Brake & Front End, September 2013 by Babcox Media

■ Why Bearings Fail

■ Chrysler Sebring Brake Job

■ VW Jetta + Golf Alignment Tips

MAGAZINE

BrakeandFrontEnd.com September 2013

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COVER STORY: Electric Parking Brake

CONTENTS 24

Electric Parking Brakes

Wheel Bearings

Can you release the brakes? Electric parking brakes were once only on luxury cars like Jaguars and Audis. Now they can be found on Chevys and Fords.

Why do bearings fail? At some point in time most wheel bearings will fail. Knowing how and why they failed can mean more life from the replacement.

Steering Geometry Diagnostics Going beyond caster, camber and toe.

The invisible angles made by knuckles, kingpins and steering arms are often misunderstood. These angles can influence tire wear, steering and handling. Publisher Jim Merle, ext. 280 email: jmerle@babcox.com

Managing Editor Tim Fritz, ext. 218 email: tfritz@babcox.com

Ad Services (Materials) Cindy Ott, ext. 209 email: cott@babcox.com

Editor Andrew Markel, ext. 296 email: amarkel@babcox.com

Technical Editor Larry Carley

Circulation Manager Pat Robinson, ext. 276 email: probinson@babcox.com

Graphic Designer Dan Brennan, ext. 283 email: dbrennan@babcox.com

Subscription Services Maryellen Smith, ext. 288 email: msmith@babcox.com

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DEPARTMENTS Columns

Publication

ADVERTISING REPRESENTATIVES

8 Oil Change Invoice Rules 10 ASE Test Tip 12 Viewpoint 14 Gonzo’s Toolbox 16 Industry Review 22 Brake Job 28 Alignment Specs: VW 38 Brakes: Booster Modes 42 Tech Update 44 Tie Rod Ends 50 ABS/ESC: Tire Influence 54 TPMS: Spare Tires 62 Tech Tips 70 SHOP: Product Showcase 75 RAPID RESPONSE 76 Classifieds 80 Brake Lights

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IN THIS ISSUE:

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BRAKE & FRONT END (ISSN 0193-726X) (September 2013, Volume 85, Number 9): 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 44101-4755. VISA, MasterCard or American Express accepted.

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OilNews

INVOICE REQUIREMENTS

New Oil Change Invoice Requirements For Shops

our customer invoices might have to list the engine oil type, brand and other related information, according to a new recommendation by the U.S. Commerce Department’s National Institute of Standards and Technology (NIST) and the National Conference of Weights and Measures (NCWM). These recommendations became effective July 1, 2013, for states that approve, and are outlined in a section known as the Uniform Regulation for the Method of Sale of Commodities. But, it is still not clear how these recommendations will be enforced. “Last year (July 2012), the NCWM added a requirement to its existing model regulations for retailers that provide oil change services to provide consumers with a document that lists the oil’s manufacturer, brand name, SAE viscosity and service requirements as defined in API 1509, SAE J183 or ASTM D4485,” said Ron Hayes, chairman of the Fuels and Lubricants Subcommittee of NCWM. “This follows concerns expressed to

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the NCWM that some retailers may not have provided consumers with product-matching advertised specifications.”

Recommendations: • Oil change facilities and repair shops must disclose the engine oil brand name, SAE viscosity and API service category or categories on invoices or customer receipts. • The retailer must have labels on all containers, including bulk storage tanks, with the same information. • Oil suppliers must provide the information on delivery tickets to the retailer. • Effective Jan. 1, 2014, all delivery tickets must be retained at retail facilities for one year. • Labeling and disclosure on receipts are required for engine oil with obsolete API service categories with the appropriate cautionary language. To get more information on these uniform recommendations and to determine the status of your state, visit ASA’s legislative website at www.TakingTheHill.com. ■

QuickTips

SCAN TOOL MODES

ASE L1: Understanding Scan Tool Modes Section B, Item 8 of the ASE L1 certification task list states: “Interpret OBD II scan tool data stream, diagnostic trouble codes (DTCs), freeze-frame data, system monitors, monitor readiness indicators, and trip and drive cycle information to determine system condition and verify repair effectiveness.” What ASE is talking about are the modes of OBD II scan tool protocol. Modes are usually denoted by a dollar sign and a twodigit number. While most rookie technicians can use a scan tool without being aware of what the modes mean, L1 certified technicians should know what the modes are for advance diagnostic and tool usage for some undercar systems like ABS and emissions. Mode $01: Used to identify what powertrain information is available to the scan tool. Mode $02: Displays freeze-frame data. Mode $03: Lists the emission-related “confirmed” DTCs stored. It displays exact numeric, four-digit codes identifying the faults. Mode $04: This mode is used to clear emission-related diagnostic information. This includes clearing the stored pending/confirmed DTCs and freeze-frame data. Mode $05: Displays the oxygen sensor monitor screen and the tests. Mode $06: This type of information is a request for On-Board Monitoring Test Results for Continuously and Non-Continuously Monitored Systems. There are typically a minimum value, a maximum value and a current value for each non-continuous monitor. Mode $07: In this mode, the scan tool sends a request for emission-related DTCs detected during the current or last completed driving cycle. It enables the external test equipment to obtain “pending” DTCs detected during the current or last completed driving cycle for emission-related components/systems. This is used after a vehicle repair, and after clearing diagnostic information to see test results after a single driving cycle to determine if the repair has fixed the problem. Mode $08: Bi-directional testing of components. Mode $09: Retrieve vehicle information like the VIN and the calibration identification. Mode $0: Lists emission-related “permanent” DTCs stored. As per CARB, any DTC that is commanding the MIL on and is stored into non-volatile memory will be logged as a permanent fault code. ■ Go to www.bfeRAPIDRESPONSE.com

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Viewpoint

By Andrew Markel | Editor

‘Cash For Clunkers’ Cars Are Now Your Stimulus Package

n 2009, the Car Allowance Rebate System (CARS) or “Cash for Clunkers” incentivized drivers to trade in their gas guzzlers for more efficient vehicles. Most of these 690,114 vehicles are now four years old and have almost 50,000 miles on the odometer. This is a sweet spot you cannot ignore. Below are the top 10 selling cars for Cash for Clunkers: 1. Toyota Corolla 2. Honda Civic 3. Toyota Camry 4. Ford Focus 5. Hyundai Elantra 6. Nissan Versa 7. Toyota Prius 8. Honda Accord 9. Honda Fit 10. Ford Escape

If you look over the maintenance intervals for the top 10 vehicles, in the past four years these vehicles have not needed much more than oil changes and filter replacements. Hopefully, the drivers have abided by these intervals because seven out of the 10 vehicles on the list have maintenance indicator lights. In the past four years, most of these vehicles have developed undercar problems. Most of these vehicles have had their brake pads replaced at least once and the rotors are at the discard specifications, except

maybe the Prius. Four of the vehicles in the top 10 have had rear brake wear problems. Four cars on the list have also developed rear tire wear problems.

services to the customer. Sure these items could be ignored and the vehicle could run 100,000 miles without a problem, but after this, major part failures can be expected.

INSPECTING THE SWEET SPOT

THE SHIFT

These vehicles are a golden opportunity for undercarfocused shops. Even if the maintenance interval charts are sparse on replacement items, they are heavy on inspection for all the vehicles. At every oil change they recommend inspecting the brakes, chassis and tires. The sweet spot gets even better when you look at the 36,000-, 40,000- and 50,000-mile intervals. These inspections typically include most of the fluids, HVAC system, drivetrain and most mechanical systems. Belts, hoses and the battery also get special attention. The OEMs want you to inspect the items on the list so you can recommend the appropriate

I always hear the line, “cars are just built better.” The real truth is cars are just built different and they will also last longer creating more service opportunities. Most of these vehicles do not have big jobs written into the service interval charts. You have to inspect. The manufacturers have learned every driver and drive cycle is different. They also know vehicles are lasting twice as long and accumulating more miles per year than ever before. Instead of making blanket recommendations, they want technicians to inspect and make recommendations that can make the vehicle operate longer and be the most economically sound. ■

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Gonzo’s Toolbox

By Scott “Gonzo” Weaver Gonzosae@aol.com

LOST IN THE OWNER’S MANUAL I Know It’s Here, Somewhere...

ardly a day goes by when I’m not changing oil in a car. It’s a simple task to perform, but, today, you must also reset the oil reminder system. The procedure varies from model to model and year to year. Sometimes, I figure that since I’m right there by the car, I might as well find the owner’s manual (that little booklet that’s typically buried in the glove box under all those extra napkins, broken sunglasses and assorted paperwork) and look up the procedure myself. (And, sometimes, the car may be too new that the procedures are not yet in an online information system.) Oftentimes, I might even use it to find the exact amount of oil I need to add. But, for some reason, not one manufacturer can come up with a method of putting the information in one convenient spot. The information is included, but it’s hardly ever clearly placed where you can easily find it. And, you’d think with years of going through various owner’s manuals to find these reset procedures, or the vehicle’s oil quantity, that I’d have this down to an science. NOT! So, here I am, just another

day at the shop, doing another oil change, and, just like the last oil change, I’m sitting in the car flipping through page after page of that crazy book trying to find the right section. That might explain the crazy mechanic in the car, if you walked by right about then. You’d probably notice me shouting out a few comments about what I think of these poorly written vehicle exposés. It’s like a maze of confusing references from one page to another. Tell me, why do these owner’s manual writers make it so difficult to find such everyday information? I know it’s in there; probably one short paragraph describing a few steps you need to do to

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clear the warning light, but do you think they’ll put a reference to that particular page in the index? Good luck on that one. Of course, for a lot of the newer cars, you can reference a CD or go to a website where you can view the manual. To me, that just makes it even less likely that I’ll look. Instead, I’ll just go to my own computer and find the procedure in a repair information database. I’ve lost count of how many times that I think I’ve found the page with the information I needed, only to be directed to another section, which then leads me to an entirely different section. It’s just a pain in the dipstick to read these manuals sometimes, and that’s probably why most vehicle owners don’t read them at all. You know what these manufacturers need to do? They need to spice things up a bit, like hiring a professional drama writer to write the owner’s manual for them. I can’t say I’d sit down in my comfy chair next to the fireplace with a copy of Gone With The Owner’s Manual, but it wouldn’t hurt to make them more user-friendly, or we’d be back to square one. ■

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Industry Review

Federal-Mogul

Announces Wagner ThermoQuiet Is First Ceramic Full Line Brand Of Brake Pads To Achieve Low-Copper Certification Wagner ThermoQuiet CeramicNXT brake pads featuring Wagner OE21 formulations are the first full line of replacement ceramic pads to achieve low-copper certification, according to Federal-Mogul. Approval was provided by NSF International, an independent registrar overseeing manufacturer compliance with copper legislation. The official industry “LeafMark,” indicating compliance with 2021 legislative requirements, will now appear on Wagner ThermoQuiet CeramicNXT boxes. Reduction of copper content in vehicle friction materials is required with the recent passage of environmental legislation in California and Washington. This legislation mandates that the use of copper in new OE and replacement brake pads be reduced to less than 5 percent (“low-copper”) of material content by weight by Jan. 1, 2021. Federal-Mogul stated that, as a global leader in eco-friendly friction technology for original equipment (OE) manufacturers, the company developed OE21 low-copper formulations specifically for the Wagner ThermoQuiet aftermarket product line. These new ThermoQuiet low-copper ceramic pads are 35 percent quieter while providing 15 percent more stopping power and 40 percent greater fade resistance than previous formulations, according to the company. “These low-copper certifica-

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tions demonstrate that Wagner Brake is leading the way in addressing the latest environmental regulations. In addition, our engineers have redefined the science of ceramic friction technology by developing eco-friendly formulations that provide across-the-board improvements in overall braking performance,” said Martin Hendricks, vice president and general manager, braking, Federal-Mogul. Federal-Mogul says the Wagner OE21 formulations were developed through an advanced tribological “fingerprinting” process that enabled the company’s engineers to map the dynamic properties of copper in a full range of operating conditions and then identify alternative materials that provide superior NVH control, improved stopping power, reduced fade and outstanding dusting characteristics. To learn more about the proprietary OE21 low-copper friction formulations and Wagner ThermoQuiet CeramicNXT brake pads, visit www.WagnerBrake.com.

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Industry Review Airtex

Introduces New Mobile App To Scan Vehicle Identification Numbers Airtex Fuel Delivery Systems, one of the world’s leading manufacturers of fuel pumps, has introduced a new mobile application compatible with Apple iPhones. The app is available for free download in the Apple App Store. The new Airtex Fuel Delivery Systems VIN Scan App uses the smartphone’s camera to scan the vehicle identification number, saving the user the time and trouble of punching in multiple numbers. Once the VIN is scanned, the app takes the user to the Airtex product catalog for that specific vehicle, displaying the fuel pump needed, technical specifications and where to buy. The app also can be used to search for Airtex products by entering the part number or year, make and model of the vehicle. The new Airtex VIN Scan App includes numerous customer support resources like downloads, videos and access to free technical support, providing counter professionals, technicians and do-it-yourselfers with real-time educational assistance, diagnostic training, technical tips and common diagnostic procedures. “We are committed to providing unmatched customer service and technical support," said Brandon Kight, director of marketing and program development at Airtex Fuel Delivery Systems and ASC Industries. “This app allows our customers to save a lot of the time and hassle associated with finding the right part. With this VIN Scan App, it literally takes only a few seconds to scan the VIN and know the fuel pump that you need. All of the part-specific technical support videos and resources are right there, which will provide all the knowledge needed to do the job right the first time.”

Fall Promotion Rewards Consumers For Walker Direct-Fit Catalytic Converter Purchases Consumers can receive a $40 Visa prepaid card for a Walker direct-fit catalytic converter purchased between September 1 and October 31, 2013, through Tenneco’s Walker “Ultra Rewards!” promotion. Available at participating automotive service locations nationwide, the Walker “Ultra Rewards!” incentive offers a $40 Visa prepaid card to consumers who purchase a qualifying Walker direct-fit catalytic converter or Walker CalCat direct-fit catalytic converter. “Through the ‘Ultra Rewards!’ promotion, consumers can get a significant savings on Walker direct-fit converters,” said 18 September 2013 | BrakeandFrontEnd.com

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Industry Review Sheryl Bomia, North American programs manager, Tenneco. “Walker products include the latest in emissions control technology and are available for a full range of late-model vehicles.” Engineered to meet CARB requirements, Walker CalCat converters are available for sale in all 50 states and Canada. Tenneco backs qualifying Walker products with an exclusive Safe & Sound Guarantee 90-day consumer cash-back offer. For specific details about the guarantee, visit www.WalkerExhaust.com. For specific qualifying Walker products, go to www.WalkerExhaust.com after September 1, 2013. To obtain necessary Walker Ultra Rewards! promotion forms, visit the Walker website after September 1, 2013. All submission forms must be postmarked by December 2, 2013, to qualify. To learn more about Walker emissions control products and the latest Walker components for today’s vehicles, please contact your Walker supplier or use the brand’s comprehensive, user-friendly electronic catalog at www.walkerexhaust.com. To locate a Walker authorized reseller, visit www.WalkerExhaust.com and search using the “Dealer Locator.”

The Original Gabriel Launches 'Legendary Sales Event' Gabriel (Ride Control LLC) has announced the launch of its national “Legendary Sales Event,” offering consumers a mail-in rebate of up to $125 when they purchase four qualifying Gabriel-branded ride control products between Sept. 1 and Oct. 31. Consumers are eligible for a 20 percent mailin rebate when they purchase a combination of any four qualifying Gabriel ReadyMount, Ultra, MaxControl or Strut Mount products between Sept. 1 and Oct. 31, 2013, up to a maximum rebate value of $125. Every day, thousands of motorists may not even realize they are riding on shocks and struts that have significantly deteriorated. In emergency maneuvers, these worn shocks can lengthen braking distances and affect handling and stability. To help consumers spot the signs of worn shocks and struts, Gabriel has developed a new video, “Top Ten Warning Signs of Worn Shocks and Struts.” It is available to view at the Answerman Video section of Gabriel’s website or on YouTube at TheOriginalGabriel channel. “As the originator of the first shock for automotive use, Gabriel is committed to providing the high-quality product and line that has made it a legend in the industry since 1907," said Michael Lipski, vice president of sales and marketing, Ride Control LLC. "With maximum savings of up to $125, The Original Gabriel’s ‘Legendary Sales Event’ helps the consumer replace their shocks in preparation for tougher fall and winter driving conditions.” Gabriel has created “Legendary Fall Sales Event” kits for participating shops that includes a poster and rebate pad. To receive a kit, call 1-800-2515932. Details of the sales event, qualifying products, rules and rebate forms are available at www.Gabriel.com. ■ Go to www.bfeRAPIDRESPONSE.com

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Brake Job

2000-2006

Chrysler Sebring

The second-generation Chrysler Sebring brakes are problem free when compared to the previous generation. There are very few reports online about pulsation problems that seemed to plague the previous generation.

FRONT BRAKES The 2000-2006 Sebring front brakes can have different caliper designs depending on the engine and model year, and even if it is a convertible. Make sure the parts store has all the information before you order parts. Most of the rotors are the same diameter, but, year-toyear, Chrysler changed the thickness specifications. Some aftermarket suppliers have created a single part number to reduce inventory. Because of this, it is best to use the discard specification stamped on the rotor and not the specification in the manual. All brake calipers are the low-drag type utilizing a single-piston floating design. There are two different caliper guide pin bolts used at each brake caliper, one of which has a sleeve at the tip of the guide pin. It is there for anti-

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rattle and noise suppression issues and must be placed correctly to work properly. At each front brake caliper, this bolt is placed at the upper location. If any of the boots and seals that keep the grease in the guide pins are worn or leaking, buy a new hardware kit.

REAR DISC BRAKES The rear brakes use a conventional single-piston caliper with the parking brake in the drum of the rotorâ&#x20AC;&#x2122;s hat. The drum has two shoes and an adjuster. Install the adjuster so that the shoe adjusting bolt of the left hand wheel is attached towards the front of the vehicle, and the shoe adjusting bolt of right hand wheel is towards the rear of the vehicle. There should be no drag on the rear rotor and the leaver should fully engage after 3-5 clicks.

REAR DRUMS The drum brakes are all twoshoe, internal-expanding type with an automatic adjuster screw. After replacing the shoes, road test vehicle stopping in both forward and reverse directions. The automatic-adjuster will continue to adjust brakes as necessary during the road test. Adjust the brake shoes to the drum diameter using a brake shoe gauge. The brake drums should lightly drag on the shoes. Further adjustments may be done using the adjustment procedure as necessary. To adjust the shoe diameter, turn the adjuster wheel using a screwdriver inserted through the adjusting hole in the rear of the shoe support plate. Once the tip of the screwdriver contacts the adjuster wheel teeth, move the handle of the tool upward using the support plate as a pivot to adjust the

Brake Job shoes outward. To back the shoes off, push on the pawl with the screwdriver to disengage it from the adjuster wheel teeth, rotate the wheel upward to back off the adjustment using another screwdriver or a brake adjuster tool.

PADS Brake pads must be replaced when usable material on a brake pad lining measured at its thinnest point measures 2 mm millimeter (0.04 inch) or less. It is important to inspect both front and rear brake pads during the same inspection. Front disc brakes are equipped with an audible wear indicator on the left side inboard brake pad only. The right side pads do not include an audible wear indicator. Rear disc brakes are equipped with audible wear indicators on both left side and right side inboard brake pads. â&#x2013;

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Parking Brake

Parking Brakes A

recent variation is the electric parking brake. First installed in 2001, electric brakes have since appeared in a number of vehicles, including: • 2011-current Buick Regal; • 2010-current Chevy Volt; • 2001-current Audi A4, A5, A6 and A8; • 2010 Subaru Legacy and Outback; • 2002-current BMW 7 Series and 5 Series; • Lincoln LS; • Jaguar S-Type, XF and XJ; • 2003-current Volkswagen models; and • 2009 Buick LaCrosse and Cadillac CTS.

THE BASICS

There are two variations of the system available. In the more-traditional “cablepulling” type, an electric motor simply pulls the emergency brake cable rather than a mechanical handle in the cabin. A more complex unit uses two computer-controlled motors attached to the rear brake calipers to activate it. It is expected that these systems will incorporate other features in the future. Some automakers already have a system where the emergency brake initiates when the car stops and then goes off as soon as the gas pedal is pressed preventing the car from rolling downhill.

Most electric parking brakeequipped vehicles work the same way most conventional systems work, except there is an electric motor actuating the cable or piston. Most motorists seldom use their parking brakes. It is a required safety device and must work properly when called upon to keep a vehicle stationary. The main function of the parking brake is to prevent the vehicle from rolling when it is parked. PARK serves the same purpose in vehicles with automatic transmissions as leaving a manual transmission in gear. So, to many people, the parking brake seems redundant. Even so, it should be used — at

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least occasionally. When the parking brake is seldomly used, one of two things can happen: it may stick and not release when applied, or it may allow brake pedal travel to increase. Using the parking brake helps keep the cables freed up so corrosion can’t build up and cause the cables to bind. Applying the parking brake also works the self-adjusters in the rear brakes and helps keep the linings in drum brakes properly adjusted for minimum pedal travel. On cars with four-wheel disc brakes and locking rear calipers, using the parking brake keeps the threaded selfadjusting mechanisms inside the rear caliper pistons work-

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Parking Brake ing freely to compensate for pad wear. The parking brake also has a secondary purpose. It’s also an emergency brake. Should both hydraulic circuits fail, the driver can always yank on the parking brake to slow the vehicle down. The stopping power provided by the rear brakes is marginal, but better than nothing.

hand levers should travel only about four or five “clicks” when properly adjusted.

ADJUSTMENT On rear disc brake applications with mini-drums

The parking brake system is pretty simple. On vehicles with rear drum brakes, applying the parking brake pulls a pair of cables that are attached to arms on the secondary brake shoes. This forces both pairs of shoes outward against the drums to lock the brakes. On four-wheel disc brake applications, the disc brake pads are pushed against the rotor by the caliper pistons. This requires either a cam or screw mechanism inside the caliper piston that pushes the piston out and holds it there, or a mini-drum brake inside the rear rotor. On rear disc brake applications with locking calipers, the adjustment of the parking brake cable is especially important. If the cable is adjusted too tight, there may not be sufficient travel to work the selfadjusters and/or the brakes may drag. If the cable is adjusted too loose, the parking brake may not hold the vehicle. As a rule, most Reader Service: Go to www.bfeRAPIDRESPONSE.com

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BrakeandFrontEnd.com 25

Parking Brake

in the rotors, the parking brake works like a conventional duo-servo drum parking brake. Pulling the cable forces the shoes outward against the drum to lock the wheel. But unlike a full-sized drum brake, there’s no self-adjuster mechanism for the star wheel to compensate for shoe wear. The only time the parking brake is applied is when the vehicle is at rest, so the shoes should last the life of the vehicle unless the parking brake is not releasing causing the shoes to drag. The thickness of the shoe linings doesn’t really matter as long as there is enough lining left to hold the car on an incline with normal cable travel. On most vehicles, the left and right parking brake cables come together and are attached to a lever linkage called an “equalizer” yoke under the vehicle. The equalizer yoke balances, or equalizes, the amount of force that’s applied to both cables when the parking brake is applied. The equalizer linkage, in turn, is connected to a single cable that runs to the parking brake lever or pedal. An adjustment screw may be located on the front cable where it connects to the equalizer, or where the cable attaches to the parking brake lever. 26 September 2013 | BrakeandFrontEnd.com

On conventional systems and electric systems, equalizer linkage can also rust up, interfering with proper application and release. Also, inspect the hinge pivot because it can break loose, rendering the parking brake useless. When doing a brake job, therefore, always check the operation of both parking brake cables and the equalizer linkage. Apply the parking brake to see if the linkage is working properly and that the brakes will hold the vehicle. Then, check to see that the brakes release fully. If there’s any binding and/or corrosion, clean and lubricate the cables (if possible) or replace them. Also, lubricate the pivot point on the equalizer linkage. On electric systems, the actuator will adjust for cable stretch over time. But, it can only compensate so far. To service electric parking brake systems, it requires a scan tool. Do not try jumping 12 volts to the various pins of the connectors to extend or retract the piston or cables. Chances are you will set a malfunction code and turn on the brake light when the EBCM exercises the unit for the first time. The worst case scenario is that you could damage the unit. ■

Alignment Spec Sponsored by:

VW Jetta & Golf

ost entry-level VW models featured the same basic suspension used from the advent of the original VW Rabbit. About the only change was from a rear strut suspension to a separate coil spring and shock absorber in the rear. Used for all models of the Golf, Jetta, New Beetle and the Audi TT, this suspension is simple, durable and easy to repair. There is still a beam axle in the rear of pre-2006 FWD cars. For 2006, the A5 platform went to a multi-link rear suspension design that resembles

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the Ford Focus down to the blade-shaped upper control arms. Also, the front suspension knuckles resemble the Ford Focus design.

BEAM AXLES Pay attention to the alignment angles, like toe and camber, for an indication of the health of the axle. Very few cases of corrosion have been reported with VW beam axles. The most common failure involves the bushings that connect the rear axle to the body. Bad bushings cause noise, thrust angle and setback problems. Check the rear spring insulators

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Alignment Spec for damage and dry rot. Also, make sure the lower bushings and upper shock mounts do not show wear or signs of bottoming out. The majority of beam axle vehicles can be adjusted by inserting a shim between the axle and wheel bearing hub unit. This can offer some degree of adjustment. If the axle is way beyond adjustment, replacement is necessary.

MULTI-LINK REAR SUSPENSIONS The VW A5 platform for the Golf, Jetta and Audi TT abandoned the rear beam axle for a multi-link system with trailing and lateral links. The main wear points of the suspension are the bushings. Check for wear and any

signs of movement in outboard upper and lower control arms. As the bushings age, the extra compliance can cause toe and camber angle to exceed specifications. The A5 platform has adjustment built into the rear suspension. An eccentric bolt on the upper control armâ&#x20AC;&#x2122;s inboard mount controls the camber. The lower lateral linkâ&#x20AC;&#x2122;s inboard bushing includes an eccentric to adjust the toe.

FRONT SUSPENSION In the front, all Jettas and Golfs have a very basic strut assembly with a lower control arm with two inner bushings and a bolted-on ball joint at the bearing carrier. Nothing could be simpler; even the sway bar is relatively easy to remove and install. About the only weak points are the ball joints, as they are tiny and, with the additional horsepower, larger wheels, tires and brakes, they are prone to failure. The fourth-generation platform was known to have problems with the suspension cradle shifting and changing the suspension angles. Often, the bushings are to blame. Some customers may complain of a popping or banging

30 September 2013 | BrakeandFrontEnd.com

during turns in the foot well area. Oil and transmission fluid leaks can often cause the bushings to fail. Before replacing these bushings, make sure the leaks are resolved. The A5 or fifth generation platform also had suspension subframe complaints. The driver may complain of popping or banging in the foot well area. The problem is often the fasteners that hold the sub-frame to the body. These bolts are torque-to-yield bolts that can work loose over time. This allows the sub-frame to move against the body and cause noise. If you see a case of this, it is recommended to replace the bolts and re-torque bolts using the proper procedure.

Alignment Spec shifting the sub-frame. If you do see a late model VW with the camber out of specification, look for damaged parts first.

STEERING ANGLE SENSORS

With every generation of the Jetta and Golf, the method of adjusting the camber has gone from easy to difficult to impossible. On pre-1998 vehicles, the camber could be adjusted by slotting the lower strut mounting bolts or by the use of a cam bolt. In 1999, VW said the camber was not adjustable, but could be changed slightly by moving the engine cradle. But, some aftermarket companies introduced upper strut mounts that could change the camber by ±1º. In 2006, the only way to change the camber was by

After a minimal alignment, it is not required to reset the steering position sensor with a scan tool. The lateral accelerometer and yaw sensor will compensate for minor changes in the steering angle after one drive cycle. If an extreme toe angle adjustment was performed or if steering column and/or rack was replaced, it is required to perform a calibration procedure. On vehicles with HID headlights, there is a link on the left front control arm that controls the angle of the lights depending on the attitude of the vehicle. The link is prone to damage and become detached. Always inspect this linkage and replace if necessary. Also, the sensor can be calibrated with a scan tool. ■

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Wheel End

Why Bearings Fail By Andrew Markel, Editor

he inside of a bearing can be a hot place. When a bearing is cooling off, the contracting metal, air and lubricant can create a vacuum that is hopefully held by the seals. If the seals are worn and canâ&#x20AC;&#x2122;t hold the vacuum, the bearing or sealed hub unit will suck in outside air, debris and water. In some parts of the country that use salt on the roads, it is almost as bad as ocean water on wheel bearings. As these contaminants circulate through the grease and between the races and bearings, the components wear and possibly change their metallurgy. A driver may notice noise coming from the vicinity of the wheel, maybe some steering wander or looseness in the steering, and abnormal tread wear on the front tires. The noise may change when turning, or become louder or even disappear at certain speeds. This noise should not be confused with the clicks and pops produced by a worn outer CV joint on a FWD car. A bad outer CV joint usually only makes noise when turning, not when driving straight ahead. Once a bearing is worn, the wear rate is accelerated by seals that no longer keep out

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Wheel End contaminants, and increased heat may breakdown and eventually expel the lubricants. This is a slippery slope that could quickly lead to catastrophic failure.

LOOKING CLOSER When a bearing wears out, it is usually a case of inadequate lubrication, faulty installation or improper adjustment. For the repair to be successful, you must first determine why the previous bearing failed. For sealed hub units, examining the internal bearings and races is impossible. Interview the customer to find out what kind of roads they drive on. Also, ask what types of loads they carry. If the customer overloads the vehicle, bearing damage could be inevitable. The most common failure pattern for bearings is for those on the passenger side of the vehicle to fail first. The passenger side bearings are exposed to the most standing water in the gutter. If the bearings on the driver side of the vehicle fail first, take an extremely close look at the passenger side bearings, failure may not be far behind.

METALLURGY Most bearing components are heat-treated to harden the metal. But, the heat-treating can only penetrate so far into the metal. Once the bearing has worn through this layer, rapid and catastrophic wear occurs to the softer metal below. This type of fatigue failure is called “spalling.” This kind of damage causes the metal to come off in

Figure 1

Figure 2

Figure 3

Figure 4

flakes (Figures 1, 2 and 3). If a bearing overheats, the hot lubricant breaks down and can cause scoring and even etching of the bearing surfaces. Also, water and other corrosive elements can create this condition, which lead to spalling down the road (see Figure 4). Burned or oxidized lubricant may leave a dark coating on bearing surfaces (Figure 5). Remember that with tapered roller bearings, excessive pre-load can mimic this same damage. If a bearing gets really hot, cages and seals could be deformed and leading to bearing lock-up (Figures 6 and 7 on page 36). Seals are critical components for the longevity of a bearing. If contaminants from the outside find their way inside, this could cause a wear pattern called bruising (Figure 8 on page 36). Never re-use seals. Used seals can leak and contaminate brake linings or cause premature bearing failure. Bearings are precision products that require complex manufacturing processes. Inferior bearings that use low-quality steel and have poor heat-treating can wear and spall prematurely. Also, the poor quality steel may have inclusions of hard or soft metal that can cause a premature failure (Figure 9 on page 36). In summary, an inexpensive bearing may look the same as a high-quality bearing, but it is what you can’t see that makes a difference between a comeback and a satisfied customer.

ADJUSTING Figure 5

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Overtightening adjustable tapered roller bearings is a com-

Wheel End mon error that can lead to premature failure. Tapered roller bearings on the front of RWD

Figure 6

vehicles are never preloaded. Theyâ&#x20AC;&#x2122;re snugged up with no more than 15 to 20 ft. lbs. of torque while rotating the wheel to make sure the bearings are seated. Then the adjustment nut is loosened 1/6 to 1/4 turn, and locked in place with a new cotter pin. As a rule, endplay should be about 0.001 to 0.005 inches. There should be no play on most FWD cars, but up to 0.010 inch of play in the front bearings may be acceptable on RWD cars and trucks with adjustable bearings.

Figure 7

Figure 8

Figure 9

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On FWD cars with adjustable tapered roller rear wheel bearings, the bearing adjustment procedure is usually the same as with RWD vehicles (zero preload), but some do require a slight pre-load. Ford, for example, says the rear wheel bearings on older Taurus models should be lightly preloaded to 24 to 28 in. lbs. (2 ft. lbs.). The replacement market for wheel bearing and hub assemblies is estimated to be $120 million annually. Yet, many wheel bearings that may need to be replaced are not because they are overlooked when other service and repair is being performed on a vehicle. â&#x2013;

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Brakes

Brake Booster and the Barometer By

Gene Markel

Contributing Editor

n school, I took physics and wondered if I would ever use all the scientific stuff. All of that stuff is kind of important if you want to know how altitude can affect the performance of a vacuum brake booster, engine, your body and a whole lot of other stuff. Atmospheric pressure is measured as a differential between a vacuum and the atmosphere. In 1643, Evangelista Torricelli invented the barometer. It was made of a glass tube sealed at one end filled with Mercury (Hg) and the open end placed in a dish of Mercury. The weight of the created a vacuum at the top of the tube and atmospheric pressure on the dish of mercury forced the Mercury to rise 29.53 inches in the tube. To this day meteorologists use this measurement in forecasting weather. There is a need to convert barometric pressure into a dimension that can be used to measure the force of atmospheric pressure. Atmospheric pressure can be converted to 14.7 pounds per square inch of pressure at sea level. In 1929, atmospheric pressure was given a scientific unit of “bar.” One bar is equal

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to 14.504 pounds per square inch. Table 1 shows how atmospheric pressure changes with altitude and temperature. Today, the Pascal (Pa) is the scientific unit to measure barometric pressure. One bar is equal to 100,000 Pascals or 100 Kilo Pascals (100 Kpa). This is the unit of barometric pressure used in the scan tool. Since the 1980s, a barometric pressure or Baro sensor, or Manifold Absolute Pressure (MAP) sensor is used to measure barometric pressure for engine emissions control. This information can be shared with other controllers on the buss. The MAP sensor is actually a Baro sensor attached to the intake manifold. When the ignition is turned on, the controller measures barometric pressure and stores it in memory. The controller then measures the differential from atmospheric pressure to manifold pressure. The MAP and Baro sensors are constructed of a vacuum chamber and diaphragm that is connected to the intake manifold. The differential in pressure between the vacuum chamber and manifold vacuum changes the resistance of the

diaphragm and voltage signal to the controller (Figure 1).

APPLYING THE SCIENTIFIC STUFF Atmospheric pressure and engine manifold vacuum are the two factors that make a brake booster work. The pressure differential created on either side of the diaphragm(s) in the booster produces a force on the piston of the master cylinder. If engine manifold vacuum is 20 inches Hg or 68 Kpa at sea level, the booster is capable of exerting 9.8-PSI ± 0.5 PSI on the diaphragm of the booster. There is 53.6 square inches of surface on an 8.5-inch booster diaphragm. Multiplying the surface of the diaphragm X, the pressure

Brakes Figure 1: MAP sensor

available would equal total output of 525 pounds of force on the master cylinder pistons at a 100% apply of the booster. As altitude increases, barometric pressure is reduced. Zero atmospheric pressure occurs at approximately 30 miles or 158,400 feet above sea level. In Denver, CO, atmospheric pressure is 17% less than at sea level. Table 1 shows how atmospheric pressure changes with altitude and temperature. If a vacuum-assisted brake booster is rated at 100% efficient at sea level, its efficiency is reduced by 17% at the State Capitol building in the mile high city of Denver, CO. In Denver, it would be 436 pounds of force at atmospheric apply. Most stops use approximately 20 to 40% of the atmospheric pressure differential to stop the vehicle. A stop from 30 mph requires 20% of an atmospheric apply in Denver that would equate to 87 pounds of force on the master cylinder pistons. The 87 pounds of force transferred a 0.75 (19mm) master cylinder

piston would equal 38 psi of hydraulic pressure. The area of a circle is calculated as A=r2. The hydraulic pressure is applied to calipers with 2â&#x20AC;? (50.8mm) diameter. This would generate 119 pounds of force on the brake pads.

Figure 2: Teves Master Cylinder

BOOSTER OPERATION There are two types of booster units. The most common is the single diaphragm used for compact vehicle applications. It has a single vacuum and pressure chamber. The tandem is the second type unit is used for full size vehicles, light trucks and SUVs (Figure 2). It uses three diaphragms to form two vacuum and pressure chambers. There are four modes of operation for a vacuum brake booster

during a brake application. They are rest, apply, hold or balance, and release. In apply mode, the pressure from the brake pedal causes the push rod to move the treadle valve forward and close the vacuum port to the vacuum diaphragm chambers and isolate the vent valve. As the push rod continues to move forward, it opens the vent valve to atmospheric pressure and pressurizes the boost chamber(s) to create a force on the diaphragm(s), power piston, and push rod connected to the master cylinder pistons. In hold or balance mode, the pressure generated by the brake pedal push rod and pressure from the master cylinder piston push rod equalize. This causes the treadle valve to close the vent valve to maintain the power piston a pressure differential assist to the master cylinder. Release and rest mode are the same. When the pressure generated by the pedal is released, the vacuum valve opens, the pressure from the boost chamber(s) is evacuated, and the power piston is returned to its rest position by the spring in the main vacuum chamber (Figure 3). The vacuum check valve is a key component to the operation of the booster. A leak in the valve can cause a reduction in the performance of the booster and increase pedal travel. A manifold vacuum of 20â&#x20AC;? Hg or greater can be achieved during engine deceleration. The booster chambers BrakeandFrontEnd.com 39

Brakes can be evacuated and retained at this pressure by a properly operating check valve. Anti-lock brake systems (ABS) and Electronic Stability Programs (ESP) will function at their best when full vacuum boost is applied. A Brake Assist System (BAS) utilizes a mechanical or electromechanical function to apply a 100% vacuum/pressure assist. In an emergency stop where the brake pedal is rapidly depressed, the vacuum booster may not be able to react fast enough to apply adequate force to the master cylinder to provide the shortest stopping distance. The BAS is an enhancement to ABS, ESP and Adaptive Cruise Control (ACC). The BAS brake booster unit will contain additional components. The Continental Teves unit is used on full-size vehicles. It uses a brake apply/release switch, diaphragm travel sensor and a solenoid winding. The brake apply/release switch closes when the brakes are applied. The diaphragm travel sensor

Figure 3 measures the speed at which the brakes are being applied. If a rapid/emergency brake apply is sensed, the BAS controller will energize the solenoid winding to increase the apply pressure on the master cylinder push rod. This BAS is active at speeds above 5 mph and there are no fault codes present in the controller. The TRW Mechanical Brake Assist (MBA) uses a permanent magnet to engage maximum assist for

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Brakes emergency stops in a single diaphragm unit (Figure 4). The Adaptive Cruise Control (ACC) is a system that uses a radar sensor to calculate the distance between the ACC vehicle and vehicle traffic within range of the radar signal that can be one tenth of a mile. The system will match the speed of the vehicle by reducing the throttle

Figure 4: TRW Mechanical Brake Assist. Notice the magnet that can control boost levels. and/or applying the brakes without requiring the driver to brake or adjust the cruise control settings. The BAS can implement ACC braking. Other methods can use a pump to supply a hydraulic brake apply. In the case of the BAS, the ACC will send a message to the BAS controller and it will activate the solenoid and apply and release the brakes. A change in throttle position from the driver will also disengage the auto braking function. When the driver throttle input is released and cruise speed is resumed, the auto braking function is reactivated. â&#x2013;

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TPMS

First Frost TPMS Troubles

easonal temperature change can dramatically alter tire pressure, which can cause the tire pressure warning lamp to illuminate. Tire temperature is dependent on “cold” tire pressure, driving distance and speed, ambient temperature and road surface temperature. As the temperature of the tire changes, air in the tire expands and contracts, changing the tire’s air pressure. The cold tire pressure for all models will vary and will need to be adjusted accordingly. “Cold” tire pressure, as shown on the tire pressure label on our vehicles, is generally considered to be the pressure in a tire that has not been driven in the past 4 hours and has been parked outdoors. The tire pressures must be set with the tire pressure marked on

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the placard. Tires are then adjusted according to the current conditions to ensure that the TPMS light does not illuminate unnecessarily. If a vehicle has been parked overnight outside shop (vehicle has “cold” tires) and tire pressures are set to 31.9 psi. Shop temperature is 68°F and expected lowest ambient temperature in the local area is to be 14°F. Subtract the expected lowest temperature (14 F) from the shop temperature (68°F) = 54°F. Using the tire pressure chart, find the intersection of the cold tire line at the point corresponding to 54°F and read off the value on the tire pressure change axis. In this case, it would be about 4.9 psi. The tires should be filled to: 31.9 + 4.9 psi = 36.8 psi. ■

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Diagnostic Solutions

By Gary Goms, Import Specialist Contributor

Steering Geometry Diagnostics W hen many of us started our careers in the wheel alignment trade, we inevitably experienced a vehicle that would come back with steering quality complaints or unevenly worn tires after having had the caster, camber and toe angle adjusted to specification. Tire casing problems aside, the fault would nearly always be found in defective steering geometry caused by a bent steering knuckle assembly. Bent steering knuckle assemblies are easy to ignore simply because they do require extra time and effort to measure and evaluate in today’s fast-paced undercar service market. Nevertheless, the symptoms of bent steering knuckles are easy to spot, especially if we do a thorough pre-alignment inspection.

CASTER, CAMBER AND TOE Let’s begin with a recap of caster, camber and toe angles. Positive caster angle is best illustrated by the rearward tilt of the steering fork on a bicycle. Positive caster obviously places the front wheel ahead of its pivot point and most vehicles are designed with positive caster angle. In contrast, negative caster angle is best illustrated by the casters on your tool box trail-

Photo 1: SAI is easy to understand if an imaginary line is drawn through the upper and lower ball joints on this four-wheel-drive front axle.

ing their pivot points. When weight is applied to the two front wheels of a vehicle, positive or negative caster forces the front wheels to a centered position. Caster angle, therefore, helps reduce steering wander or the need to constantly steer the vehicle. Camber is the vertical position of the wheels in relation to the road surface. Negative camber results when the tops of the two front wheels tilt inward toward the chassis centerline. Positive camber results when the tops of the wheels tilt outward from the chassis centerline. Positive camber works in conjunction with king pin or steering axis inclination (SAI)

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to reduce steering effort. On older vehicles with individually replaceable wheel bearings, positive camber places the vehicle weight squarely on the larger inner wheel bearing. Toe is the most critical tirewearing angle. Wheels pointed inward from the centerline are “toed” in, wheels pointed outward from centerline are “toed” out. A slight amount of toe-in is required to prevent the front wheels from following ruts or contours in the road. Slight amounts of toe-in also compensate for flexing and wear in the tie rods and tie rod ends, as well as for minor changes in suspension height and geometry.

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Diagnostic Solutions SAI AND STEERING RADIUS Two steering geometry angles, SAI and steering radius, are built into the steering knuckle and are, therefore, nonadjustable. In the real world, defects in SAI and steering radius often go unnoticed if the vehicle is driven primarily on four-lane, interstatestyle highways. On the other hand, if the vehicle is primarily driven through many turns on Photo 2: Although this suspension is essentially city streets, defects in SAI a â&#x20AC;&#x153;coil-overâ&#x20AC;? design, it still follows the same and steering radius might rules of steering geometry design. show up immediately. The upper ball joint or strut nation with the caster angle to support bearing on a front susreach equilibrium on both pension is closer to the chassis wheels. Again, SAI combines centerline than the lower ball with caster angle to reduce steerjoint. An imaginary line drawn ing wander. through the upper strut support Last, SAI and caster angle genbearing or ball joint and lower erally increase the positive camball joint should theoretically ber angle of the inside tire and intersect with the centerline of decreases positive camber angle the tire at the point of road conof the outside tire during a turn. tact. See Photo 1. This camber change counteracts SAI consequently allows the the tendency of the tire tread to wheel to pivot on its centerline. lift from the road surface during If the SAI is incorrect, the tires a turn. begin to swing in a radius STEERING RADIUS around this theoretical pivot Because the inside wheel turns point. Incorrect SAI caused by through a shorter radius than the bent struts, bent spindles or outside wheel, the steering sysexcessively offset wheels will tem must change from toe-in to result in greater steering effort toe-out to reduce tire scrub when and accelerated suspension navigating a sharp corner. The system wear. See Photo 2. portion of steering knuckle SAI also tends to return the responsible for turning the inner front wheels to center because, wheel through a sharper turning when combined with caster radius is the steering arm, which angle, SAI tends to apply more connects the tie rod end to the weight on the inside front wheel steering knuckle. See Photos 3 by lifting the chassis an inch or two. At center, SAI acts in combi- and 4 on page 48. Go to www.bfeRAPIDRESPONSE.com

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Diagnostic Solutions The angle of the steering arm intersects the vehicle centerline at approximately the length of the vehicle’s wheelbase. The angle of the steering arms allows the rear wheels to track more closely with the front when turning a corner. The actual process of going from toe-in (or toe zero) to toeout when navigating a turn is known as the Ackerman Effect, which causes the inner front wheel to toe out about two degrees more than the outer front wheel on a 20-degree turning radius. See Photo 5. The Ackerman Effect, like most alignment angles, is always a compromise between different

Photo 3: An imaginary line drawn from the center of driving conditions. A rear axle through the tie rod end should closely the NASCAR Toyota, for intersect with the steering knuckle pivot point. example, might have very little Ackerman angle because the car is driven through long, sweeping curves, often at a slight drift angle. In this case, two degrees of Ackerman would increase tire wear and negatively affect the driver’s control of the vehicle. Most NASCAR vehicles feature a slotted steering arm that allows Ackerman angle to be adjusted on each steering arm to meet track conditions. At the other extreme, a metroarea delivery van steering around 90degree street corners and into very confined turn-around Photo 4: The angle of the steering arm on front-steer areas would need at vehicles should intersect with the vehicle centerline least two degrees difin front of the vehicle at about the length of the ferential in Ackerman vehicle’s wheelbase. angle to make precise and were very sensitive to incorturns and reduce front tire wear. If our prototype delivery van did- rect camber and toe angles. The bias-ply belted tires of the 1970s n’t have a sufficient Ackerman and ’80s were improved designs, angle, the vehicle would tend to “push” going around a sharp cor- but often produced inner rib wear and other tire wear anomalies ner, which would result in poor steering response and accelerated when mated with steering geometries designed for bias-ply tires. tire wear. Current passenger tire designs TIRE ISSUES generally use a very flexible sideWhile space doesn’t allow a com- wall and firm tread belt. Flexible plete discussion of tire wear diagsidewalls tend to make the tire nostics, keep in mind that the old less sensitive to the negative cambias-ply designs of the ’60s prober and high caster angles used in duced very high rolling friction modern steering geometries.

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48 September 2013 | BrakeandFrontEnd.com

Diagnostic Solutions Always inspect tire pressure before road testing, as well as the tires for matching casing design, size and tread pattern. Test for loose steering components by rocking the steering wheel key-on, engine off. Badly worn steering shaft couplers and tie rod ends will generally make a knocking sound.

Photo 6: Notice that the inner tread rib of this tire isn’t contacting the floor. The wear on the inner rib could be caused by excessive negative camber or toe angle.

Photo 5: The Ackerman Effect becomes very apparent once the vehicle is placed on a lift with the front wheels turned to full lock.

Negative camber angles are used in modern steering geometry because they greatly increase the tread contact pattern at high cornering speeds. Increased caster angle complements this effect and, thus, improves steering quality and response. Because modern suspension systems are more stable and produce much less toe variation in response to changes in suspension height, toe angles themselves have been reduced in most cases. Always inspect tire pressure before road testing, as well as the tires for matching casing design, size and tread pattern. Test for loose steering components by rocking the steering wheel key-on, engine off. Badly worn steering shaft couplers and tie rod

ends will generally make a knocking sound. The steering should be checked hands-off when starting the engine. If the steering wheel rocks as the engine starts, the pressure metering system in the power steering gear might be defective. Next, turn the steering wheel lock-to-lock several times with the engine running. The steering response should be smooth and noise-free. The vehicle’s sideto-side ride height should also change equally. If it doesn’t, suspect a bent steering knuckle or strut. Once moving, lightly tap the brake pedal to ensure that the brake calipers are releasing correctly. If a momentary steering pull develops, it’s likely that a caliper is sticking. See Photo 6. If a large parking lot is available, turn the vehicle in a full-lock position in both directions. If the steering geometry is correct, the turning radius should be nearly equal in both directions. If the vehicle fails this test, a thorough diagnosis of this fault should be done on a modern, fourpoint alignment machine. Keep in mind that not only SAI and steering radius angles should be correct, but the side-to-side wheel offsets should be correct and the thrust line of the rear axle should align correctly with vehicle centerline. Only when all dimensions and alignment angles are correct will the tires wear evenly and the vehicle steer correctly. ■ BrakeandFrontEnd.com 49

ABS/ESC

By Skip Scherer, Contributing Writer

RELYING ON TIRES

Electronic Stability Control Depends on Where the Rubber Meets the Road

lectronic stability control – ESC – introduced in 1995 and touted as the second most important advancement in auto safety after seat belts, it became standard equipment on every 2012 passenger vehicle. ESC is supposed to help drivers maintain safe control of their vehicles and prevent accidents. However, it will be the tires that determine the effectiveness of ESC for every vehicle. Simply put, ESC is on-board computer technology that helps improve a vehicle’s steadiness on the highway by detecting and minimizing skids and maintaining steering control. It works whether a vehicle is braking, accelerating or coasting by detecting understeer from front-end slides, oversteer from rear-end slides, and hydroplaning. It performs in any driving condition, such as dry, wet or icy pavement, and at any speed. In general, ESC systems monitor a vehicle’s stability 25 times per second to detect imminent skidding. It uses sensor signals that compare the intended direction in which the driver wants the vehicle to move with the vehicle’s actual direction. If there is a discrepancy, the system makes adjustments to help prevent skidding and keep the vehicle on its planned path. During normal driving, ESC works in the background and continuously monitors steering and vehicle direction. The driver’s intentions are determined through the measured steering wheel angle. The actual direction is determined by measured lateral acceleration, yaw or vehicle rotation, and each wheel’s road speed. When a loss of steering control is detected, ESC automatically – and in the blink of an eye – uses the vehicle’s braking system to

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ABS/ESC

When a loss of steering control is detected, ESC automatically – and in the blink of an eye – uses the vehicle’s braking system to correct its path, literally steering the vehicle back on course.

correct its path, literally steering the vehicle back on course. Braking is automatically applied to individual wheels. For example, braking a front wheel on the outside of a skid would counter oversteer, while braking an inner rear wheel would counter understeer. Some systems combine select braking with reduced engine power to help regain control of a vehicle. The corrections happen so quickly that without a dashboard warning light, the driver might not know the vehicle’s on-board controls just helped avoid a potentially serious accident and injuries.

A LOOK BACK ESC and ABS are not the same thing. ABS prevents wheel lockup during braking. Speed sensors on a vehicle’s wheels detect developing problems and the on-board control unit sends signals that pump brakes rapidly to prevent individual wheels from locking. Every year ABS/ESC hydraulic control units get smaller and lighter. They are also becoming more functional with the ability to connect with more sensors to add features like automatic braking, adaptive cruise control and even regenerative braking control for hybrids. NHTSA concluded that ESC reduces passenger car crashes by 35% and SUV crashes by 63%. It also determined that ESC was effective in reducing accidents of single vehicles that ran off the roadway and

rolled over or struck a stationary object. A similar study by the Insurance Institute for Highway Safety reported that ESC prevents 56% of fatal single-vehicle crashes and almost 80% of fatal single-vehicle rollovers.

THE ROLE OF TIRES In spite of all the high-tech electronics controlling a vehicle’s handling capabilities and stability, its four tires provide the contact points on a roadway’s surface that ultimately control the amount of slipping and sliding that can take place. ESC is only as good as the available traction. So, what do tire manufacturers consider when designing a tire that taps into ESC’s full potential? A spokesperson for one of the three largest tire companies, who asked not to be identified, said there is no special consideration given to ESC when tires are being developed. At first, the response may seem surprising. However, tire dealers know that properly designed tires provide optimum traction for specific vehicles. A car’s design, weight, center of gravity, speed, direction and many other traits, as well as road conditions, add up to its overall balance. The tires contribute to the vehicle’s overall stability. Since ESC is safety technology and not a performance enhancement, it can’t improve on traction attributes already built into a tire. ESC doesn’t improve the inherent traction of tires, but good tires BrakeandFrontEnd.com 51

ABS/ESC

can maximize the safety maneuvers provided by ESC, such as better-controlled cornering. The conclusion: ESC can only work when traction is available. Bald tires render ESC ineffective in rain. Hard tire compounds render ESC almost useless on ice. A tire technician’s role in maintaining a fully-functioning ESC starts with understanding the technology and educating his or her customers. Informing drivers about proper tire maintenance, as well as using appropriate tires for the winter season, ensures that on-board ESC, ABS and

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Traction Control technology improve the safety of the driver and others. Consistent tire wear is important to ESC’s complex electronics. Conflicting tire diameters and air pressures can fool the sensors. Technicians must know if the model of a vehicle that has undergone wheel alignment service requires its ESC steering angle sensor to be reset. Failure to perform an OEM’s required SAS reset procedure after an alignment could create ESC performance issues. ■

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TPMS Update

No Spare, No Problem?

utomakers are selling more cars with four wheels and tires instead of five to trim weight, boost gas mileage and save money. Fortunately, fewer motorists need to change tires anymore. In addition to technical improvements that have made flats less likely, TPMS provides drivers with warnings of low air pressure, leaks and punctures. Often, that means the tire gets properly inflated or fixed before it goes flat or before damage occurs, resulting in a blowout.

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The benefits of eliminating the spare are too big for most automakers to ignore. Engineers struggle to reduce a car’s weight by ounces, and getting rid of the spare tire is a way to shed up to 50 pounds. Generally, a 10% reduction in vehicle weight yields a 6% improvement in fuel economy – and spare tires and jacks are easy targets. Gaining a 10th of a mile per gallon in federal fuel economy tests is important in meeting ever-expanding CAFE standards. Those pounds and

ounces may allow an automaker to reach 29.5 mpg on a vehicle – which can be rounded up to 30 mpg on the window sticker. The consumer benefits too; a 1 mpg difference in fuel efficiency may save more than $100 per year, according to the Department of Energy. If an owner drives 100,000 miles carrying around a spare tire they never use, it burns a lot of extra gasoline. Also, deleting the spare often provides more trunk space. The cost savings to auto

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TPMS Update

manufacturers are substantial: eliminating the spare saves at least $20 per car. In the 2012 model year, approximately 15% of new cars came without spare tires. With the exception of pickups and SUVs likely to be driven off-road, the trend for most vehicles is to eliminate the spare. In most cases, a spare won’t even be offered as optional equipment – and there may not even be a place to put a spare. When tire failures do occur, drivers increasingly rely on roadside assistance services to take care of the problem. With help easily available through cell phones, many people simply choose not (or don’t know how) to deal with flat tires – even if they have a spare. Drivers may still fear being stranded, but the almost universal use of cell phones has made that much less likely – whether or not they have a spare. So how is the owner of a no spare car supposed to deal with a flat? No matter if the car has run-flats or fix-a-flat, the owner must obey their TPMS system and either re-inflate or repair the

flat. If they choose to ignore the problem, they will definitely be stranded. Many expensive cars are opting for run-flat tires, which can be driven at moderate speeds for 50 miles or so with a puncture. The reinforcement built into run-flats supports the weight of the car and is designed to allow a driver to find a safe spot to stop, rather than being stranded in an unsafe place or on the side of a highway. But, since run-flats are limited to 50 miles after they lose air pressure, if a motorist is too far from civilization, they may not help much.

FLAT-FIXING KITS As an alternative, many OEMs are replacing spare tires with “mobility kits” designed to fix most flats. These consist of a can of sealant that is injected through the valve stem to plug the puncture, and a small electric compressor to reinflate the tire. Tire mobility kits typically weigh less than six pounds, compared to 30 for a temporary spare and 50 or more pounds for a full-

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TPMS Update

size spare. Unfortunately, they, too, have drawbacks. The kits generally only work on punctures of 1/4inch or less in the tread or shoulder areas of the tire. Blowouts, cuts, cracks and sidewall damage that potholes frequently inflict on low-profile tires cannot be repaired by the kits. OEM sealants are typically approved for use with TPMS sensors. But, long term exposure can lead to damage. Using these kits is pretty simple: plug the unit into a 12-volt power outlet (cigarette lighter), and connect the air hose from the compressor to the tire valve. Once the sealant tank is flipped up, the compressor re-inflates the tire and fills the tire with a latex-based liquid sealant, which seals the puncture. This usually takes five to seven minutes. Then, the tire can be used at a maximum speed of 50 mph for up to 125 miles. The instructions on most kits suggest driving four or five miles and then rechecking the inflation pressure with the built-in pressure gauge. Standard pencil, dial or digital tire pressure gauges should not be used because they can be ruined by the sealant. After using the mobility kit, the sealed tire should be driven to the nearest tire shop and inspected to determine whether it can be permanently repaired or must be replaced. Another potential problem for consumers is the limited life span of the sealant. Sealant canisters all have “use by dates,” which owners are advised to check. Depending on the kit, the sealant canister typically should be replaced after four or five years. It’s not hard to imagine that sealant canister “use by dates” will probably be checked by most consumers about as often as they check spare tire inflation pressures. In addition to their OE fitments, tire manufactur-

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ers’ kits are aimed at consumers who don’t have a spare, but don’t want to purchase replacement runflat tires. They weigh a little more than five pounds each, can easily be stored in the trunk of a vehicle, and both also can be used to check and monitor tire pressure through a built-in compressor and tire gauge. In addition, other companies offer alternative tire mobility kits that combines a compressor with a pocket tire plugger, necessary hand tools and mushroom-shaped rubber plugs to repair punctures. The mushroom head of the plug is designed to seal the puncture and allows for the resumption of normal highway speeds. By avoiding spray-in tire sealant, these kits help avoid the potential for damage to TPMS sensors and the necessity for a tire dismount. However, the advisability of using a plugged, rather than a properly repaired tire, is a real issue. ■

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Drivetrain

Differential Treatment T he lubricants that are used in manual transmissions, transaxles, differentials and transfer cases include a variety of different oils. Many transmissions, transaxles and transfer cases use gear oil with viscosities ranging from 75W-90 up to 85W-140. Others use ATF (Dexron II/III, Mercon V, etc.) or even motor oil (10W-30 or 10W-40).

Some differentials include electric pumps and coolers.

Most differentials, by comparison, use hypoid gear oils that also contain extra amounts of “extreme pressure” (EP) additives. Limited slip differentials also require their own special additives. Most of these lubricants are long-lived and hold up well for tens of thousands of miles. But none will last forever. The combination of heat, shearing action and oxidation eventually breaks down the oil and reduces its ability to lubricate and protect. Normal wear inside the gear-

box and differential also produces metallic debris that ends up in the oil.

Since there’s no filter to remove these contaminants, the fluid becomes more and more abrasive as the miles add up. The only way to get rid of the contaminants and restore the lubricating qualities of the oil is to drain and replace the fluid. The question is when. It takes extra effort to check these fluid levels, so few people do it. As a result, many transmissions, transfer cases and differentials fail long before they should because of loss of lubrication, oil breakdown or contamination. The oil level inside a differential is critical for proper

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lubrication because there’s no oil pump to route the oil where it’s needed. The oil is churned by the whirling gears, which “splash lubricates” the moving parts. If the fluid level gets too low because of a leak, therefore, the bearings and gears won’t get enough lubrication. The result can be galling, seizure and total destruction of the unit. Oil is also necessary to cool gears and bearings. The total oil capacity of most manual transmissions, differentials and transfer cases isn’t very much (typically a couple of quarts or less), so it doesn’t take much fluid loss before parts start running dangerously hot. If a transmission or differential is whining and making noise, it’s too late to add oil. The damage has already been done. Adding a higher viscosity oil may quiet it for awhile, but once wear has taken its toll on the gears and bearings, there’s no magic cure other than to overhaul the unit and replace the worn parts.

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Drivetrain Another reason for changing the lubricant inside a manual transmission, transaxle, transfer case or differential is to improve cold weather operation.

CHOOSING THE ‘RIGHT’ LUBE When adding or changing gear oil, always use a lubricant that meets the specifications of the vehicle manufacturer. Using the wrong type of lubricant may cause shift problems and even premature failure. For most passenger cars and light trucks, a “universal” gear oil with a viscosity of 75W-90 or 80W90 that meets American Petroleum Institute (API) “GL-4” service ratings is usually acceptable for use

in most manual transmissions that require gear oil rather than ATF or motor oil. For most passenger car and light truck differentials, use a 75W-90, 80W-90 or 85W-140 gear oil that meets API “GL-5” specifications. Some oil suppliers warn that gear oils formulated to meet GL-5 specifications should not be used in manual transmissions because the higher levels of extreme pressure additives can be corrosive to brass and bronze synchronizers. According to suppliers, using a GL-5 gear oil in a synchromesh transmission that requires GL-4 gear oil can shorten the life of the synchronizers by half! So always use a lubricant that meets OEM requirements.

The makers of some synthetic lubricants say their gear oils exceed both GL-4 and GL-5 performance requirements and can be safely used in transmissions without harming the synchronizers. Some also say they have synthetic gear oils that can be substituted for ATF or motor oil in gear boxes that require these type of lubricants. Though most manual transmissions specify a GL-4 gear oil, some require a GL-3 or GL-1 gear oil. GL-3 contains a lesser amount of EP additive and is used primarily in import transmissions and transaxles. GL-1 is straight mineral oil that contains no EP additive and is for light-duty transmissions only.

FRICTION MODIFIERS With more complex differentials on more vehicles with all-wheeldrive and other high performance axles and transaxles, it is critical to check the specifications and service information for the right fluid specifications. In the past decade, GM, Toyota and many other OEMs have issued TSBs concerning noisy, popping and grinding differential due to worn or improper gear lubricant being used in a differential with limited-slip. The TSBs emphasize the use of the right lubricant with the correct level of friction modifiers. The important rule of thumb is to check the service manual or service information for the correct fluid and to find out if an extra bottle or packet of friction modifiers is necessary. Also, check with your parts supplier or oil company website to see if their lubricant is approved for a vehicle. ■ Go to www.bfeRAPIDRESPONSE.com

60 September 2013 | BrakeandFrontEnd.com

Tech Tips

HONDA / HYUNDAI / FORD This month is sponsored by:

HONDA: KEEPING YOUR DISTANCE WHEN LEARNING SENSOR I.D.S When doing sensor ID learning, make sure you keep at least 10-feet of clearance between the tire pressure sensors you’re trying to learn and other tire pressure sensors nearby. Those sensors can be on any TPMS-equipped vehicles, loose TPMS-type wheels, or just other loose tire pressure sensors (including any in your pocket). If you don’t keep your distance, you’ll wind up having to do some very time-consuming repair work (especially on an Accord Crosstour) to make things right. The 10-foot clearance rule is clearly stated in the HDS on-screen instructions, the S/M procedure, the accessory installation instructions, and even in a recently posted message. Here’s how this problem could happen: You’re installing a set of accessory wheels. You pull off the factory wheels and lay them close by (within 10 feet). You mount the new wheels, and then hook up the HDS and try doing sensor ID learning. Since the tire pressure sensors on the factory wheels are too close, one or more of them gets triggered and learned instead of the ones on the new wheels. You’ll know that’s happened if the low tire pressure indicator keeps on flashing and won’t go out when you drive the vehicle over 28 mph, like it says to do in the last step of the sensor ID learn procedure. If you run into this problem on a Accord Crosstour, here’s what you’ve got to do: 1. Drive the vehicle for more than 20 minutes over 28 mph, and then turn off the engine for 30 seconds. 2. Start the engine again, and keep driving until the low tire pressure indicator stops flashing and goes off. You’ll also notice the TPMS indicator comes on. 3. Use the HDS to clear any TPMS DTCs. 4. Make sure there’s 10 feet of clearance from other tire pressure sensors (remember the rule), then do sensor ID learning again. If you run into this problem on any other model, just redo the sensor ID learn procedure. Courtesy of MotoLOGIC® Repair & Diagnostics: www.motoshop.com/motologic.

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HYUNDAI: POWER STEERING PUMP WHINE Models: All Before replacing a power steering oil pump for a “whine” noise condition, check the oil pump reservoir filter screen for contamination. If the filter screen at the bottom of the oil pump reservoir is clogged, it may cause the pump to aerate and produce a “whine” noise. If the filter screen is clogged, replace the reservoir Figure 1

and reconfirm the condition. Figure 1 shows the location of the screen in the reservoir. Note: For proper inspection of the screen, it may be necessary to empty the power steering pump reservoir. Courtesy of ALLDATA.

Adjustable Clutch Master Cylinders Following a new clutch installation, there is nothing worse than experiencing slipping or release problems. Many times technicians even begin to believe that the new clutch kit is defective. This is not correct, in most cases. The majority of the time a simple, quick adjustment will alleviate any probFigure 1 lems. Most Japanese/Korean imports utilize an adjustable clutch master cylinder (Figure 1). When a new clutch kit is installed, the master

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Tech Tips足

FORD

cylinder needs to be re-adjusted to work properly with this new kit and avoid release and slipping problems. Following the steps listed below demonstrate the proper way to adjust the master cylinder and avoid potential release problems with the new clutch. PREVENTING NO RELEASE:

1. Verify that hydraulic fluid is clean and that correct fluid was used. 2. Locate the master cylinder push rod that

Figure 2

attaches to the clutch pedal. 3. Using the picture (Figure 2) as reference, extend the push rod to allow for more throw. After the rod has been extended, tighten the locking nut. Caution: DO NOT extend the rod out too far. Extending too far out can block the compensating port in the master cylinder. PREVENTING SLIPPING:

1. Verify that hydraulic fluid is clean and that correct fluid was used.

Figure 3

2. Locate the master cylinder push rod that attaches to the clutch pedal. 3. Using the picture (Figure 3) as reference, shorten the push rod to allow for less throw. After the rod has been shortened, tighten the locking nut. Note: In a slipping situation, the rod is too long causing the compensating port to be blocked off not allowing fluid to return to the fluid reservoir. Courtesy of Schaeffler Aftermarket www.Schaeffler-Aftermarket.us

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64 September 2013 | BrakeandFrontEnd.com

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Tech Tips足

FORD

FORD: CONTROL ARM BUSHING INSPECTION Models: 2001-2009 Escape 2005-2009 Escape Hybrid 2005-2009 Mariner 2006-2009 Mariner Hybrid

Figure 1

ISSUE: Many states require annual safety inspections which include the evaluation of suspension components. The information in this procedure is intended to assist the technician performing the inspection with specific criteria for 2001-2009 Escape and Mariner lower control arm (LCA) bushings and will prevent the unnecessary replacement of good components. ACTION: Inspect according to the procedure. INSPECTION PROCEDURE: The LCA bushing is located at the rear of the front suspension lower control arm. The bushing is identified as number 1 of Figure 1. The control arm is mounted in the front subframe with bolts number 2 and number 3. The bushing is part of the LCA and cannot be serviced separately from the arm.

Figure 2: A new bushing prior to assembly into the control arm. Bolt number 2 passes through the inner sleeve and the outer sleeve is pressed into the control arm. The rubber bushing is bonded to both the inner and outer sleeves. Figure 2 Figure 3 illustrates a generic bushing showing minor surface cracks that do not adversely affect the performance of the bushing. Bushings exhibiting surface cracks with a depth less than 3/8" (10 mm) are acceptable and will continue to function normally. These do not Figure 3 require replacement. Go to www.bfeRAPIDRESPONSE.com

66 September 2013 | BrakeandFrontEnd.com

Tech Tips pension if there is enough separation for the arm to contact the subframe. This does not affect the retention of the control arm to the vehicle as the bushing is sandwiched in the subframe and held in place with the bolt. The vehicle can be safely operated in this condition until the bushing is replaced. Figure 4

Courtesy of MotoLOGIC速 Repair & Diagnostics: www.motoshop.com/motologic.

Figure 4 illustrates a partial separation between the rubber and the outer sleeve. The bushing may show signs of movement on the rubber surface, making the surface shiny. Bushings with a separation or crack depth less than or equal to 3/8" (10 mm) are acceptable and meet all functional requirements. These do not require replacement. Bushings with a separation or crack greater than 3/8" (10 mm) in depth should be replaced. The customer may hear a bang or clunk in the front sus-

DIESEL EXHAUST FLUID (DEF) FAQ What is DEF? Diesel Exhaust Fluid (DEF) is a non-flammable fluid comprised of 33% ammonia-based urea and 67% purified water. DEF is used with diesel engine exhaust systems to reduce the amount of emissions

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Tech Tips produced by turning Nitrogen Oxide (NOx) into nitrogen and water vapor. DEF technology has a proven track record since it has been used in Europe for years. What is the driving range between DEF tank refills? The system uses DEF at a rate of about 1 to 1.25% of the vehicle’s diesel fuel usage. A full tank of DEF provides a driving range of about 5,000 miles (8,000 kilometers). Since DEF usage is directly related to fuel consumption, range will vary depending on driving conditions. Where can you purchase DEF? DEF is available at most major truck stop and parts store chains. DEF fluid must be API-certified

or ISO 22241 and labeled DEF. How long can DEF be stored? DEF shelf life is typically at least one year, depending on the storage temperature. It is best stored out of direct sunlight between 12ºF and 86ºF. Small DEF spills can be cleaned up by absorbing it with dry earth, sand or other noncombustible material and scooping it into a container for disposal. While DEF is not listed as a hazardous waste by the federal government, use proper disposal methods. Do not empty into drains; dispose of this material and its container in accordance with all applicable local and national regulations. Will DEF freeze? Yes, DEF will freeze — at approximately 12ºF. If DEF is frozen, the vehicle will start as it always has. After the engine is started, the DEF tank and lines are electrically heated to ensure adequate DEF delivery in cold weather. The DEF thaws with no degradation. Remember, since this system was designed to operate in cold weather, there is no impact on cold-weather engine operation. Does DEF expand when it freezes and if so, how does it impact the tank? Yes, DEF expands when it freezes. The vehicle’s DEF tank and all DEF packaging is designed to accommodate any expansion that may result from being frozen. ■ Courtesy of GM.

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Brought to you by:

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AutoCareProNews.com

Proformer is NAPA’s most competitively priced disc brake pad and stacks up against many competitive “premium” brands. NAPA Proformer disc brake pads include all the features and benefits you expect from NAPA Brakes and are manufactured with value in mind, making Proformer pads the best possible choice for the price-conscious consumer. Visit NAPABrakes.com for more information.

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PaceSetter Performance Products, designers and manufacturers of quality-made, affordablypriced exhaust systems and components, has added 1-7/8” Diameter Long Tube Headers to its extensive Performance Header line of products. According to the company, PaceSetter 1-7/8” diameter Long Tube Headers boast substantially higher flow which add significant horsepower and torque gains. They utilize mandrel-bent 16-gauge mild steel tubing for maximum efficiency and 3/8” CNC-machined thick steel flanges with milled surfaces and matched ports for a factory-like fit and good seal.

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The new Snap-on 3/8-inch Drive 12mm 10-point Shallow Impact Socket (DPFM12) is designed to make fast work of clutch pressure plate service. Designed specifically for use on clutch pressure plate bolts found on the flywheel assembly of Mitsubishi Eclipse and Dodge Stratus vehicles, the new Snap-on 3/8-inch Drive 12mm 10-point Shallow Impact Socket (DPFM12) is a durable tool that makes it easier to access, remove and install clutch pressure plate bolts. The DPFM12 is one of four newly developed 10-point impact sockets, which expands Snap-on’s product offering beyond the standard 6-point and 12-point impact sockets.

Standard Motor Products (SMP) has added eight new clone-able sensors to its TPMS line. The Standard and Intermotor part numbers, which match the original for fit, form and function, cover an additional six million VIO for Buick, Chevrolet, Dodge Ram, Hyundai, Jeep, Kia, Saturn, Toyota, Toyota truck and Volvo through 2013.

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Reader Service: Go to www.bfeRAPIDRESPONSE.com Ranger Products, a division of BendPak Inc., is bringing another new wheel balancer to market. The Ranger DST64T is equipped with revolutionary DataWand and inner data set arm allowing operators to quickly and automatically enter wheel parameter settings in less than three seconds for exact balancing every time. A soft-touch key pad and display panel includes dynamic, static and variable alloy settings and features dynamic tire and wheel graphics to help guide technicians through balancing procedures. A weight optimization feature automatically calculates the minimum amount of weight needed to achieve an optimal balance so shops use less weight and increases profits. Go to www.bendpak.com/wheel-service/wheel-balancers/dst64t-wheel-balancer.aspx for complete details.

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Shop 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 alignment check takes only 58 seconds, and produces total toe and camber measurements for both axles.Reader Service: Go to www.bfeRAPIDRESPONSE.com

Rancho now offers a brand-new “Level It” performance suspension system that easily lifts the front of 2003-2012 Dodge Ram 2500/3500 diesel trucks. Available now through performance retailers, the Rancho Level It Dodge Ram system (P/N RS66450R7) delivers uncompromised on- and off-road comfort and performance, said the company. Easily installs and fits up to 35in. tires, this new Rancho kit includes sway bar relocation brackets, a set of front Rancho RS7000MT monotube shocks and variable rate front coil springs. For more information, visit www.gorancho.com. Reader Service: Go to www.bfeRAPIDRESPONSE.com

Trico Products is expanding its rear wiper coverage. TRICO now offers five new TRICO Exact Fit rear windshield beam blades to fit 2004 through 2014 models of Audi, BMW, Ford, Volkswagen and Volvo vehicles. The wipers are offered in five arm designs including V-Notch, Cross Pin, Push Button, Pinch Tab and Trunnion. These new additions to the TRICO Exact Fit wiper blade line expand coverage to an additional 2.2 million vehicles on the road today that are equipped with a rear beam blade. For more information, visit tricoproducts.com.

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The optimal control derived from the ADVICS total braking system results in a comfortable and safe ride every time. With applications for passenger cars and light trucks, ADVICS products meet or exceed OE specifications, assuring industry-leading braking performance. Visit www.ADVICS-na.com to learn more about ADVICS braking systems or email amsales@advics-na.com.

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Jasper Engines & Transmissions offers the GM 6T70E/6T75E frontwheel drive and all-wheel drive transmission on exchange. This sixspeed CAN (Controller Area Network) electronically controlled automatic transmission is available for the following 2007-2009 applications: Chevrolet Equinox, Traverse, Malibu; GMC Acadia; Saturn Outlook, Aura; Buick Enclave; and Pontiac G6, Torrent. For more information on the remanufactured products of Jasper Engines & Transmissions, call 800-827-7455, or visit www.jasperengines.com.

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Shop A comprehensive new digital catalog featuring the expanded Abex line of original equipment-quality replacement air disc brake pads for commercial vehicles is now available through Federal-Mogul’s popular www.FMe-cat.com electronic catalog. To access the new catalog, simply visit www.FMe-cat.com and click on the “Technical Information” and “Digital Catalogs” links, then select the “Commercial, Industrial & Ag” tab. The Abex Air Disc Brake Catalog (No. AB803) covers the brand’s broad line of premium replacement brake pads and hardware kits for most OE air disc brake systems utilized in city bus, over-the-road coach and tractor-trailer applications.

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The MOOG Steering and Suspension line has been expanded to include nearly 40 innovative new control arm assemblies, stabilizer bar link kits and other components for millions of late-model foreign nameplate and domestic vehicles. The new MOOG Problem Solver parts include premium right and left rear upper control arm assemblies (CK620667 and CK620668, respectively) for more than 1.3 million Ford Explorer (2002-2005), Lincoln Aviator (2003-2005) and Mercury Mountaineer (2002-2005) models; and a rear upper ball joint (K500208) for more than 3.3 million Ford Taurus (1996-2005), Lincoln Continental (1995-2002) and Mercury Sable (1996-2005) passenger cars. To learn more about MOOG steering and suspension components, visit the technician-focused www.moogproblemsolver.com website or contact your MOOG supplier.

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Timken® Sensor-PacTM Wheel Hub Units Performance + Control = Trust Timken® Sensor-PacTM wheel hub units include the same advanced anti-lock braking system (ABS) technologies as most original equipment (OE), individually tested to ensure performance and quality. The integration and internal mounting of electronic wheel speed sensors provide protection from debris, contamination and thermal shock. Timken Sensor-Pac wheel hub units, manufactured from custom-designed alloy steel, feature industry-leading Timken® tapered roller bearings and are pre-adjusted, pre-greased and pre-sealed. Despite prolonged braking periods, contamination and extreme temperatures, Timken Sensor-Pac wheel hub units deliver exceptional performance, traction control and life. Contact a Timken sales representative today to discover how our Sensor-PacTM wheel hub units can improve performance of your vehicles.

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Shop AutoEnginuity, LLC, announces the worldwide release of ScanTool 11.2 for the Windows platform. The ScanTool 11.2 release adds new features and improves coverage for U.S., Asian and European enhanced. Key features for this release are: Added late-model BMW diesel system functions — Quantity Mean Value Adaptation, EGR Valve Calibration, MAF Calibration, Rail Pressure Valve Adaptation, and Particulate Filter Regeneration to name a few; Improved GM light trucks ’00 – ’05 bitmapped sensors coverage; Added Jaguar XF 10+ diesel system functions: Oil Service Reset, Force Particulate Filter Regeneration, and Particulate Filter Replacement; Added late-model Nissan diesel support for European models; and Improved Toyota sensor and actuation coverage matrixes by using the updated method of reading coverage from the vehicle’s memory. For further details about ScanTool, visit www.autoenginuity.com.

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With more and more OEMs (original equipment manufacturers) offering cabin air filters in their vehicles, Bosch is expanding this fast growing product segment with new part numbers. The Bosch Workshop Cabin Air Filter line has expanded to include 23 new part numbers that cover 17.6 million additional vehicles in North America – domestic, European and Asian – with the same fit and function as OE cabin air filters. Two types of cabin air filters are available from Bosch – standard particulate filters and activated charcoal filters. Particulate filters feature specially engineered mold-resistant media for optimum performance. Activated charcoal filters also provide maximum absorption of foul smelling gases such as ozone, nitrogen oxide, sulphur dioxide and hydrocarbons. Additional information is available online at www.bosch.com.

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Itâ&#x20AC;&#x2122;s Fast, Easy and Accurate! Get FREE PRODUCT AND SERVICE INFO from the companies featured in this issue of Brake and Front End. >> VISIT www.bfeRapidResponse.com and click on the company from which you want information. >> OR, go to www.BrakeandFrontEnd.com and click on the Brake and Front End Rapid Response logo.

Advertiser Advance Auto Parts Professional ADVICS APA Management Group Auto Value/Bumper to Bumper Bartec USA, LLC BendPak Bosch CARDONE CARQUEST Auto Parts Castrol Centric Parts Chrysler Group LLC Ford Parts Gabriel Jasper Engines & Transmissions Mevotech Mitchell 1 Monroe Shocks & Struts Moog Steering & Suspension NAPA Nissan Motor Corp. USA Nucap Industries O'Reilly Auto Parts Packard Industries Parts Plus Perfect Stop

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Advertising Representatives The Tech Group Bobbie Adams badams@babcox.com 330-670-1234, ext. 238 Dean Martin dmartin@babcox.com 330-670-1234, ext. 225 Sean Donohue sdonohue@babcox.com 330-670-1234, ext. 206 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.com 330-670-1234, ext. 286 Classified Sales Tom Staab tstaab@babcox.com 330-670-1234, ext. 224 76 September 2013 | BrakeandFrontEnd.com

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Brake Lights A customer came with a 1997 Chevrolet Silverado 1500 pick-up and said he thought he needed front brakes. We signed him up for our free brake check and diagnosis and I turned the keys over to my tech. My tech took a short test drive and said the brakes felt really funny! A little while later, the tech came into the office and said: “You have to see this!” The tech said that there was fluid coming from the left rear wheel when he put the car on the lift. I went into the shop and saw that when the left rear drum was pulled, almost everything inside fell on the floor in about a pint of brake fluid. ■ Harry Leibowitz Mr. Tire Reisterstown, MD

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