Brake & Front End, December 2013 by Babcox Media

■ 2013 TPMS TSBs

■ U-Joints & Angles

■ GM AutoRide

MAGAZINE

BrakeandFrontEnd.com December 2013

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Publication

Alignment Spec 2004-2013 Mazda3

Brake Job Stopping Brake Noise

CONTENTS

Universal Joints Inspection and Replacement

4 Viewpoint 6 Gonzoâ&#x20AC;&#x2122;s Toolbox 10 Aftermarket Update 26 GM Autoride 30 TPMS 34 Twin-Piston Calipers 38 Tech Tips 42 Shop (New Products) 44 Rapid Response 45 Classifieds 48 Brakelight

Volume 85, No. 12 BRAKE & FRONT END (ISSN 0193-726X) (December 2013, Volume 85, Number 12): Published monthly by Babcox Media, 3550 Embassy Parkway, Akron, OH 44333 U.S.A. Phone (330) 670-1234, FAX (330) 670-0874. Periodical postage paid at Akron, OH 44333 and additional mailing offices. POSTMASTER: Send address changes to BRAKE & FRONT END, P.O. Box 13260, Akron, OH 44334-3913. BRAKE & FRONT END is a trademark of Babcox Publications, Inc. registered with the U.S. Patent and Trademark office. All rights reserved. A limited number of complimentary subscriptions are available to individuals who meet the qualification requirements. Call (330) 670-1234, Ext. 288, to speak to a subscription services representative or FAX us at (330) 670-5335. Paid Subscriptions are available for non-qualified subscribers at the following rates: U.S.: $69 for one year. Canada: $89 for one year. Canadian rates include GST. Ohio residents add current county sales tax. Other foreign rates/via air mail: $129 for one year. Payable in advance in U.S. funds. Mail payment to BRAKE & FRONT END, P.O. Box 75692, Cleveland, OH 441014755. VISA, MasterCard or American Express accepted.

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Editor Managing Editor Technical Editor Graphic Designer Publisher Ad Service (Material) Circulations Manager Subscription Services

Andrew Markel, ext. 296 email: amarkel@babcox.com Tim Fritz, ext. 218 email: tfritz@babcox.com Larry Carley Dan Brennan, ext. 283 email: dbrennan@babcox.com Jim Merle, ext. 280 email: jmerle@babcox.com Cindy Ott, ext. 209 email: cott@babcox.com Pat Robinson, ext. 276 email: probinson@babcox.com Maryellen Smith, ext. 288 email: msmith@babcox.com

PRESIDENT Bill Babcox bbabcox@babcox.com 330-670-1234, ext. 217 VICE PRESIDENT Jeff Stankard jstankard@babcox.com 330-670-1234, ext. 282 Sales Representatives: Bobbie Adams badams@babcox.com 330-670-1234, ext. 238 Doug Basford dbasford@babcox.com 330-670-1234, ext. 255 Sean Donohue sdonohue@babcox.com 330-670-1234, ext. 206

Jamie Lewis jlewis@babcox.com 330-670-1234, ext. 266 Dean Martin dmartin@babcox.com 330-670-1234, ext. 225 Glenn Warner gwarner@babcox.com 330-670-1234, ext. 212 John Zick jzick@babcox.com 949-756-8835 List Sales Manager Don Hemming dhemming@babcox.co m 330-670-1234, ext. 286 Classified Sales Tom Staab tstaab@babcox.com 330-670-1234, ext. 224

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Viewpoint

By Andrew Markel | Editor

Telematics: Tomorrow’s Diagnostic Nightmare

very day you are exposed to and benefit from automotive standards. Since 1916, the Society of Automotive Engineers (SAE) has been working with OEMs and suppliers to develop industry standards like the shape of the OBD II connector (SAE J1930) to the communication protocols for the serial data bus (SAE J1850). This standardization has saved you from buying multiple scan tools (SAE J1979) and has enabled for some diagnostic procedures and knowledge to work for multiple vehicle manufacturers.

Since the introduction of OBD II in 1994, these standards have helped shops and the aftermarket create a level playing field while pushing innovation forward at a lower cost. It is a great example of how an industry can organize for the good of everyone. It has also given consumers better vehicles and more service options. It has been a real “win-win.” But, one of the biggest

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trends in vehicles appears to have no standards; I am talking about telematics or the “connected car.” The best example of the ramifications of the complete lack of standards are Mercedes-Benz’s Tele Aid and

early version of GM’s OnStar. These systems were “bricked” due to the elimination of analog cell phone service. Some of these cars were only three years old when the phone and emergency assistance feature stopped working in 2008. I am not scared that it will be used to direct consumers back to the dealer or spy on

drivers, I am worried that today’s telematics system could be tomorrow’s diagnostic nightmare. This lack of standards will make it more difficult to diagnosis, repair or disable the system. Newer systems are going further and are becoming nodes on the CAN bus. They can do more than just observe data, they can bidirectionally control the vehicle. This is why standards should be developed before a telematics module tries to dial Mom with a transmission control module. At the heart of the debate is the clash of cultures. The automotive industry takes at least two years to develop a product that will last more than 11 years. The telematics and cell phone industry will develop a product in six months and it will need to last only two years or until the next upgrade. Cars have to move slower because a crash is literally a crash. ■

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Gonzo’s Tool Box By Scott “Gonzo” Weaver Gonzosae@aol.com

Real or Reality TV Our Profession Is Greatly Underestimated By The ‘Big Screen’

ave you noticed how many automotive reality programs there are on TV these days? I take the time to sit down and take in a few of them here and there. But, from my side of the wrench, I have a completely different perspective when watching them. In my opinion, some of these reality shows are far from reality. They’ll start off with someone flashing a wad of cash or meeting a deserving owner. Before the first commercial break, they tow the vehicle to their garage and present it to the crew. The crew will look shocked at what was just dropped off. That’s about the time the host gives them the lowdown in the next 40 minutes on what’s going to take

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place. This usually consists of a full restoration job, and only a few weeks to get it completed. By the end of the show, there’s a gleaming, fully restored work of art on the screen. But the shows that really disturb me are those that use the “all-nighter” approach to car repair because they are done “Hollywood-style.” A team will completely dismantle a car to the shell and do all

Gonzo’s Tool Box the mechanical work, electrical, interior, dash and instrument panels, brakes, transmission, rear-end, engine, cooling and heating systems, replace the glass, and do a full paint and body mod in less than a week. And, the best part (or biggest guffaw on these shows) is the final reveal of the newly restored gem to the owner/buyer. On the sidelines, just out of the primary camera view, is the entire crew that has spent the last three days bringing this ride back to life. I’m in awe of the crew, to say the least. Not one of them is covered in grease, or has half of their shirt untucked, they have no fresh cuts or scraps, and not one of them shows any signs of sleep deprivation. I’ve done my share of all-night, marathon repairs before, and by the time the sun comes up, I’m not the most coherent guy with a wrench. They might call it “reality TV,” but it doesn’t seem all that realistic to me. I’m sure the entire staff involved are some of the finest technicians, body-repair specialists and electrical gurus of the automotive world, but I highly doubt you can turn out a truly professionally restored vehicle in that short amount of time. There has to be a huge number of shortcuts or outsourced labor used to meet the deadlines. I do restorations all the time and the biggest hassle with any of them is parts availability. The job comes in the shop, you put it up on the lift and you spin the driveshaft, only to find out the differential or bearings are shot. You can’t just run down to the local parts store and expect to pick up a set of bearings for a 30-year-old, low production car. But, somehow, some of these shows pull it off. On the other hand, there are a lot of great automotive reality programs on the television that go to great lengths to show how a modification is accomplished, with details that explain the process to the “nth” degree. Any show that portrays the reality of doing the job I do every day in a professional manner will get my attention. I’ll sit down and watch it from beginning to end. You want to show me how you install some super-cool, new rear taillight lenses or wild-looking front grille ... awesome! Or, pulling an engine out of a classic and doing the necessary rebuild on it ... super! I love that stuff. But, when you try to convince me that you’re going 8 December 2013 | BrakeandFrontEnd.com

to take some car that’s been totally neglected and sitting for 10 years in the back of some family garage, and you’re going to bring it back to life overnight ... then you’ve lost me. I think it gives the novice car enthusiast the wrong impression of what it takes to restore a car, and, for the typical customer, it greatly underestimates all that’s involved to fix his/her daily driver. Lately, I’ve been doing a lot more restoration projects than I’ve done in the past, and I do believe it’s a result of all of these reality shows. So, for that, I’m thankful. At the same time, shame on you! I can’t live up to the overnight results that seem so possible on the big screen. Even though the customer doesn’t mention they’ve been watching a reality show, you know what they’re thinking: “This shouldn’t take any longer than it does on TV.” ■

Industry Review

SAFEBRAKING.COM and NUCAP Industries Partner in an Online Brake Pad Promotion for Technicians NUCAP Industries, manufacturer of the innovative NRS mechanical attachment system for brake pad backing plates, has partnered with industry blog SAFEBRAKING.COM to offer an online brake pad promotion. The SAFEBRAKING photo contest, launched on December 5th, asks technicians to submit photos of their customer’s bad brake pads, and earn valuable Snap-on gift cards, plus a chance to win a trip for two to the 2014 SEMA show in Las Vegas. According to Jayson Keever, executive vice president of global sales and marketing for NUCAP, “The SAFEBRAKING promotion will help raise the

consciousness of aftermarket technicians and their suppliers about a major problem facing the replacement market. Adhesive bonded brake pad backing plates are a leading cause of brake system noise, vibration and wear out issues. Not to mention that in the event of a friction brake away, brake failure could lead to a serious accident. The best thing to do to avoid those issues is to use the NRS-equipped backing plates. SAFEBRAKING.COM is addressing this head-on.” Learn more about NUCAP’s NRS technology and other products at www.nucap.com.

Federated Now Accepting Nominations For Shop Of The Year Federated Auto Parts is now accepting nominations for the 2014 Federated Shop of the Year. Nominated shops will be evaluated on a set of criteria established by Federated and found on the Shop of the Year nomination form. Shops may be self-nominated or nominated by others. The winning shop owner and guest will be awarded a three-night, four-day all-expenses-paid trip to Phoenix as Federated’s guest at the 2014 Federated National Meeting, receiving special recognition during the Federated awards banquet. “The response to the Federated Shop of the Year program has been terrific from the start and we Go to www.bfeRAPIDRESPONSE.com

are looking forward to selecting our next winner,” said Phil Moore, senior vice president for Federated. “Choosing only one shop is a real challenge since there are so many highly qualified shops around the country. If you know of a shop with knowledgeable, professional service technicians, superior service and repairs that result in very satisfied customers, and active community involvement, that shop could be

Industry Review the next Federated Shop of the Year.” Last year’s winner, Weathers Motors, Inc. of Media-Lima, PA, was nominated by Federated member Berrodin Auto Supply. As the winning shop owner, Larry Weathers III accepted the award on behalf of Weathers Motors. “There are worthy shops nationwide and the Federated Shop of the Year program is a wonderful opportunity to recognize the best of the best, like Weathers Motors,” said John Berrodin, president of Berrodin Auto Supply. “I encourage anyone who has experience with a shop that meets the Shop of the Year program criteria to nominate that shop for this prestigious honor.” For more information or to nominate a shop, visit the Federated Auto Parts website at www.federatedautoparts.com/ShopOfTheY ear.aspx.

Raybestos Rattlesnake Sweepstakes Winner Hits Jackpot In Vegas At AAPEX in Las Vegas, representatives from Brake Parts Inc. and Affinia Global Chassis, the respective manufacturers of Raybestos brake and Raybestos chassis products, presented the keys to the winner of the 2014 Raybestos Rattlesnake Toyota Tundra. Its new owner, Dave Cramer, is a property manager with Ross Pacific Management in Vancouver, WA. “To say I’m excited would be an understatement,” said Cramer. “I must have entered 10,000 contests in my lifetime, and this is the first time I won anything.” Cramer said he’s a bit of a car fanatic. “I’m single, but I own five cars!” The Raybestos Rattlesnake ups that to six. Cramer’s son Eric, a deputy sheriff and retired Army Ranger, joined him at the presentation. The signature-edition truck was the grand prize in the brands’ Summer 2013 North American sales promotion. The winning entry was pulled from more than 170,000 entries. Thanks to Toyota Racing Development, a Toyota 5.7L aluminum i-FORCE DOHC 32-valve V8 with a tuned TRD Supercharger helps the Raybestos Rattlesnake reach 600+ hp. It also includes a high-lift, off-road suspension and off-road shocks. Its stopping power comes from the same Raybestos short track racing brake package used by the Joe Gibbs Racing team ... and the Raybestos Rattlesnake stretches its off-road muscle with Raybestos Professional Grade chassis parts. Visit www.RaybestosGarage.com for more information on the 2014 Raybestos Rattlesnake Toyota Tundra or to view video of the build. For questions regarding Raybestos brand brake products, visit RaybestosBrakes.com or call 800-3230354. For more information on Raybestos chassis parts, visit www.RaybestosChassis.com or call 800-323-3022.

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Industry Review 2013 Best Tech of The Year: Bogi Lateiner The “Best Tech of the Year” through five years of award celebrates what increased sales, clocking in makes our industry great with 2012 sales at $1-mil— the technician. WIX lion-plus/year, six full-time Filters, a member of the employees, and the purAffinia Group family of chase and renovation of a $1 brands, in conjunction with million state-of-the-art, Brake & Front End magagreen-optimized service zine, named Bogi Lateiner facility. of 180 Degrees Automotive One of the keys to Bogi’s in Phoenix as the 2013 Best success has been customer Tech of the Year. education. Beyond teaching Bogi’s path to becoming car-care classes for women, an automotive technician she also leads automotive was not a traditional one. workshops, does personal After graduating Phi Beta and business coaching and Kappa from Ohio’s Oberlin makes presentations on a College in just three years, wide range of automotive she did a “180.” Instead of and business topics all over attending law school as the country. And, Bogi planned, she enrolled in an recently entered her second automotive trade school and immersed herself in the season as one of the three-female crew on the training necessary to become a technician. Velocity Channel’s “All Girls Garage.” “After seven years of working as a master techni“As a technician and as a business owner, I’m pascian for BMW, I missed having a connection with sionate about educating my customers and the commy customers,” Lateiner said. “I munity as a whole,” Lateiner started a repair shop in my said. “I love the automotive afterdriveway with little more than a market industry, and I’m comstrong passion for educating my mitted to continuing to improve customers and a commitment to our reputation and to making the the highest quality of service car care and repair experience and repair. I wanted to create a less scary for everyone, and parshop where everyone could feel ticularly for women.” comfortable and where I could “Bogi’s vision for the automobe a part of elevating the reputative service industry seeks to tion of the automotive industry.” empower consumers through Bogi opened the doors of 180 knowledge of automotive Bogi and Ray Evernham in front Degrees Automotive in early basics,” said Mike Harvey, brand of the trophy. 2007, just months before the manager for WIX Filters. “Her onset of The Great Recession; a time when most othapproach to consumer education also includes outers were closing theirs. Without any previous busireach to women on how they can pursue careers as ness experience or an automotive upbringing (her auto mechanics. She represents the future of autoparents both worked for non-profits), Bogi lead 180’s motive technicians and is an exceptional choice for carport garage and single employee (herself) this year’s ‘Best Tech’ award.” ■ 14 December 2013 | BrakeandFrontEnd.com

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AlignmentSpec

Sponsored by:

2004-2013

Mazda3 T he 2004-2013 Mazda3 shares the Ford C1 platform. This is almost the same vehicle as the Ford Focus and Volvo S40 when it comes to the suspension. While the exterior and interior changed in nine years, the suspension did not. The only major alteration occurred in 2009 when the suspension was updated and lost the built-in adjustments for front caster and camber. What changed significantly during the nine-year run was the role of the steering position sensor. In 2009, Mazda made electro-hydraulic power steering standard. In 2011,

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Mazda offered the option of adaptive headlights that move the headlights in accordance to the steering. Both of these features require that the steering position

sensor is functioning properly after an alignment.

Front Suspension The front suspension on the Mazda is the same design you see on many Ford products. The front knuckle is designed with unique scrub radius and steering axis. On inspection of the knuckle, pay

attention to the steering arms and the included angle. On 2004-2009 models, the camber and caster is adjustable by Âą1Âş by moving the upper strut mount. On 2010-2013 models, there are no adjustments or conventional aftermarket alignment kits. Mazda advises technicians should look for damaged parts like the lower rear control arm bushing. Some shops have had success with elongating the holes in the strut tower, but this is not recommended. It is possible to increase adjustability by installing a â&#x20AC;&#x153;high performance upper

AlignmentSpec

mount, but this will significantly increase noise and vibration. On the MazdaSpeed version, make sure the caster and camber are well within cross-tolerances. If not, the torque steer problem could get even worse.

Rear Suspension The rear suspension of the

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AlignmentSpec Mazda3 uses Fordâ&#x20AC;&#x2122;s Control Blade design. For 2009, the suspension was revamped with new lower control arms. The angles of the suspension are influenced by the ride height of the vehicle to increase stability of the vehicle. The toe is adjustable by an eccentric bolt attached to the inner mounting point of the lower control arm.

Make sure the vehicle is loaded with a full tank of fuel or the appropriate amount of weight before setting the final angles. Camber can be changed by installing adjustable upper control links. Before installing these parts, check the condition on the bushings in the lateral stabilizer links. If these bushings fail or go soft, they can cause negative camber and toe. The most common symptom is inner edge tire wear.

Steering Angle Sensor On 2004 -2008 Mazda3 models, the steering position sensor does Go to www.bfeRAPIDRESPONSE.com

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AlignmentSpec not need to be reprogrammed. However, you can observe the output of the sensor with a scan tool. By looking at the SWA_POS PID, you can see the voltage change positively when the wheel is turned to the left, and negatively when turned right. This type of steering angle is not looking for the exact angle of the wheel, but the amount and rate of steering angle change. On 2010 and newer Mazda3 models, the steering position sensor must be relearned through the OBD II connection after the toe has been altered. 2010 and newer models use this for the electro hydraulic steering system as well as the stability control. On 2011-2013 models, the steering angle and speed sensors also control the optional adaptive front lighting or AFS system. This system turns the headlights in the direction of the front wheels. If the steering position sensor is not calibrated, the lights will not point at the correct angle. Mazda recommends on 2010-2013 models that after the sensor is recalibrated the technician performs the following procedure to make sure the steering position sensor is properly calibrated with the key on and the engine running: 1. Align the steering wheel to the center. 2. Within 5 to 10 seconds, turn the steering wheel completely to the right and then completely to the left, then return to the center. 3. Within 1 to 2 seconds, turn the steering wheel completely to the right and then completely to the left, then return to the center. 4. Repeat steps 2 and 3 one more time. 5. Verify that not codes are set after a test drive. â&#x2013;

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BrakeJob

Camaro Caliper Conundrum HOW A FEW WHEEL WEIGHTS STOPPED BRAKE NOISE.

ome early Camaro owners noticed wheel weights on their Camaro SS Brembo brake calipers. These weights looked like someone at the factory was playing a prank, but the weights were functional and helped to add mass to the caliper so it could better dampen vibrations.

This solution was implemented after careful evaluation and validation by the Chevrolet engineering team. The stick-on weights helped prevent noise under certain driving conditions, but were not a long-term solution due to the reduced longevity of the two-sided tape when applied to a hot brake caliper. The final solution came in the form of weights on the ears of the brake pad. This more sophisticated solution added mass to the pad and became the factory fix. These weights look like casters and stick out above the caliper housing. By having the extra weight on the pads and not the caliper, a wider range of brake noises can be shifted or eliminated when compared to the weights placed on the caliper. If you are looking for a replacement pad for a customer who primarily drives on the street, there are aftermarket pads with these weights on

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the pads. Some performance pads do not have these weights. The lack of weights will not alter the design of the system, but the customer might notice more noise. If the driver is using the vehicle for racing, they probably will not complain. If you use the updated pads, the wheel weights on the caliper can be removed. â&#x2013;

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Driveshafts

By Gary Goms

Universal Joint Inspection & Replacement

n modern automotive architecture, universal joints are most commonly found on the rear axles of light trucks, SUVs and RWD passenger cars. While some low-angle joints are made with a rubber-compounded material, most modern universal joints are made of a steel cross connecting four trunnions containing lubricated needle bearings. See Photo 1.

Photo 1

Eventually, the needle bearings wear grooves into the case-hardened surfaces of the cross, which allows the propeller shaft to rotate slightly off-center. The ruleof-thumb spec for off-center rotation is generally 0.010â&#x20AC;? measured at the end of the propeller shaft tube. In the most catastrophic cases, the lubricant in the trunnion bearings can be lost, which will cause the joint to separate. Larger universal joints can be inspected for extreme wear by twisting the propeller shaft back and forth. Smaller joints can be tested by prying the trunnions back and forth with a large screwdriver. Preventive inspections can be made by watching for rust formations around the trunnion seal indicating that the trunnion has lost its lubrication. In another

case, the driver might complain of a snapping or popping sound at low speed, which might indicate that the trunnions are seizing due to lack of lubrication. Seizing can be diagnosed only by removing the propeller shaft and checking each universal joint for smooth operation by hand. See Photo 2. Because the trunnion bearings are located at 90-degree intervals, a conventional universal joint actually accelerates and decelerates as it turns. To eliminate this uneven rotating speed, universal joints are installed in pairs and phased along the same plane on the propeller shaft. When the U-joints are correctly phased, the propeller shaft speed smooths out because one U-joint accelerates as its companion joint decelerates. Unfortunately, some splined twopiece truck propeller shafts can be incorrectly phased during reassembly. This condition can be difficult to detect since incorrect phasing often results in a harmonic vibration that resonates under different conditions of speed and load. For this reason, itâ&#x20AC;&#x2122;s always important to index the

Photo 2

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propeller shaft to its mating flanges and to its individual parts before replacing universal joints. Harmonic vibrations can also be caused by universal joints operating at unequal angles of deflection at the propeller shaft. These angles should be measured with the vehicle at normal suspension height and load. In some applications, the angle at the rear axle can be adjusted, either with shims or by a control arm eccentric, to allow the rear axle pinion gear shaft to operate in the same plane as the transmission. See Photo 3.

Photo 3

Using a hand-held universal joint press will prevent damage to the propeller shaft, as will soaking the joint in penetrating oil before removal. If required, pack the needle bearings with chassis grease and always lubricate the propeller shaft loops before assembly. If used, grease zerks should point toward the propeller shaft and be aligned along the same plane. If the U-joint feels too stiff after it has been installed, align the trunnions by tapping the propeller shaft loops with a medium-sized hammer. â&#x2013;

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AirRide

GM AUTORIDE T he GM full-sized SUVs (Tahoe, Escalade and Avalanche) are the choice of soccer moms, diplomats and celebrities. What made these vehicles so popular was how the vehicles handle suburban and city roads. The key to this is the GM Autoride rear air suspension. Autoride comes standard on the GMC Yukon Denali and Yukon XL Denali. The product is also standard on the Cadillac Escalade, Escalade EXT and Escalade ESV on which it is known as Road Sensing Suspension. GM also offers Autoride as an option for the Chevrolet Suburban, Tahoe and Avalanche 1500, and an option for the GMC Yukon XL 1500.

ELECTRONIC SUSPENSION The electronic suspension control system independently controls each of the four shock absorbers in order to control the vehicle ride characteristics. The electronic suspension control (ESC) system is capable of making these changes within milliseconds. The system is controlled by the ESC system using sensors like

the steering angle, pitch/yaw and brake pedal sensors to determine the correct dampening force. The system also uses ride height sensors to determine wheel displacement. The ESC shock absorbers provide variable damping to resist suspension movement. The ESC shock absorber has the capability of providing multiple modes or values of damping forces, in both compression and rebound direction. The damping forces are modified utilizing electrical actuators located internally within the shock absorbers. The ESC module has the ability to store DTCs as current or history codes. The system uses an ignition cycling diagnostic approach in order to reduce the occurrence of false or intermittent DTCs that do not affect the functionality of the system. This allows for the fail-soft actions to be taken whenever a malfunction condition is current, but requires the malfunction to be current for a certain number of ignition cycles before the corresponding malfunction code and message will be stored or displayed.

AUTOMATIC LEVEL CONTROL The Automatic Level Control (ALC) system maintains a desired rear suspension position under all types of towing, hauling and loading conditions. The

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Height Sensor

system uses the Electronic Suspension Control Module (ESCM) and the serial data circuit to perform the system functions. When the vehicle is unloaded, the rear suspension is at a desired position, which is monitored by the ESCM using the position sensor inputs. As weight is added to the rear of the vehicle, the position sensor's signal voltage inputs change. When the ESCM detects a steady substantial change in the position sensor signal voltages for at least 10 seconds, it responds by commanding ON the ELC relay, which activates the compressor causing the air pressure in the shock absorber chambers to inflate. This inflation raises the rear of the vehicle to regain the desired suspension position. When weight is removed from the vehicle, the ESCM responds by commanding ON the exhaust valve causing the air pressure in the shock absorber chambers to deflate. Each time the compressor is activated, the ESCM commands ON the exhaust valve for 1.5 seconds to release air from the compression chamber in the

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AirRide compressorâ&#x20AC;&#x2122;s cylinder head ensuring low motor current draw upon compressor activation. The ESCM also limits the amount of compressor run time to 255 seconds to protect the compressor components from thermal damage. The system also performs a self test on each ignition ON cycle in which the ESCM commands the ELC relay ON, activating the compressor for 4 seconds then monitors the position sensor's signal voltage inputs to verify the compressor is functioning and the system is holding air pressure.

COMPRESSOR SERVICE The compressor is a positive displacement piston air pump. The compressor draws filtered air through an intake line attached to an under body rail. The compressed air is then run through a dryer containing a moistureabsorbing chemical that dries the compressed air before it is sent to the shock absorber chambers. The dryer should be cleaned and serviced during shock or compressor replacement. To service the dryer, remove the compressor assembly from the frame rail. The dryer twists apart and the desiccate beads and filter should be replaced. Service kits are available.

TRIMSET RECALIBRATION If the system is functioning abnormally, performing the Bumpstop and ALC Trimset recalibration procedures may correct the condition. When a system component has been replaced, the Bumpstop setup and ALC Trimset procedures must be performed. 1. Ensure that the vehicle has a full tank of fuel or add sufficient weight to the rear of the vehicle to simulate a full tank of fuel. 2. Place the vehicle on a flat level Go to www.bfeRAPIDRESPONSE.com

surface. Ensure that the suspension is in the normal resting position. With a scan tool, perform the ALC Trimset procedure by following the screen prompts. 3. With a scan tool, perform the suspension Bumpstop setup procedure by following the screen prompts. Once the process has been completed, the system should be fully functional.

PRESSURE TEST Checking the integrity of this intelligent air ride system requires more than just soapy water. In order isolate a leak, the system must be at pressure. Since the system has solenoids, leaks may not be spotted until that circuit has been pressurized. 1. Disconnect the air tube from the air dryer. 2. Attach the air tube to the pressure gauge on the side opposite the toggle valve. 3. Close the toggle valve. 4. Apply service air pressure to the service valve and pressurize until the pressure gauge reads 550 kPa (80 psi). 5. Verify that the system maintains pressure for at least one minute. If the system does not maintain the specified pressure for the specified amount of time, check the shock absorber air sleeves, air tubes and all connections for air leaks using a soapy water solution. Repair or replace any leaking components. â&#x2013;

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TPMS

2013 TPMS TSBs HEREâ&#x20AC;&#x2122;S A RUNDOWN OF THE TOP TECHNICAL SERVICE BULLETINS RELATED TO TPMS FROM 2013.

AUDI TSB: 4413382034445/1 Models: 2010-2014 A4/S4, A5/S5 and Q5 Summary: This TSB addresses TPMS MIL lights that are not related to a loss of pressure. The TPMS light may illuminate if there is a problem with the ABS, ESP or EPB modules. The TSB also discusses how to diagnose a 03159 DTC.

INFINITI TSB: ITB13-034 Models: 2014 Q50 (Hybrid) Summary: This lengthy TSB outlines the TPMS sensor registration process that is required for the Q50. The Q50 requires the use of a scan tool, dedicated TPMS tool and the newer J-45295A activation tool.

TSB: ITB13-039 Models: All Infiniti vehicles with TPMS Summary: This superseded bulletin discusses every detail about servicing Infiniti vehicles that have TPMS. This seven page TSB discusses every thing from aftermarket wheels to sensor leaks.

JAGUAR TSB: JTB00297NAS1 Models: 2014 F-Type, 2010-on XJ Range Summary: This TSB contains 12 tips about servicing some Jaguar TPMS systems. 1. Use scan tool to observe tire PIDS 2. Using service kits 3. Use of incorrect sensors 4. TG1B sensor non-serviceable valve stem on the F-Type 5. TG1B service kit 6. TG1C sensor availability 7. TG1C service kit 8. TG1C valve stem service Go to www.bfeRAPIDRESPONSE.com

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TPMS 9. Tire mounting and dis-mounting procedures 10. Valve-core replacement 11. Excessive loads on stems 12. TSB JTB00224 diagnostic procedures

explanations on how late-model Toyota TPMS system work and how to reprogram them. Lexus has been doing this for the past three years.

LAND ROVER TSB: LTB00542NAS1 Models: 2008-current Summary: This is the end-all-be-all TSB for Land Rovers. The sevenpage TSB discusses diagnostics, sensors and service.

LEXUS TSB: L-SB0026-13, L-SB0052-13, L-SB0033-13 Models: 2014 IS250 Summary: While these TSBs falls under pre-delivery category, these do include some of the best

MAZDA TSB: 02-003/13 Models: 2013-2014 CX-5, Mazda3 and Mazda6 Summary: This TSB explains the logic behind the TPMS light. It goes deeper to show how the different modules share the information on a serial data bus. This TSB explains several scenarios that could cause the TPMS light to illuminate.

MERCEDES BENZ TSB: L140, 1-P-056178 Models: SL models with the 231 chassis Summary: Mercedes outlines how to solve a fault code C158100 for rear wheel localization failure.

NISSAN TSB: WT 13-005 Models: All Nissan vehicles with TPMS systems Summary: This superseded bulletin discusses every detail about servicing Nissan vehicles that have TPMS. This 11 page TSB discusses every thing from aftermarket wheels to sensor leaks.

VOLVO Recall: 256 Models: 2013 S80 and XC70 Summary: This recall involves flash reprogramming the Central Electronic Module so the TPMS system conforms with FMVSS 138. â&#x2013; Reader Service: Go to www.bfeRAPIDRESPONSE.com

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Hydraulics

By Andrew Markel

Twin-Piston Calipers ARE TWO PISTONS BETTER THAN ONE?

n 1988, the first dual- or twinpiston floating brake caliper appeared on the Corvette. This was just the beginning for the design that would find its way onto just about every light truck and SUV, including the Chevrolet Suburban and Ford FSeries, by the year 2003. Servicing these brake systems is not that much different than servicing the single-piston system. But, there are some things you should be aware of prior to tackling the repair.

FLOATING CALIPER DESIGNS In a floating caliper design using one or two pistons, the caliper piston moves out of its bore and forces the inner pad against the rotor while the pressure on the closed end of the bore moves the caliper body in the opposite direction forcing the outer pad against the rotor at the same time. The floating design may have its problems out in the field when it is neglected, but it does have other strong points.

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SINGLE VS. DUAL The dual-piston floating caliper has several advantages over its single-piston counterpart. The most obvious advantage is increased piston area. With increased piston area, the caliper is able to generate more torque.

Hydraulics More torque means more stopping power. With a single-piston caliper, the footprint of the pad is limited in some ways to the diameter of the piston. The diameter can only grow so large in relation to the rotor and brake pads. If the pad is too long, it flexes. When the pad flexes, it creates an uneven friction coupling on the rotor’s face. The uneven friction can create unwanted noise. If the flexing is severe enough, the friction material can separate from the backing plate. Also, there is a direct relationship between the diameter of the rotor and the diameter of the single-piston caliper. With dual- or twin-piston brake pads, the pads can be larger with even pressure distribution. A larger brake pad has several benefits. First, a larger pad will absorb more initial heat (less thermal shock). Second, a larger brake pad will have better wear characteristics and a longer life due to even pressure distribution. Third, a larger pad is able to absorb more unwanted noise and vibration because it is able to cover more of the rotor. Another advantage is in the area of drag and fuel savings. With dual or twin pistons, it is possible to have more aggressive piston seals that can pull back the pads more effectively after the driver removes his foot from the brake pedal.

SERVICE CONSIDERATIONS Dual-piston calipers can be serviced in the same manner as singlepiston calipers with a few exceptions. • Look for uneven pad wear. If the pads have tapered wear, it could mean a problem with the caliper. Tapered wear could mean that the slides are binding or that one piston is exhorting more force than the other, or both conditions could be present. The slides and bushings play a critical role on dual-piston calipers. If there is too much play, the caliper could rotate on the slides. This will cause uneven pad wear. • The pistons on dual-piston calipers may be difficult to retract. Both pistons must be pushed back at the same time and rate with special tools. If unequal force is used, it is possible to scrape the pistons against the bores. This can damage the finish and coatings on the pistons and bores. Also, it can damage the seals. ■ Go to www.bfeRAPIDRESPONSE.com

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Tech Tips This month is sponsored by:

Threadlocker 101 – Keeping Assemblies Assembled We’re all familiar with good ol’ split lock and star/toothed washers, as well as fastener alternatives like self-locking nuts. And we know that the performance of various types of lock washers and nuts over the years has been adequate, but not typically exceptional. As times have changed, so has the technology available. In today’s challenging and competitive environment, wise shop owners and technicians take advantage of the most current improvements in products and procedures to enhance productivity and profitability.

Enter Threadlockers Chemical threadlockers have seen greatly increased use in recent years, both on assembly lines and in

service bays. According to Nick Seferi, product manager for Permatex, advances in chemistry have made threadlockers more versatile than ever before, and are able to meet a wide variety of fastening needs. The most significant benefit of chemical threadlockers is that they provide better torque retention than mechanical methods. Lock washers only provide holding strength at the point of contact, whether it is under the head of the bolt or at the nut. They can lose their elasticity due to heat, vibration and time and cause the fastener to loosen. Chemical threadlockers work differently. They fill in the spaces between the male and female threads and harden into a tough plastic that locks the entire fastener in place. This not only prevents vibration loosening, but also seals out moisture, dirt and other contaminants that can cause corrosion and compromise the integrity of the assembled joint. “In addition,” observes Seferi, “gaskets can compress over time, which can compromise the torque retention of lock washers. Similarly, soft materials like aluminum and other alloys, and even the plasticlike materials used in today’s vehicles, can compress over time. This can make lock washers less effective and reduce the reliability of the clamped joint.”

Size Does Matter “Innovations in threadlocker chemistry have allowed us to develop different formulations to fit a wide variety of fastener sizes and types in many applications,” explains Seferi. Four key factors that technicians need to consider to make the right threadlocker choice are: the size of the fastener; the torque specification; the nature of the parts being asGo to www.bfeRAPIDRESPONSE.com

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Tech Tips

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sembled; and the expected need for future disassembly. For example, bolts used on water pumps or other accessories may only be 5/16” or M8, so the torque spec for such fasteners would be a modest 20 ft.lbs., which is about 27 Nm. A water pump is something that can be expected to be replaced once or even several times in the life of a vehicle, so a mediumstrength threadlocker would be a good choice for the attaching bolts. On the other hand, a structural fastener on a truck chassis might be 3/4” or even an inch in diameter, and is unlikely to be removed during the normal life of the vehicle. So a high-strength threadlocker coincides with the larger bolt and the more permanent life expectancy of the assembled joint. It’s important to note that, while a high-strength threadlocker does its job very well, disassembly will likely require special tools, procedures, and perhaps heat as well, where assemblies using low- and mediumstrength threadlockers typically require only everyday hand tools for disassembly. Here are some general guidelines to help technicians choose the best threadlocker for particular tasks: Low-strength threadlocker — Commonly used for fuel injection and carburetor fasteners, relay lock screws and body panel mounting fasteners. Typically for fasteners up to 1/4” or 6 mm. Medium-strength threadlocker — A good choice for oil pan fasteners, timing covers, starter and alternator bolts, intake manifold and valve cover bolts, CV and

40 December 2013 | BrakeandFrontEnd.com

U-joint bolts and nuts, and other fasteners for engine-mounted accessories. Offers good vibration resistance. Suitable for fasteners from 1/4” up to 3/4” (6 mm to 20 mm). High-strength threadlocker — Recommended where assemblies are expected to be permanent, or nearly so, like flywheel and engine block bolts, truck bed mounting bolts, axle bolts and nuts, and construction equipment fasteners. Balancer bolts, ring gears and torque converter bolts are other common application locations. Suggested for fasteners larger than 3/4” (20 mm). Threadlockers also come with formulations designed to handle special applications, such as those requiring tolerance of oil residue. A good example would be valve cover or cam cover bolts, where it may be awkward or even impossible to clean all the oil film out of a tapped hole in an engine or cylinder head. There’s also a compound that’s ideal for sealing freeze plugs/core plugs in engine blocks and cylinder heads and even a threadlocker made with a wicking formula that allows it to flow easily into difficult-to-access threads and fasteners that have already been assembled.

And What About Thread Sealants? There are many places on today’s cars where fasteners and fittings must contain fluids, and therefore can benefit from supplemental sealing materials. Historically, technicians have used white tape to promote sealing of such joints. And, just as historically, the tape has deformed or slipped out of place during installation, or shredded or torn in use, leading

Tech Tips to the very kinds of leaks they were hoping to prevent. Furthermore, pieces of torn tape can migrate into passages and clog precision orifices, causing damage or system malfunction. Thread sealants are the better choice here. They work just like threadlockers to keep the assembly together, but also provide the additional sealing power needed to keep the fluids in check. Various

formulations are available, including a standardduty thread sealant with PTFE, a high-performance thread sealant that withstands up to 10,000 psi, a specific hydraulic/pneumatic sealant for high-pressure systems, valves and fittings, and a high-temperature sealant for applications up to 400° F (204° C). Courtesy of Permatex.

SAAB: Snap or Pop from the Front Suspension The following diagnosis might be helpful if the vehicle exhibits the symptom(s) described in this bulletin.

MODELS 2003-2011 Saab 9-3 Sedan 2004-2011 Saab 9-3 Convertible 2006-2011 Saab 9-3 Combi

enlarge the mounting holes in the plate enough to ensure they will not bind or contact the mounting bolt. (1 mm is a good rule of thumb). Reinstall per WIS path 9440/Front suspension/AdjustmentReplacement/Wheel Hub Front - carefully providing necessary clearance between the backing plate and its components. Saab Automobile Parts North America www.saabparts.com ■

CONDITION/CONCERN A customer may complain of a snapping or popping noise on turns from the front suspension. This typically occurs on sharp turns such as a parking lot maneuver. Have the technician duplicate the concern to verify the noise is coming from the front suspension.

RECOMMENDATION/INSTRUCTIONS After the technician has duplicated the concern to verify the noise is coming from the front suspension, make sure are all components are torqued to specs. Also, a number of wheel bearings have been replaced with the thinking that was the root cause. In fact, the brake backing plates are popping over the mounting bolts when the suspension is flexed and the wheel is turned. To remove the backing plate, follow WIS path 9440/Front suspension/AdjustmentReplacement/Wheel Hub Front. NOTE: Do not replace wheel bearing or hub. After removal of the backing plate, have tech

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Hunter’s Quick Check inspection system, which performs a comprehensive vehicle inspection in under three minutes, uses new WinAlign 14 software to communicate with cutting-edge devices and provide valuable information about a vehicle’s alignment, brake performance, battery health, tire health and emissions. The Quick Check inspection system builds on Hunter’s patented alignment check system which measures alignment angles that affect tire life. The alignmentcheck takes only 58 seconds, and produces total toe and camber measurements for both axles.

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InCheck Service LLC introduces its Service Portal app for automotive repair shops. The main feature of the app is “My Garage,” which allows customers to track their vehicle’s progress while it’s being serviced in real time. Other features include upcoming maintenance reminders, a GPS locator and customer rewards programs. The app can be listed in both Apple and Google markets, and shops can customize it with logo, name and color scheme, plus various features. For more information, visit www.incheckservice.com. Reader Service: Go to www.bfeRAPIDRESPONSE.com

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BrakeLights

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in he said, "I felt a really bad vibration and realized I forgot to take it out of four-wheel drive. Then the front driveshaft flew off the car at 80 mph and now it feels a little low on power." He needed a new exhaust pipe, transfer case and driveshaft. â&#x2013;

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