PERFECT COVER LETTERSEveryone has a CV to submit. Not everyone will be able to grab an employer’s attention with a perfectly written cover letter...

Everything you need to know to do your job brilliantly, by the IMI’s expert contributors

Tom Denton shows us how to decode CAN signals and get more information from vehicles P63

Cracking CAN

58 / THEIMI.ORG.UK

flag (depending on the kind of job you’re applying for). Also, be careful of being too open; I once saw a CV stating that the candidate was interested in aliens and the Obamas. —Here are two extra tips. Remember to identify and emphasise your USP (that’s your “unique selling point”), and weave the company’s values into your CV (you can probably find these online).

And finally, the job market out there is tough at the moment, so to help you out, here are the latest key words that recruiters are searching for. This should give you a head start when tailoring your CV. “Communication”, “enthusiasm” and “self-starter” are all popular right now. Good luck out there. —More resources and support can be found in the MyIMI member benefits section of the website. Alternatively, contact the Careers team at [email protected] —For more advice on crafting the perfect CV, watch the IMI’s “Refresh your CV and how to stand out” video at tide.theimi.org.uk/industry-latest/imi-employability-week-programme—Joanna Hollingdale MIMI is Careers and Student Membership Manager at the IMI

“ WHICHEVER LAYOUT YOU CHOOSE, IT NEEDS TO BE EASY TO READ AND DIGEST”

HOW TO...

In a competitive job market, your CV could be the difference between landing an interview and missing out entirely. Make sure yours is up to scratch

WORDS_ JOANNA HOLLINGDALE MIMI

Make your CV stand out (in just eight seconds)

how your experience makes you a good fit. Show off your past gloriesBullet-point your previous achievements, use data to back this up and start every one with a verb, for example: “Developed and delivered five upskilling webinars to 72,000 members”. Know when to cut off your experience or work history to show only the most relevant information – don’t include your entire work history if it’s not relevant to the job in question.

Expand on why you’re the oneAdditional information shows your personality and whether you are the right cultural fit for the organisation. Be careful though –words such as “socialising” and “meeting friends” can be seen as a red

Keep it shortA CV should be no more than two sides of A4, because it just won’t get looked at if it’s any longer than that. No one wants to read a telephone directory.

Big yourself upYour personal statement is how you open your CV. It’s an opportunity to show the recruiter who you are and to highlight why you should get the job. Try to steer clear of generic sentences such as “I work well in a team as well as individually”. Tailor the personal statement to the job you are applying for, as this will help the company see

Let’s start with the basics of a good CV: the layout. The most traditional layout is chronological, which certainly makes sense for anyone who already has experience of the role they’re applying for.

The chronological CV generally has the following headings: name, contact information, personal statement, work history, qualifications and achievements, additional information and references. But that isn’t the only option.

The skills-based CV is for those changing careers or anyone with gaps in their employment history. This CV starts with a key skills section that showcases the transferable and soft skills that you can bring to the role.

Whichever layout you choose, it needs to be easy to read and digest, as it will only be looked at for around eight seconds at first glance. In those eight seconds, recruiters are most likely to look at your personal statement, your most recent achievements in your work history, your qualifications and your additional information. So, it’s important to tailor your CV to each and every job you apply for.

Rules to live by Here are some basic CV rules to follow to make a good impression

She’s the one!


So you made it as far as an interview – now what? Here’s how to turn that foot in the door into a job offer

WORDS_ SALLY-ANNE HODDER FIMI

Nail that interviewHOW TO...

people who not only meet the job criteria, but who can also showcase flexibility, adaptability and resilience to change. Consider how you would answer questions about how you might handle change in the workplace, how you could work from

02_Prepare, prepare and then prepare some morePrepare thoroughly and practice your answers. Consider how you will respond to frequently asked interview questions – for example, why do you want to work for this company? Why have you applied for this job in particular? What are your strengths? What are your weaknesses?

Think back over your recent career and identify any achievements that you’re particularly proud of. Write some examples down and consider how you would use them in response to a variety of questions from the interviewer.

Because the world of work is changing, hiring managers are now typically looking for

01_Refresh the basicsBefore you applied for the job, you hopefully did plenty of research about the company to make sure you understand why it exists, who its customers are and why you’re applying. Now, before the interview, double check that you’re clear on the company’s mission and values, and run yourself through how and why they fit with you, your passions, beliefs and values.

Some more forward-thinking companies will also have their employee value proposition (EVP) on their website. An EVP is the set of benefits a company offers to employees in return for the value they bring to the organisation. That includes the rewards offered to employees in return for their commitment, as well as the skills and capabilities they’re expected to bring. Make sure the EVP fits with what you value in an employer.

When applying, it’s always a good idea to attach a covering letter (head to page 61 for tips on making yours sparkle). It should set out how your knowledge, skills and experience meet the criteria in the job advert. Again, give yourself a quick refresher on what you wrote before you head to the interview.

home effectively, how you would proactively communicate with colleagues, managers and customers, and how you are able to organise yourself and your time independently in response to last-minute changes.

Often, interviewees only answer questions with what they have done in the past. If you can apply your experience to show the value you could bring to the company moving forward, that will give you an edge. Use the company’s mission statement or the EVP to structure your answers. Also, think about any questions you might want to ask them about the company or the role.

If the interview is being conducted remotely, don’t forget to make sure you can access whatever video-conferencing platform is being used well before the interview start time.

03_Stay in controlA few nerves are only natural, but if you have fully prepared and have relevant examples that you can apply to a variety of questions, this should help you feel less nervous.

When answering questions, don’t waffle. Interviewers who are short on time will want to hear clear, concise responses that answer their questions. Don’t be tempted to go into too much detail, unless you are asked for more information about a specific response.

No matter how nervous you are, and even if it doesn’t come naturally to you, try to smile and make eye contact with the interviewers. Show your passion for the company and how much you want the job because you believe in the value you can bring. They want to make a connection with you, and if there are a number of applicants who meet the job criteria (and go beyond it), you’ll need to show that you have that something extra. —For more advice and information on landing your dream job, check out the IMI’s employability resources at tide.theimi.org.uk/industry-latest/imi-employability-week-programme—Sally-Anne Hodder FIMI is the IMI’s Head of HR and Business Support

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HOW TO...

Since the pandemic struck, the world has become even more digital. Getting noticed online can help your job search, but first you need

to make sure your profile is fit for purposeWORDS_JACOB SOTIRIS

Polish your online presence

profile. This can be used to tell people at a glance who you are and what you do, as well as demonstrating that you take your online presence seriously.

You will often find that people do not have anything in this space, leaving them with the standard blank box that is preset by the platform. This isn’t inspiring for a potential employer to look at.

Creating a banner image is fairly simple and can have tremendous benefits. In fact, professionals will often use this space to tell others what they do, because even the

Get the perfect shotIt’s easier than you may think to take the perfect profile picture, and you don’t need to be a whizz with a camera to do it:• Look directly at the lens:

The eyes are the first thing most people see of you. If you’re looking directly at the lens, your eyes will meet the viewer’s, which will help to create a subconscious bond and rapport.

• Smile with your teeth: If you want to portray yourself as a friendly and personable individual, showing your teeth is a quick way to do it. If you don’t believe me, take out your phone, snap a picture of yourself smiling (mouth closed) and then repeat it with your mouth slightly open, showing your teeth. Studies have shown that smiling with your teeth helps to develop trust twice as fast as smiling with your mouth closed.

• Dress smart: Every time someone sees you is a potential job opportunity. You wouldn’t show up to an interview in a football top or a Christmas jumper, so present yourself in a way that oozes professionalism.

Get the banner rightEvery social media profile has a banner image. Usually, it’s the biggest piece of real estate at the top of your

These days, social media – whether it’s Facebook, Twitter, LinkedIn or some other platform – serves as an extension of who we are. Crucially, it gives potential employers a good idea of how we might fit into their business.

Prior to an interview, employers will often do their own research into you. That usually involves them checking out your social media profiles and seeing how you interact with others, so it’s definitely worth investing some time and effort in cleaning up your online presence to guarantee you make the right first impression.

Where to startMost social media profile pages start with a picture of you, and that is where you should start. This is often the first connection you will be making with a potential employer, and first impressions are everything.

You need to ensure your profile picture is clear and engaging, and you also need to think about how you will be perceived through that image. Do you want to be seen as someone who is serious or someone who appears friendly and inviting? The latter should be the one you’re aiming for.

nosiest of employers can lose interest before they reach the main text.

One more thing...How you conduct yourself on social media is your chance to show a potential employer who you are and why they should employ you, without you even speaking to them.

Interactions with others online are a reflection of the way you’re likely to behave in person, so always think before you act. For example, if there’s a controversial piece of content floating around on the internet, do you need to give your opinion, or can you just ignore it? Likewise, if you had a wild night out and fell in a bin, does that photo need to be on Facebook, or could that give you a bad reputation?

Your future employers will probably not want to see any of the above and may be put off you completely if they do see them, even if you are the best candidate for the job. So be mindful about what you’re posting to your profiles.—Jacob Sotiris is Digital Director at Calibre Group —Want more help honing your profile? Watch the IMI’s “Building your online presence” video at tide.theimi.org.uk/industry-latest/imi-employability-week-programme


Like your CV, cover letters and personal statements show potential employers exactly what sort of person you are and how you’d fit in. Here’s how to get them right

WORDS_GEMMA EDWARDS

Write perfect cover letters and personal statements

HOW TO...

When applying for a new role, you may be asked to provide a cover letter or personal statement. Even if it’s not specified that you need to provide one, it’s always recommended. It’s your opportunity to shine and show why you’re the right candidate for the job.

Each job application is different, so be sure to read the application instructions fully as they will include instructions on how they would like your statement to be submitted. It could be in the form of an actual letter, typed up on an A4 piece of paper, or it might just be the body of an email with your CV attached.

Why is a personal statement so important?Do you want the job? If you do, then making sure your cover letter and personal statement are on the money is incredibly important. They should be written to highlight why you’re relevant to the role or organisation. You’re selling your skills and abilities, with an eye to making the reader want to invite you for an interview. What could be more important than that?

You should include:• Your contact details (ideally

ones that match your CV);

• Where you initially found the vacancy;

• What type of roles you are interested in (if the application is speculative);

• Why you are suitable for the job and/or organisation, matching the skills you have to those listed on the job description;

• What you can do for them; and

• A closing statement.

Structural issuesAlthough there are no set rules on how a cover letter or personal statement should be structured, the most important thing is that it flows well and isn’t too wordy. The ideal length is somewhere between half a page of A4 and a full page.

To give you a rough idea of how to set yours out, follow these guidelines. They aren’t exhaustive, but they’re a good starting point:• In the opening, explain

why you’re getting in touch, what attracted you to the job role and where you saw it advertised.

• Discuss briefly why you’re suitable for the role. Try to match up your skills to the job description, ensuring you include key words.

• Note what you can do for the company. Give an example of a success you’ve had in a previous role which you feel is relevant and will demonstrate your skills.

• Show why you’re the right cultural fit, what you’ll bring to the company

and why you want to work for them.

• Build in a strong closing, thanking them for taking the time to read your application.Remember, the more time

and effort you put into the job application itself, including your cover letter and personal statement, the more likely you are to land the job you want.—Gemma Edwards is Careers Co-ordinator at the IMI—For more information on ways to improve your chances in the job market, head to the IMI’s website and check out the Employability Week resources at tide.theimi.org.uk/industry-latest/imi-employability-week-programme


HOW TO...

Decode CAN signalsThe CAN bus is your gateway to discovering all kinds of information

about a vehicle. Get your tools in order and you could learn a lot about the cars in your workshop

WORDS_TOM DENTON FIMI, AUTHOR OF ADVANCED AUTOMOTIVE FAULT DIAGNOSIS

“HANDILY, A CAN BUS ALLOWS ELECTRONIC DEVICES AROUND THE VEHICLE TO COMMUNICATE WITHOUT RELYING ON A HOST COMPUTER”

T E C H T A L K

Right, I think I’ve cracked it!

If you cast your mind back to last issue (and you really should – it was cracking), you might remember that I looked briefly at a new Controller Area Network (CAN) tool from Definitive Diagnosis and how it could be used to see what was happening on the network. But there are lots of other tools that allow you to dig a little deeper,

including plenty more ways to view CAN signals – first using a sniffer tool called CANdo and then using my favourite tool, the PicoScope.

CAN bus 101Handily, a CAN bus allows electronic devices around the vehicle to communicate without relying on a host computer. It enables fast

and reliable data transfers in electronically noisy environments at low cost and with minimal wiring. This is very important, as the engine fuel and ignition systems on a vehicle produce a lot of electromagnetic radiation, which means the engine bay is not the friendliest environment for electronic components to work in.

HOW TO...Decode CAN signals

T E C H T A L K

Different devices can be connected to the CAN bus, ranging from complex electronic control units (ECUs) to simple on/off devices, as well as various sensors and actuators. Each of these devices is described as a node.

A quick and easy test of the CAN bus is to measure its resistance. When using an ohmmeter to measure resistance, make sure the ignition is off and the key has been removed. It’s also recommended you check that the bus voltage is zero to ensure it has ‘gone to sleep’. Alternatively, wait a predetermined time as recommended by the manufacturer. Using an ohmmeter on a live circuit will at best give you an incorrect reading and at worst damage the meter or an ECU.

The CAN transmits differentially over two physical lines: CAN high and CAN low. There are two logic states in those transmissions:• Dominant (logic 0)• Recessive (logic 1)

Voltage levels will inevitably vary according to the specifications, but during a recessive transmission (logic 1) the data bus rests at around 2.5 V. By contrast, during a dominant transmission (logic 0), CAN high is driven towards 3.5V and CAN low is driven towards 1.5V.

The benefit of using two lines is that if they are twisted together, they experience the same interference. Combining high and low signals then tends to cancel this out.

A method is needed to determine which node can transmit and when. For this reason, if a node transmits a recessive 1, but sees that the bus remains at dominant 0, it knows there is a contention, so it stops transmitting, waits and tries again. The node with the lowest value ID will always win and is given priority to transmit the rest of its data frame. This is called arbitration.

To ensure enough transitions to maintain synchronisation, a bit of opposite polarity

is inserted after five consecutive bits of the same polarity. This is known as “bit stuffing” but doesn’t occur during the Cyclic Redundancy Check (CRC) delimiter, the Acknowledgement (ACK) field or the end of frame. In the fields where bit stuffing is used, six consecutive bits of the same type (000000 or 111111) are considered an error. An error flag of six consecutive dominant bits is transmitted by a node when an error is detected. The purpose of all of this is to accurately, reliably and quickly transmit data messages.

A CANdo attitudeThe CANdo software from Netronics is designed to work in conjunction with the CANdo Interface to provide a tool for viewing, logging and transmitting messages on a CAN bus. It allows all the messages on the CAN bus to be displayed and saved, including:

• CAN view in fixed and cyclic mode:In fixed mode, the window displays all messages received and transmitted on the CAN bus, as well as error frames and bus state changes. Messages are displayed in fixed positions in a list. Any new message with the same “Type” and “ID” as one already in the list automatically overwrites the currently displayed message and increases a counter. The CAN messages may be displayed in either decimal or hexadecimal format.

In cyclic mode, messages are displayed in chronological order in a list. New messages are added to the end of the list, until the cyclic buffer is full. The list then loops back to the start. The size of the cyclic buffer may be specified.

• CAN transmissions:The CAN transmit page shows a transmissions list and an editor. This allows messages

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01 A PICOSCOPE IS A HANDY WAY TO VIEW CAN SIGNALS

“THE BENEFIT OF USING TWO LINES IS THAT IF THEY ARE TWISTED TOGETHER, THEY EXPERIENCE THE SAME INTERFERENCE. COMBINING HIGH AND LOW SIGNALS THEN TENDS TO CANCEL THIS OUT”

For help and guidance on dealing with the COVID-19 crisis visit our supportive hub:www.theimi.org.uk/landing/covid-19 or contact the IMI team at: [email protected]

Support for theautomotive industry

The IMI COVID-19 Hub gives you access to:

SupportGuidance and support using free online tools

MindKeeping your mind healthy

LearnOnline coaching and the latest industry news

Whilst we find ourselves working in unfamiliar circumstances,we wanted to offer a helping hand, and have made available aone stop shop giving you access to a range of tools, resources andguidance to help you, your team and your organisation through the COVID-19 crisis.

IMI TRAINING CENTRE DIRECTORY SUPERCHARGE YOUR CAREER WITH AN IMI-ACCREDITED COURSE

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With over ten sites across the UK, plus on-site training delivery options, we work

in partnership with national awarding bodies, including the IMI.

—Training courses available:

MOT tester and manager training – MOT annual training and assessment – EV and hybrid (including on-site delivery) – Transmission

systems – ADAS – Refrigerant handling – MOT consultancy including Authorised Examiner Consultancy – Full MOT site audits

and compliance (inc MOT tester QC) – 0% finance available—

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MOT AND TECHNICAL TRAINING COURSES SKILLNET – FOR ALL YOUR AUTOMOTIVE TRAINING NEEDS


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to be specified and then added to the transmit list. The CAN transmit page may be combined with the CAN view page to assist in interactive debugging of the CAN bus. Messages in the list can be stopped/started and modified while CANdo is running.

• CAN setup and log:The CAN setup page allows the baud rate, operating mode and receive filters to be specified as follows: • The baud rate (the rate

at which information is transferred) can be set anywhere between 6.25kBd and 1MBd;

• Normal, listen-only or loopback modes can be selected; and

• Multiple filters can be applied for both receive buffers.

In the case of serial data like CAN, a setting of 500kBd means that the bus can transfer a maximum of 500,000 bits per second.

The messages on the CAN bus can be saved to a log file for further analysis. The saved messages may also be replayed on the CAN bus. When I connected the interface to my car, I logged all the messages for about ten seconds. In that time,

more than 3,700 complete frames were transmitted.The total bus load, which includes all the messages on the CAN bus, is displayed in the status bar if a suitable device is connected. Listing all the messages on the CAN bus is a quick way of seeing that it is operating correctly.

Scoping out the networkA PicoScope can be used for a wide range of tests

on a vehicle, and as well as displaying sensor and actuator waveforms, it can also decode serial data such as CAN bus signals and display them in a list. It is then also possible to zoom in on individual messages.

The purpose of CAN bus signal decoding is to view and evaluate CAN bus messages in their numerical form, rather than as a voltage. To do this, Channel A of the

scope should be connected to CAN high, and Channel B should be connected to CAN low. Both channels should also be connected to chassis earth. On many vehicles, this can be done easily at the data link connector (DLC):• Channel A to Terminal 6

(CAN high) and chassis earth; and

• Channel B to Terminal 14 (CAN low) and chassis earth.

T E C H T A L K

66 / THEIMI.ORG.UK

03 CONNECTING TO THE CAN BUS

02 CAN HIGH AND CAN LOW SIGNALS ON THE PICOSCOPE, WITH THEIR DECODED DATA

“A PICOSCOPE CAN BE USED FOR A WIDE RANGE OF TESTS ON A VEHICLE, INCLUDING DECODING SERIAL DATA SUCH AS CAN BUS SIGNALS”



T E C H T A L K

On some vehicles, the DLC may not provide direct access to a CAN bus. For instance, I had to connect directly to the bus on my car. Ideal scope settings for this bus were 200ms/div for the timebase, and 10V for each channel. I also added a math channel that calculated the voltages of Channels A and B and displayed the result as a separate waveform. You can use the preset menu options to set the scope up quickly and show additional help.

Turning the ignition on and running the scope will start the collection of data. You can then press pause to look through the buffers.

To decode the data and show the table of messages, you need to select the menu “Tools/Serial decoding”, then the “Create” button and choose “CAN”. In the window that opens, these settings work well:• Data: (A-B)• Threshold: 1V• Hysteresis: 70mV• Baud rate: 500kBd• High or Low: High• Name: A-B (or similar)• Display packets: Tick

the “Graph” and “Table” options, and choose “Hex” (hexadecimal) for both.

The serial decoding table should now show. If the text is black, it means correct decoding has taken place; red means an error has occurred. A lot of signals will be shown. However, if you double click on a row within the table, it will zoom in on that specific message’s waveform. The table headings are the same as the fields discussed earlier.

If the serial decoding function does not decode the CAN bus data, you may need to check its speed and enter the correct baud rate. Also make sure that the PicoScope you are using can achieve a suitable sample rate: 5 million samples per second, for example.

If you click the “Statistics” button above the serial decoding table, it will show additional information – highest and lowest voltages and packet times, for example. The data can be manipulated in various ways via the filter option. The whole table can also be exported as a CSV file for further analysis in a spreadsheet.

CAN waveformsGood waveforms have the following characteristics:• CAN low and CAN high

waveforms mirror each

CAN framesCAN data is sent in data frames. The main sections or fields within a data frame are shown below.

Field Purpose

Start of frame This always starts with a dominant 0, followed by an identifier (ID).

Arbitration The ID is used for setting the priority of the message, which is known as arbitration. It is needed because two or more nodes might transmit at the same time. The ID can be 11 bits (CAN 2.0A) or 29 bits (CAN 2.0B) in length.

Control The remote transmission request bit determines between data frames (0) and remote frames (1). An identifier extension bit determines if the 18-bit ID extension is being used. The data length code indicates the number of bits in the data field.

Data The actual data can vary from one to eight bytes (eight to 64 bits). This is the message, and it is the purpose of all the other fields to send this accurately. It could be a “switch” value that causes the lights to go on or off, for example, or a variable value from a sensor.

Cyclic redundancy check (CRC) CRC stands for cyclic redundancy check and is used for error detection.

Acknowledgement (ACK) All nodes that receive a frame without finding any errors transmit a dominant 0, which overrides a recessive 1 sent by the transmitter. If the transmitter detects a recessive 1, it knows that the frame was not received correctly.

End of frame (EOF) The end of the frame is confirmed by the transmission of seven recessive 1s.

other about 2.5V and have a 1V peak-to-peak amplitude;

• CAN low waveforms switch from 2.5V down to 1.5V;

• CAN high waveforms switch from 2.5V to 3.5V;

• CAN low and CAN high stay at 2.5V in the intervals between messages;

• The low and high voltages should be relatively uniform without significant noise or distortion; and

• A third math channel, A-B, shows the voltage difference between CAN high and CAN low and has a 2V peak-to-peak amplitude.

SummaryHaving done all of this, it would then be a good idea to reconnect something or switch something off and on before repeating the steps above to compare the CAN data. You can always export it all to a spreadsheet

if necessary, to allow for detailed comparison.

It’s important to note that the PicoScope is not a dedicated CAN decoder/logger but an oscilloscope with limited decoder/logger features. It’s also worth remembering that decoding CAN data based on voltage levels captured at a single measurement point on the CAN bus can give a false impression. This is because voltage levels may not be the same throughout the CAN bus.

Even so, being able to examine CAN signals in detail is a useful diagnostic technique, and it’s also a good way to understand what’s happening on a vehicle. Checking a car that is working correctly is a good way to learn what the signals should look like, which makes recognising faulty ones much easier.

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Tesla’s new battery tech

We’re now well and truly on the road to electrification, so EVs will need to develop quickly if they’re going to meet the many and varied needs of the motoring population. The existing lithium-ion (Li-ion) battery cells used in EVs are an advanced technology, but even a small improvement translates into better range, meaning more miles between recharges.

Tesla recently patented a new battery cell that Elon Musk, in his own special way, described as “way more important than it sounds”. The 80mm tall battery cell is described as ‘tabless’, and Tesla claims that it will offer significant improvements against the existing tech, including five times the energy storage, six times the power and a 16% increase in that all-important range. Even if these figures are a little exaggerated, they’re still a step change.

Most battery cells resemble a Swiss roll, with the cathode, anode and separators all rolled together in a spiral. The cathode and anode use tabs to connect to the positive and negative terminals of the cell cannister. The current flows through these tabs to connectors on the outside of the battery cell. The level of resistance in the tabs is particularly important because it causes heat loss, which increases with distance. If the current has to travel all the way along the cathode or anode to the tab, the losses start to add up.

WORDS_TOM DENTON FIMI

HOW IT WORKS...

T E C H T A L K

Tesla’s new patent is called “Cell with a tabless electrode” and follows a helical design. In the application, Tesla wrote: “The cell includes the first substrate, the inner separator and the second substrate in a successive manner, all rolled about a central axis.”

The diameter of the new cell is double that of the existing ones used in the

Tesla Model 3 and Model Y vehicles. A standard Tesla battery pack consists of 2,170 Panasonic cells, which are produced at the Tesla Gigafactory in Nevada.

Doubling the diameter of a cell increases the volume by four. Therefore, if the new volume is used efficiently – by reducing the number of tabs, for example – capacity is

“TESLA RECENTLY PATENTEDA NEW BATTERY CELL THAT ELON MUSK, IN HIS OWN SPECIAL WAY, DESCRIBED AS ‘WAY MORE IMPORTANT THAN IT SOUNDS’”

01 THE TESLA MODEL Y, WHICH CURRENTLY USES 2,170 BATTERY CELLS


Industry expert Tom Denton has penned numerous automotive books, including Electric and Hybrid Vehicles. Visit tomdenton.org for more details

04 BATTERY CELL AND EXPECTED IMPROVEMENTS (SOURCE: TESLA)

increased significantly. Costs are also reduced because there are fewer casings and cells per pack. Up to 1,000 of these new cells could be used in a battery pack.

This relatively simple change – a larger cell with a tabless design – could result in significant improvements in overall performance. It is quite likely that material and

T E C H T A L K

chemical changes will also be made. This really could be the sort of step change that Tesla is suggesting.

So, as we head towards roads filled with EVs, it’ll be a good idea to keep an eye on how battery technology develops. It’s going to have a huge impact on the cars of the future and how far they can travel. And not just Teslas...

02 BATTERY CELL (SOURCE: TESLA)

Central core

Tabless electrodes, or arguably multiple small tabs, forming one of the electrode polarities

Separator

Anode

Electrodes wound into a helix

Cathode

Conductive material

Cell canister or casing

03 BATTERY CELL CONSTRUCTION (SOURCE: TESLA’S PATENT APPLICATION)

Connection terminal (tab)


O B I T U A R Y

this year has been as challenging as they come, and it’s with great sadness that we mourn the loss of one of the IMI family. Heidi McNeill, the Institute’s Professional Development Sales Executive, was diagnosed with terminal lung cancer at the end of 2019 and passed away on 16 October 2020.

As an integral part of the IMI, Heidi brought an enormous amount of drive and determination to the Institute, leaving a lasting impact on her friends and colleagues.

There was no one like Heidi – she couldn’t help but touch the hearts of everyone she came into contact with. The bravery and courage she showed after her diagnosis will never be forgotten. The IMI’s CEO, Steve Nash, says:

“Heidi joined the IMI in late 2012, shortly before I took over as CEO. So, although I had a close association with the team at Fanshaws, having formerly been both Chairman and President, Heidi was someone I had not previously met. However, it’s fair to say that you couldn’t be in the same place as Heidi for very long without noticing her.

“Heidi’s energy and enthusiasm were infectious, and her commitment to the IMI and everything we stand for was second to none. She frequently represented us at external events and, whenever I saw her on the IMI stand, it always filled me with absolute confidence that whoever she came into contact with would become a firm advocate of the IMI.

HEIDI McNEILL

Through her rickshaw challenge, Heidi was determined to raise funds for the hospice that gave her and many others end-of-life care.

To donate and help her reach her fundraising target, head to bit.ly/37jLLyK

“As we got to know each other over the years, Heidi regularly told me that she wanted my job. Sadly, that wasn’t to be, but I was delighted to be able to make her CEO for the day when the IMI team came together to show their support for her at a pizza and Prosecco evening in the early summer. I was equally delighted to be able to grant her long-time wish of being made a Fellow of the Institute. She truly deserved that recognition.

“Socially, Heidi was legendary – the life and soul of any party, impossible to resist and a dangerously enthusiastic dancer! I have gone on record as describing dancing with Heidi as a contact sport, so I always looked forward to my inevitable dances with her at our Christmas parties with a degree of resignation (it was impossible to say no) and trepidation. Suffice to say our social gatherings will never be quite the same without Heidi, and that’s just one of a whole host of reasons why she will be very sorely missed.”

Heidi was one of the IMI’s finest, taken far too soon, but her impact and memory will be long remembered. The IMI is now creating the Heidi McNeill Award, a new staff recognition award in her honour. It forms part of a completely new staff recognition programme – a great legacy for one of the IMI’s very best.

We were all blessed to have known Heidi, and we will carry her memory forward.

WHAT’S HAPPENING AT YOUR IMI?

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T H E I M I C O M M U N I T Y

there’s never a slow moment if you’re an MOT tester, especially after a challenging 2020. And with the deadline for training and assessment approaching, the IMI has launched its MOT Training and Assessment package for 2021 to help simplify the process.

With a focus on eLearning, the three-hour training module can be completed in bite-size chunks. Uniquely, it also gives technicians the opportunity to retake the assessment up to three times if they’re not happy with their score on first or second attempt.

“The backlog of MOTs from the lockdown period is undoubtedly adding to the workload for many MOT centres at the moment,” explains Steve Nash, CEO of the IMI. “Of course, this is great for income, but it does mean that time might be tight for testers to prepare for the mandatory annual assessment. Addressing this, we have

Helping MOT testers get their training and assessment in order

Get in touch We’re always open and available to talk if you have any questions or queries. Get in touch with the membership or centre support teams on 01992 511521 or email [email protected] or [email protected]

ensured that our online MOT training can be completed in small, bite-size chunks, so it’s ideal for technicians to fit it in between customer work.

“We also include the facility for MOT testers to take the assessment up to three times. This means that if they don’t meet the DVSA pass rate, they can review the training notes to give themselves the best chance of successfully completing the assessment. With the DVSA requiring a pass rate of 80% – and this being such an important revenue stream for many garages – we felt this was an important tool to give technicians.”

The IMI MOT Training and Assessment package for 2021 offers three options:• Training only;• Assessment only – including up to

three attempts; or• Combined training and assessment –

including up to three attempts.

Once training is completed, MOT technicians will automatically receive free IMI membership, as well as access to the IMI community, our range of new resources and all our helpful tips and tools to continue their learning.


W E W I S H T O E X P R E S S O U R

D E E P E S T S Y M P A T H Y T O T H E

F A M I L Y A N D F R I E N D S O F …

David MarksFIMI, Warwickshire, aged 72

Heidi McNeillFIMI, Hertfordshire, aged 49

David MurrayFIMI, West Lothian, aged 67

Brian ShortFIMI, Suffolk, aged 82

Jack VyeAMIMI, West Sussex, aged 101

Robert WildingAMIMI, Herefordshire, aged 72

John YoungFIMI, France, aged 73

Member feedback“I spoke to two members of staff today, one verbally and one through the live chat. Both were very helpful. Alice was very patient on the live chat!”—“It’s a very good live chat service.”—“Resolution wasn’t achieved through the chat, but Georgia escalated my enquiry to the relevant person – thanks!”—So, if you need help, head to the IMI website, click on the live chat icon in the bottom right-hand corner and start talking. It’s just one more way we can keep talking and deliver the information, advice and services you need!

O B I T U A R I E S

More ways to access the IMI…At the IMI, we put our members’ needs at the heart of everything we do. But in order to make sure we can deliver everything you need, including helping when you have a query, we are always looking for new ways for you to access what we do.That’s why, at the end of 2020, we launched the web chat function on the IMI website. It’s another avenue for members to ask questions and get the answers they need in a quick and easy way.At the last count, we had already completed more than 640 webchats, equating to 74 hours of discussion with members. It’s a fantastically positive development, reflected in the feedback we’ve had so far for the web chat function.

How did you get into the motor industry? To be honest, the motor industry wasn’t something I pursued with great gusto initially. I just sort of left school and fell into it. A family member happened to be the manager of a bodyshop at the time and offered me a job. Having just left school, I felt very lucky to have a full-time job offered to me. I took it and I’ve never looked back.—How has your enthusiasm for the industry grown?The more time I’ve spent in the industry, the more I’ve come to love it. The motor industry is huge and so diverse in its offerings that there’s something for everyone, no matter their background. And there are so many other opportunities that can come from gaining qualifications in repair and paint.—How has your career evolved? Most people will know me from my YouTube channel Repair and Refinish, along with the accompanying social media pages across Facebook and Instagram. I started the YouTube stuff in 2012 and it has grown from there, gaining a respectable 13,000 subscribers along the way.

My journey through the motor industry has been an interesting one. After

M Y M O T O R I N G I N S P I R AT I O N

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JORDAN SALT This YouTube star explains how he went from school leaver to Managing Director of his own paint repair business

REVERSINGIN

getting the job at the workshop and spending a few years on the shop floor, I decided I wanted more, so I went on to complete a basic teaching qualification. Soon after, I was offered a job as a tutor at Chesterfield College, where I was tasked with showing like-minded trainees the bodyshop side of the motor industry. While teaching there, I gained some more teaching qualifications in order to progress within my role.

From there, I went on to develop new paints. Now I’m the Managing Director of paint manufacturing facility Repair and Refinish Coatings Ltd, creating automotive paints and coatings under the MULTI-MIX brand. I also won the IMI Skill Auto award back in 2015.

Is there anything about the motor industry that you think should change?I would say the salaries. Salary is a big attraction in any job. There is such a skills shortage in the industry at the moment, and revising salaries to offer a little more would go a long way towards addressing that. What are your plans for the future?Now that I own my own business, I’m putting all my time and effort into building the brand, with a view to making MULTI-MIX a known brand in every bodyshop in the UK and beyond.— Do you have any regrets?I wish I’d trained a little more on the vehicle repair side, operating jigs and other repair

STARTING FROM THE BACK? SOFT SKILLS_P14THE KEY QUALITIES YOU NEED TO SUCCEED

INSIDE AN INDEPENDENT_P28 HAMPSHIRE’S ELECTRIC VEHICLE EXPERTS

TECHNICAL WALKAROUND_P40THE SWISS ARMY KNIFE OF MOTORBIKES

THE RIDE OF MY LIFE_P52 PAUL COTTEE TAKES THE LONG WAY ROUND

machinery. I’ve always been interested in the heavyweight side of vehicle repair, but even so, I’m really happy with the skills I’ve gained on the refinishing side.—What words of wisdom would you pass on to those wanting to get into the industry?Honestly, the best advice I can give is to be open-minded about the huge range of opportunities within the motor trade. The industry is massive and there are so many different avenues available. Also, if it’s painting cars that you’re interested in and if you have the time and money, try to get as many qualifications as possible and take as many different training courses as you can in order to become skilled in all the different areas of the repair process. —Jordan Salt is Managing Director at Repair and Refinish Coatings Ltd. He was speaking to Danielle Bagnall—To feature in our next edition, email [email protected]


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THE QUALITIES YOU'LL NEED TO SUCCEED IN 2021

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