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Steering Wheel Vibration
September 2013
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MAGAZINE
❯❯ Judging Brake Pads
Power Steering Pump Whine
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C2-01 Toyota SPD IC 9/12/13 1:46 PM Page 1
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02-04 Contents 09.13 9/12/13 10:09 AM Page 2
VW & Audi Direct Injection Issues
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CONTENTS 32
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Volume 35, No. 9
44
Diagnostic Solutions
Tech Update
PCM Diagnostics Gary Goms presents a case study that details an intermittent rough idle on a 1998 Toyota 4Runner. This random, no-code engine performance complaint occurred only when the vehicle was driven in hot weather, making the problem even harder to diagnose.
Judging Brake Pads As a technician, it can be difficult to judge a brake pad before you put it on the vehicle. But doing your homework and looking for certain visual cues can help ensure you make the right choice, says Brake & Front End Editor Andrew Markel.
ImportCar Staff 330.670.1234 Publisher Jim Merle, ext. 280 jmerle@babcox.com Editor Mary DellaValle, ext. 221 mdellavalle@babcox.com
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Managing Editor Jennifer Clements, ext. 265 jclements@babcox.com
Ad Services (Materials) Cindy Ott, ext. 209 cott@babcox.com
Editorial Assistant Shannon Wilkes, ext. 222 swilkes@babcox.com
Circulation Manager Pat Robinson, ext. 276 probinson@babcox.com
Graphic Designer Kelly Gifford, ext. 249 kgifford@babcox.com
Subscription Services Maryellen Smith, ext. 288 msmith@babcox.com
September 2013 | Import-Car.com
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02-04 Contents 09.13 9/12/13 10:10 AM Page 4
DEPARTMENTS Columns 6 Editor’s Notebook
Contributing Writers Larry Carley, Technical Editor, lcarley256@aol.com
8 News Update
Bob Dowie, Village Auto Works, Chester, NY
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18 Gonzo’s Tool Box
Gary Goms, formerly of Midland Engine Electronics & Diagnostics, Buena Vista, CO Bob Howlett, The Swedish Solution, Orange Village, OH
22 Tech Feature:
Scott “Gonzo” Weaver, Superior Auto Electric, Tulsa, OK
Air Ride Compressors
Editorial Advisory Board
62 Tech Update:
22
Wheel Speed Sensors
Bob Dowie, Village Auto Works, Chester, NY Chris Klinger, Precision Incorporated, Tucson, AZ
65 Import Tech Tips
Steve Louden, Louden Motorcar Services, Dallas, TX Frank Scandura, Frank’s European Service, Las Vegas and Henderson, NV
72 Essentials (New Products)
62
74 RAPID RESPONSE
Joe Stephens, Stephens Automotive, Palatine, IL John Volz, Volz Bros., Grass Valley, CA
75 Classifieds
Babcox Media, Inc. 3550 Embassy Parkway Akron, OH 44333-8318
80 NASCAR Performance
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AUGMENTED REALITY CONTENT
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In Memoriam Founder of Babcox Publications
Edward S. Babcox (1885-1970)
Chairman
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IMPORTCAR (ISSN 1069-4714) (September 2013, Volume 35, Number 9): Published monthly by Babcox Media, Inc., 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 IMPORTCAR, 3550 Embassy Parkway, Akron, OH 44333. IMPORTCAR is a trademark of Babcox Media, 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. 260, 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 IMPORTCAR, P.O. Box 75692, Cleveland, OH 44101-4755. VISA, MasterCard or American Express accepted. Member BPA International, Inc. Founded 1979. 䊚2013 by Babcox Media, Inc.
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06 Editor's Page_Sept 9/12/13 10:11 AM Page 6
[ Editor’sNotebook
By Mary DellaValle|EDITOR
New VIO Dynamics Offer Expanding Service & Repair Opportunities
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n evolving U.S. vehicle fleet is giving way to significant opportunities for the aftermarket, particularly the average age of all light vehicles on the road, which now stands at a record high of 11.4 years, according to global automotive market intelligence firm Polk (www.polk.com). That average age statistic is based on a review of more than 247 million U.S. car and light truck registrations earlier this year. Particularly noteworthy are these other key findings: - The average age of light trucks also increased to a record 11.3 years. - The volume of 6- to 11-yearold vehicles is declining, with
Polk expecting this segment to shrink by more than 20%. - At the same time, the group of vehicles older than 12 years is on the rise. - With the rebound in new vehicle registrations, Polk is forecasting the total VIO to grow 5% by 2018, to more than
}
Mary DellaValle, mdellavalle@babcox.com
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• With average vehicle age at a record high, so too is unperformed maintenance work that’s ripe for the picking. Don’t miss the opportunity to explain the undeniable link between regular vehicle maintenance and peak-performing vehicles that boost gas mileage and also
}
Polk is forecasting the total VIO to grow 5% by 2018, to more than 260 million vehicles.
260 million vehicles. “These are interesting times for the automotive aftermarket,” said Mark Seng, vice president of Polk’s aftermarket practice. “Customers from independent and chain repair shops should be paying close attention to their business plans and making concerted efforts to retain business among the doit-for-me (DIFM) audience.” As a service provider to this evolving vehicle fleet, a better understanding of market conditions will help you identify growth opportunities and target business plans for the future. And, as you work to retain customers and gain new ones, here are some things to consider:
prevent bigger-ticket repairs down the road. • Sell necessary maintenance services to your customers by first educating them about the benefits of regular vehicle care. One of the main contributors of unperformed maintenance is consumer neglect due to the lack of knowledge about the need for vehicle system checks at specified intervals. • Work on first impressions and your shop’s image. Focus on delivering expert repairs with every service, shop upgrades, marketing efforts and community outreach because first impressions run deep in attracting and keeping good customers. IC
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08-17 News_Sept 9/12/13 11:23 AM Page 8
[ NewsUpdate Centric Parts Earns 11th Consecutive Friction Materials Standards Institute Award Centric Parts has once again been awarded a Friction Materials Standards Institute (FMSI) Award for contributions to the automotive industry. This is the 11th year in a row that Centric Parts has been so honored by FMSI dating back to the award’s inception in 2003. Centric Parts once again received the award for New Assignments & Applications in 2013, acknowledging Centric’s ongoing status as the single largest contributor to identifying new applications for the FMSI system. This year alone, the Centric Parts team was responsible for adding nearly 200 new numbers to the FMSI database. “We are extremely grateful for this honor,” stated Dan Lelchuk, president of Centric Parts. “This is the 11th time our contribution has been recognized, a further testament to the commitment, focus and hard work of our whole Centric Parts research and development team. We are pleased to be working in concert with FMSI and, in turn, working to support our industry. So much of our time and effort goes into research to help Centric remain the first and the best, and this recognition by FMSI is a further validation of our work.” The Friction Materials Standards Institute, the organization behind the FMSI Award, was founded in 1948 to maintain a standardized part numbering system used by the automotive aftermarket friction industry, and to disseminate to its members scientific, engineering, technological, statistical and other relevant information. The FMSI Award program was started 10 years ago to recognize companies that excel in actively contributing information and research to support the system.
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08-17 News_Sept 9/12/13 11:23 AM Page 10
[ NewsUpdate Mitchell 1 to Hold Shop Management System Training Workshop Mitchell 1 will hold this year’s third and final Shop Management System Training Workshop, Oct. 35 in Jacksonville, FL, at the Hyatt Regency Jacksonville Riverfront. The two-day training session guides users through all levels of functionality in the Mitchell 1 Manager and ManagerPlus system. The workshop explores both of Mitchell 1’s popular shop management solutions – Manager 5.9 and Manager SE (version 6.4) – since setup and operation is similar for these products. Attendees will also learn about the Mitchell 1 SocialCRM customer retention and new customer acquisition service during a relaxed evening reception. The workshop will be led by John Dwulet, senior product manager for Mitchell 1’s management software solutions, and Tim McDonnell, national training manager, who together have more than 35 years of combined Manager and ManagerPlus training experience. “This advanced training workshop turns existing
shop management system customers into power users who get the most out of their software and business,” said Dwulet. “The sessions will uncover strategies that allow attendees to compete successfully against dealerships, maximizing their maintenance and repair opportunities, and further the relationship with the customer.” Adds McDonnell, “For the experienced Manager user, the workshops provide two days of comprehensive training that increases the value of their shop’s software investment. The interaction between attendees sharing methods and tips, plus the new friendships everyone takes home, is priceless.” Attendees can earn 30 AMI credits toward the Accredited Automotive Manager (AAM) designation by completing the workshop. For more information, or to register for Mitchell 1’s next Management System Training Workshop, visit the Management Workshop website at www.mitchell1.com.
Airtex Introduces New Mobile App To Scan Vehicle Identification Numbers Airtex Fuel Delivery Systems introduced a new mobile app that’s compatible with Apple iPhones and available for free download in the Apple App Store. The 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 application 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 can also 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 numer-
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ous resources like downloads, videos and access to free technical support. This resource provides countermen, technicians and DIYers with real-time educational assistance, diagnostic training, technical tips and common diagnostic procedures. “We are committed to providing unmatched customer service and technical support,” says Brandon Kight, director of marketing and program development at Airtex Fuel Delivery Systems and ASC Industries. “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 partspecific technical support videos and resources are all right there, which will provide all the knowledge needed to do the job right the first time.”
11 NAPA Trac IC 9/12/13 1:14 PM Page 11
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08-17 News_Sept 9/12/13 11:23 AM Page 12
[ NewsUpdate New ‘TechTalk by Federated Auto Parts’ Tech Tips Now Airing on ‘Two Guys Garage’ Kevin Byrd and Willie B., the hosts of “Two Guys Garage,” are talking education and training in new “TechTalk by Federated Auto Parts” segments. The tech tips are now airing during new “Two Guys Garage” episodes on Great American Country Network (GAC). “We are proud to showcase our ‘TechTalk’ segments on brand new episodes of ‘Two Guys Garage,’” said Phil Moore, senior vice president for Federated Auto Parts. “These video tips have been very well received by our members, Car Care Centers and their customers. Kevin and
Willie B. are very entertaining, as well as informative, when explaining the installation, innovation and value of the parts supplied by our vendors.” “TechTalk by Federated Auto Parts” will be featured on every episode of “Two Guys Garage” through the end of the year. The segments focus on time-saving installation techniques and problem-solving parts from Federated manufacturing partners. For more information or to find air dates and times, visit www.federatedautoparts.com.
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08-17 News_Sept 9/12/13 11:23 AM Page 14
[ NewsUpdate WORLDPAC Fantastic Voyage Cruise Takes Customers On An Alaskan Adventure More than 1,600 WORLDPAC customers and VIP guests joined an elite group of suppliers and top WORLDPAC sales and management staff for an unforgettable seven-day Alaskan voyage alongside soaring bald eagles and migrating humpback whales. Destination highlights include Skagway, Juneau, Ketchikan and the Tracy Arm Fjord as well as Victoria, BC, and Seattle, WA. WORLDPAC’s Fantastic Voyage Alaskan Adventure provided customers with a unique opportunity to join other premier North American service repair professionals and industry-leading manufacturers in an unforgettable setting. More than 540 shops from 45 states, provinces and territories traveled across the U.S., Canada and Puerto Rico to experience the event. Guests were treated to unforgettable experiences both onboard and onshore, including daily customer appreciation cocktail parties, exclusive supplier presentations and Q&A sessions, an impromptu takeover of Skagway Fish Co. compliments of Denso, and spectacular displays of nature and wildlife. And, during the event, WORLDPAC distributed more than $50,000 worth of prizes. “WORLDPAC’s Fantastic Voyage loyalty cruise event provides our customers with a unique opportunity to connect with other industryleading professional automotive business owners, as well as our valued suppliers, all world-class manufacturers, in a relaxed environment,” said Bob Cushing, president of WORLDPAC. “The discussion and exchange of ideas about industry trends, challenges, opportunities and technology was incredibly valuable to all who joined us in this perfect setting, Alaska. The WORLDPAC Team thoroughly enjoyed hosting the event and we know from the great responses we received from our customers and suppliers they did as well.”
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15 Wix IC 9/12/13 1:15 PM Page 15
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08-17 News_Sept 9/12/13 1:37 PM Page 16
[ NewsUpdate Standard Motor Products, Inc. Announces ‘Race to Champion’s Week’ Promotion Standard Motor Products, Inc. (SMP) announces its “Race to Champion’s Week” promotion, running now through Oct. 31. All visitors to the TechSmart, Standard and Intermotor brand Facebook pages can enter to win an allexpense paid trip for two to the NASCAR Champion’s Week in Las Vegas, Dec. 4-7, 2013. “One lucky winner is going to enjoy an exclusive, exciting experience at NASCAR Champion’s Week,” said Phil Hutchens, vice president engine management marketing. “This promotion is another way to raise awareness of our premium Standard, Intermotor Import and TechSmart brands.” The SMP “Race to Champion’s Week” promotion is open to all “fans” old and new, and can be entered on three SMP Facebook pages: facebook.com/ TechSmartParts, facebook.com/Intermotor and facebook.com/StandardBrandParts. Official rules are available on each Facebook page. One winner will be chosen for the grand prize, which includes a four-day, three-night hotel stay, airfare to and from the event and admission to a variety of events, including the Myers Brothers awards luncheon, the VIP viewing area of Victory Lap, the NASCAR After the Lap event, the VIP brunch/meet and greet with a NASCAR personality, the NASCAR Sprint Cup Series awards ceremony and much more.
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08-17 News_Sept 9/12/13 1:37 PM Page 17
NewsUpdate] MAHLE Clevite Kicks Off Third-Annual
‘Champion Technician’ Contest MAHLE Clevite Inc. recently announced the third-annual MAHLE Clevite Champion Technician Contest, a contest designed to spotlight talented and forward-thinking engine technicians and specialists nationwide. By answering a series of five questions, one grandprize winner will receive a VIP trip to the 2013 NASCAR Sprint Cup Series Champion’s Week in Las Vegas. To enter, participants must answer a series of five questions that describe the nominee’s passion about engines and engine rebuilding, explains the history of how their journey in this field began, describes a defining moment in their career and describes the skills and talents the individual exemplifies to characterize them as a “champion.” Participants can either submit an entry about themselves, or on behalf of the nominee. Contest registration forms can be downloaded at www.mahleclevite.com/ championtechnician and submitted via email to mahle.clevite@us.mahle.com,
or by faxing the completed application to 248-596-8899 until 11:59 p.m. ET on Oct. 28, 2013.
The grand-prize winner will receive a trip to Las Vegas Dec. 4-7, 2013, including coach airfare for two, a threenight hotel stay, a special meet-and-greet with a
NASCAR personality, MAHLE Clevite VIP dinner for two at a five-star Las Vegas restaurant, two tickets to NASCAR Victory Lap and NASCAR After The Lap event, as well as tickets to the NASCAR Sprint Cup Series Awards and the Myers Brothers awards luncheon, a feature on MAHLE’s website and social media sites, Las Vegas and Officially Licensed NASCAR merchandise and a commemorative plaque. The prize package is valued at approximately $4,000. IC
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[ Gonzo’sToolbox
By Scott “Gonzo” Weaver, owner Superior Auto Electric, Tulsa, OK
Lost In The Owner’s Manual I Know The Information Is In Here, Somewhere...
H
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 on-line 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 a science. NOT! So, here I am, just another day at the shop, doing another oil change, and, just like the last oil
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Scott “Gonzo” Weaver, gonzostoolbox.com
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18-20 Gonzo's Toolbox 9/12/13 1:17 PM Page 20
[ Gonzo’sToolbox 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.
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 that the one short paragraph describing the few steps you need to do to clear the warning light is in there, 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
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likely that I’ll look up anything. 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 car 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’ll be back to square one. IC
21 Parts Plus IC 9/12/13 1:22 PM Page 21
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22-30 Tech Feature, Air Ride 9/12/13 1:34 PM Page 22
[TechFeature
AIR SUSPENSION By Andrew Markel, Editor, Brake & Front End Magazine
Air Ride Compressor Diagnostics he modern European air suspension can do some amazing things. On Mercedes-Benz, BMW and Porsche SUVs, for example, the air ride system can work together with the drivetrain, hydraulic dampeners and electronic sway bars to keep the tires in contact with even the toughest terrain. On some sedans, the air ride can lower the vehicle to improve fuel efficiency and handling. The heart of all of these European vehicle suspensions is an air compressor that provides the correct air volume and pressure needed by the
T
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corners. The compressor and air ride control unit are very intelligent components. Most communicate with the Body Control Module (BCM) and Stability Control Module on a high-speed serial data bus. These systems have malfunction indicator lights on the dash and require the use of a scan tool to properly diagnose the system. Access to the high-speed network allows the system to pull information from components like the lift gate module so the suspension can be lowered when
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AIR SUSPENSION
the driver opens the hatch. Servicing modern air ride systems requires the right service information to interpret the “C� or chassis codes generated by the air ride system. A failure code and an illuminated dash light could be just a failure of the air ride module to communicate with the BCM. This could stem from electrical problems, rather than a leak in
Some luxury SUVs use air ride struts that do more than control the height of the vehicle. New designs can keep the tire planted firmly on unsteady ground. These struts require more volume and pressure than some systems.
TechFeature]
the air system or a compressor failure. An enhanced or factory scan tool makes it possible to perform bi-directional tests on the compressor and valves during inspection. This can save you hours of diagnostic time waiting for a compressor to turn on, and possibly drain the battery, or testing for an intermittent condition. Throwing parts at these vehicles without making a proper diagnosis can result in an unhappy customer and lost productivity. A proper diagnosis can also save you
from replacing a compressor needlessly. The module controls the temperature of the compressor so it does not damage itself trying to inflate a leaking air bag or a stuck valve. It does this by monitoring the amount of time the compressor runs. If the time exceeds the specification, it might disable the compressor to save it or prevent an electrical overload. Some control units can also change Import-Car.com
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[TechFeature
AIR SUSPENSION
A failure code and an illuminated dash light could be just a failure of the air ride module to communicate with the BCM. This could stem from electrical problems, rather than a leak in the air system or a compressor failure. the characteristics of the air bag in response to how fast the vehicle is going and whether or not it’s in sport or off-road mode. But, most of all, it helps to filter out erroneous ride height readings so the best possible ride is achieved.
COMPRESSOR KILLERS Most passenger and light-truck compressors are a diaphragm-style that provide an oil-free air supply to the springs. A piston-type compressor can be found on applications that require a higher volume of air. Running the compressor for extended periods can overheat the compressor and damage the diaphragm or piston. These long-running periods can be caused by a leaking air ride bag or damaged
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line. Typically, more advanced systems can recognize that there is a damaged component and alert the driver by turning on a warning light to indicate that it’s time to take it in for service. Mercedes-Benz advises that any time an air hose for the system is disconnected that a blind plug be put on the line to prevent contaminated air and moisture from entering the system. When the system’s integrity is compromised, the system pulls in outside air that contains contaminants and moisture. The compressor needs clean and dry air to operate. If air from a leak is entering the system, it’s like running an engine without an air filter. Moisture in the air can damage the compressor, as well as the valves. When air is compressed, the
25 Arnott IC 9/12/13 1:22 PM Page 25
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22-30 Tech Feature, Air Ride 9/12/13 1:35 PM Page 26
[ TechFeature
Air Reserve Tank AIR SUSPENSION
Air Ride Control Module
Additional Air Reservoirs Air Inlet Filter
Compressor High Speed Serial Data Bus
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water vapor contained in the air is condensed into a liquid. If there is no means of removing the water from the system, it will find its way to all parts of the system, causing corrosion damage or freezing. Most of all, it damages the chamber that houses the piston for the compressor. Most systems have a dryer that’s connected to the compressor outlet that absorbs the water entering the system. The dryer contains a moisture-absorbing desiccant such as silica gel. The desiccant can hold a given amount of water and, once the desiccant is saturated with water, it will allow water to pass into the system. The dryers that are installed on most systems do not have an
indicator that will show when it’s saturated and no longer able to absorb water. An additional dryer with a moisture indicator can be added to the original equipment dryer. It can be installed in the supply line and placed in a position where a periodic check can be made. Some systems have filters on the air intake for the pump. The filter removes airborne particles and acts as a noise muffler for the compressor. Some systems even send purged air back through the filter. This filter should be replaced with the compressor, and often this filter is attached to the compressor’s casing. The compressor has to work harder if the filter is blocked. The compressor itself can be a killer of air-ride components. As
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22-30 Tech Feature, Air Ride 9/12/13 1:35 PM Page 28
[ TechFeature
AIR SUSPENSION
Moisture is the mortal enemy of any air-ride system. Silica absorbs moisture and limits the amount of water in the system.
the compressor overheats and wears, it can send debris and oil to the rest of the system. This oil and debris can degrade the air bellows even after the compressor is replaced. This is why it’s critical to flush the lines if a compressor has failed. Some systems have air reserve tanks or accumulators located in the most inconvenient locations, like below the C-pillar or next to the frame rail. If the system experiences a catastrophic failure of the compressor or air bladder, replacement or flushing of the reserve might be required. The health of the entire system depends on the quality of the air supply. It’s rare for just one component of an air suspension to fail.
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MECHANICAL AND SOLENOID VALVES There are various combinations of both mechanical and solenoid valves/actuators. The function of the mechanical or solenoid valve is to exhaust air from the spring(s), each of which can have a valve. For most air suspension systems, there are five solenoid valves — one for each air spring or strut and one to exhaust air from the system. Some systems have more valves to regulate the flow from reserve takes and accumulators. This increases the adjustment speed when raising the vehicle and permits regulation in the sleep and run-on modes. These valves can be mounted on the air ride units and have electrical connections. This is why you need to dig deeper with
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22-30 Tech Feature, Air Ride 9/12/13 1:35 PM Page 30
[ TechFeature
AIR SUSPENSION
As the compressor overheats and wears, it can send debris and oil to the rest of the system, which can degrade the air bellows even after the compressor is replaced. That’s why it’s critical to flush the lines if a compressor has failed. a scan tool to verify an air ride problem on some vehicles.
REPAIR ALTERNATIVES There are several repair alternatives for air ride systems on the market, including new and remanufactured strut and shocks. Compressor replacement may require a scan tool to clear codes and initialize the compressor. There are suppliers that can provide economical replacements for both springs and struts. These alternatives replace the air ride components with springs and conventional ride control units. On some vehicles that still have 100,000 miles of useable service left, these kits can offer an economical option for the driver. In addition, some reman-
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ufacturers are willing to pay for the worn air ride shock or strut cores that come off the vehicle. In some cases, the core could be worth $300! IC
Andrew Markel is the editor of Brake & Front End and Servicio Automotriz magazines. He has been with Babcox Media for more than 12 years. He is a technician and former service writer and holds several automotive certifications from ASE and aftermarket manufacturers. He can be reached at amarkel@babcox.com.
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32-42 Diagnostic Solns, PCMs 9/12/13 1:32 PM Page 32
[ DiagnosticSolutions
TOYOTA CASE STUDY By Gary Goms, Import Specialist Contributor
PCM Diagnostics Case Study No-Code Misfire Diagnosis On A 1998 Toyota 4Runner
W
hen doing mobile diagnostic work for other shops, I usually see more than my share of random no-code engine performance complaints. In the following case study, the customer of a client shop complained about an intermittent rough idle on his well-maintained 1998 Toyota 4Runner, but only when it was driven in hot weather. During each routine service visit, my client shop couldn’t duplicate the complaint, no matter how long the engine ran. Of course, the lack of DTCs didn’t help the diagnostic process. Fortunately, I was forewarned months in advance that this problem might appear on my schedule when the weather turned warm. As expected, the shop finally duplicated the rough-idle complaint during the hot month of June. See Photo 1.
My starting point in this case was to research several databases for rough-idle complaints on 3.4L Toyota engines. One of the most common causes appeared to be insufficient valve clearance on one or more cylinders. The remaining causes consisted of the usual ignition, fuel and vacuum leak misfires. Since this rough-idle condition was so difficult to duplicate, I would classify it as a random failure, with the only predictable factor being high ambient operating temperatures.
Photo 1: As with many modern engines, component accessibility determines the diagnostic strategy. Since cylinder six is located under the intake manifold at the upper right, I had to rely on my scan tool to tell the story.
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32-42 Diagnostic Solns, PCMs 9/12/13 1:32 PM Page 34
[ DiagnosticSolutions MISFIRES AND THEIR CAUSES Let’s review the various causes of misfires, the most common of which are ignition system misfires caused by bad ignition coils, spark plug wires, spark plug insulator flashover, eroded spark plug gaps or fouled spark plugs. In most cases, bad coils and spark plug wires with high resistance
TOYOTA CASE STUDY
and carbon-tracked spark plugs usually worsen because heat increases the part’s electrical resistance. But these failures usually don’t require extremes in ambient temperatures, as did our Toyota’s rough-idle complaint. Fuel distribution failures can also cause a cylinder misfire by not mixing the correct ratio of air and fuel needed for good
There are various causes of misfires, the most common of which are ignition system misfires caused by bad ignition coils, spark plug wires, spark plug insulator flashover, eroded spark plug gaps or fouled spark plugs.
Photo 2: The spark line in this scope waveform slopes downward, indicating high resistance in the wire or spark plug.
combustion. Of course, vacuum leaks are a primary cause of rough-idle complaints on portinjected engines. Characteristically, a vacuum leak will lean out one or more cylinders at idle, but generally disappear as the engine’s throttle opens and intake manifold vacuum decreases. Next in line for causing a rough idle might be clogged fuel injectors. Because clogging or electrical malfunctions are usually limited to one or two fuel injectors, the scan tool will often reveal bank-to-bank differences in fuel trims between cylinder banks and perhaps a marked increase in positive fuel trims at higher engine speeds. Compression misfires might also cause a rough idle and are tricky to diagnose because they can include valve timing errors created by insufficient valve lash or worn camshaft lobes. Insufficient or “tight” valve clearance will, for example, cause a valve to open too early and close too late. Tight valve clearances will also increase valve timing overlap on the exhaust-to-intake strokes and, thus, will lose enough cranking or running compression to cause a cylinder misfire.
A RUNNING COMPRESSION TEST After arriving to diagnose the rough-idle problem, I immediately retrieved a DTC P0306, indicating that cylinder six was
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[ DiagnosticSolutions
Photo 3: The upward slope on the spark line of this ignition waveform indicates that the air/fuel mixture on cylinder 6 is lean.
TOYOTA CASE STUDY
that aluminum cylinder heads tend to increase valve lash as they warm up, whereas cast-iron cylinder heads tend to decrease valve lash during warmup. The reason for this phenomenon is because the aluminum cylinder head expands roughly 1.5 times more than the steel valves and valvetrain at any given temperature change.
SCAN TOOL TESTING
misfiring. A routine ignition scope analysis indicated that the spark plug wires were ready for replacement. The owner had left a new set of wires on the front seat, which we quickly installed. After the wires were replaced, the upward slope on cylinder six’s spark line indicated a potential fuel-related problem. More about that later. See Photo 2 on page 34 and Photo 3 above. Looking at the photo of the 3.4L engine, it’s obvious that access to the cylinder-six fuel injector and spark plug is very limited. At this point, I’m thinking that we might have a worn valve seat causing insufficient valve lash, so I experimented with recording some vacuum waveforms with no result. A running compression test comparing cylinders five and six proved my theory to be wrong. On each cylinder, the engine idled at 80 psi and achieved 160 psi during a snap throttle test. Keep in mind that, at my 8,000-ft. altitude, those readings are about 20% low. Because the snap-throttle readings were identical, I dismissed insufficient valve lash as a cause of the rough-idle complaint. As a sidelight, I also should have remembered
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I recently bought a new scan tool, so I had to familiarize myself with all of its features and menus. At this point, I noticed a 13.5% positive short-term fuel trim. I hadn’t noticed that condition before, but the engine warming up for at least 30 minutes not only verified the customer’s complaint of a rough idle when hot, but now also gave me a number to work with. Going with the misfire history, I also noticed that cylinder six was misfiring 38 times, compared to four times for cylinder one and eight times for cylinder five. Keep in mind that, because cylinder
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[ DiagnosticSolutions
TOYOTA CASE STUDY Photo 4: I mounted the defective fuel injector in a vise for testing. Minimum resistance was 165 ohms at room temperature, which is nearly 12 times the listed maximum value.
five fires immediately before cylinder six, and cylinder one fires immediately after cylinder six, the cylinder one and five misfires were likely “sympathetic” misfires that were actually caused by fuel distribution problems created by the cylinder six fuel injector not firing. As I mentioned above, the spark line on the ignition waveform on cylinder six indicated a possible lack of fuel. Just to ensure that we weren’t having a spark plug problem, we had switched cylinder five and six spark plugs during the running compression test, only to observe identical results. While I don’t want to get into the aftermarket/OEM scan tool debate, aftermarket scan tools obviously don’t include the range of features provided by OEM tools. But, because of advances in their platform technologies, more aftermarket tools are including more OEM functions than ever before. Consequently, I began thumbing through my new scan tool’s various menus until I reached a menu for bi-directional tests. Fortunately, I found a bi-directional test that actually increased the short-term fuel trim by 25%. After activating the fuel trim test, the rough-idle condition nearly disappeared. Given that my initial
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labscope test had indicated an upward slope on the ignition waveform spark line and that the bank one fuel trim was hovering around plus 13.5%, I decided that the cylinder six fuel injector was either clogged or had developed an electrical problem that prevented it from opening on command. Since the complaint occurred only at higher
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[ DiagnosticSolutions ambient temperatures, it likely was an electrical failure causing the injector to misfire. At this point, I would have loved to access the PCM and check the injector waveform on the cylinder six fuel injector. But given the time limitations of working on another shop’s schedule, I closed by recommending the replacement of the cylinder-six fuel injector. See Photo 4 on page 38. After I took the defective injector home for more testing, I found that, while the resistance specifications are 13.4 ohms minimum and 14.2 ohms maximum, this injector bounced from 165 to 400 ohms at room temperature, and to as much as 1,200 ohms at 200° F. On a colder day, the injector would probably carry enough amperage to partially open
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TOYOTA CASE STUDY
the injector pintle valve. Once the injector’s core temperature reached 200° F, it would no longer fully open the injector’s pintle valve, thus causing the no-code, rough-idle complaint. IC Gary Goms is a former educator and shop owner who remains active in the aftermarket service industry. Gary is an ASE-certified Master Automobile Technician (CMAT) and has earned the L1 advanced engine performance certification. He also belongs to the Automotive Service Association (ASA) and the Society of Automotive Engineers (SAE).
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44-50 Tech Update, Judging brakes 9/12/13 1:29 PM Page 44
[ TechUpdate
BRAKE FRICTION By Andrew Markel, Editor, Brake & Front End Magazine
Analyzing Brake Friction Material Visual Clues Ensure Proper Pad Selection
A
s with any product you purchase, the bulk of what you’re paying for when you buy a quality brake pad is research and development. Aftermarket brake pads require a great deal of testing and engineering because they are made for a specific vehicle. A quality brake pad manufacturer will spend a significant amount of time and money developing an applicationspecific brake pad for each vehicle. This includes simulated and on-the-vehicle testing, both of which are time and equipment intensive. As a technician, it can be difficult to judge a brake pad before you put it on the vehicle. But doing your homework and looking for certain visual cues can help ensure you make the right choice for the application.
CERAMIC The structural properties of a ceramic material are very stable under high temperatures, much like Corning cookware. But this is where the comparison breaks down. The ceramic materials that go into a brake pad are very small strands that are engineered to be a certain length and width. There are three advantages of ceramic pads in certain applications. First, since the ceramic materials offer stable performance under a wide range of temperatures, they can offer quiet performance. Second, ceramic brake pads manage heat in the caliper better on some vehicles than do some nonceramic applications. Third, ceramic brake dust does not show up on or stick to wheels like some other brake pad formulations. This could be an important factor to consider if your customer has an expensive set of custom wheels on his/her vehicle.
As a technician, it can be difficult to judge a brake pad before you put it on the vehicle. But doing your homework and looking for certain visual cues can help ensure you make the right choice.
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[ TechUpdate
Go to www.ICRapidResponse.com
BRAKE FRICTION
NAO
SEMI-METALLIC
Non-asbestos organic (NAO) friction materials typically wear more in comparison to harder semi-metallic compounds. It’s hard to generalize about the wear characteristics of NAO and ceramic-based compounds, however, since there are so many options and wear rates vary depending on the formula the friction supplier chooses for a particular application. Different vehicles require different coefficients of friction, so formulas are often “application engineered” to deliver the best combination of stopping power, wear resistance, pedal feel and noise control. Most premiumquality NAO and ceramic-based linings will provide longer life and wear less than an equivalent set of NAO pads on the same application.
Semi-metallic pads incorporate metal fibers to provide structure and friction characteristics. The metals used are typically highquality steel, copper and other exotic metals. So what else is in the semimetallic mix? It’s a variety of materials like glues, lubricants and structural fibers that are blended together by the manufacturer to create the best performance for that application.
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APPLICATION/VEHICLE SPECIFIC LINES If all of the material jargon is too much to deal with, you can look for a line that touts itself as vehicle- or application-specific. These lines can help you leave the material selection up to the manufacturer.
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[ TechUpdate
BRAKE FRICTION
What makes one friction material quieter or better than another? It’s a two-part answer. First, if a friction material is better at keeping a constant coefficient of friction across broad temperature ranges and environmental conditions, it’s probably a quiet pad. A “consistent” friction material causes less variation in vibrational excitation at the friction coupling by having consistent brake torque at environmental extremes of humidity and temperature (-40° F to 500° F). Second, some friction materials leave or transfer a layer of friction material (transfer film or “seasoning”) on the rotor’s surface that some friction material companies claim can smooth out the rotor surface, thereby causing less excitation and noise at the friction coupling. Also, this transfer layer may not be as sensitive to heat-induced brake torque variation.
TO THE NAKED EYE After you’ve ordered the brake pad and it’s been delivered, you can now inspect it with the naked eye. Packaging of the pads can be an indication of the quality. But don’t fully judge a book by its cover. Some of the best pads come in small boxes. This is done to reduce packaging costs and the impact to the environment. More importantly, look at the quality of the overall finish of the pad and the shim materials. Many manufacturers will use a highquality paint or coating on their pads. This coating is designed to resist corrosion and survive high temperatures, and should not easily scratch off. Some friction material companies are now playing a game of one-up-manship
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when it comes to what they put in the box. Typically, brake pad companies will include hardware that includes abutment and anti-rattle clips. Some even include the torque specs on the box or new caliper bolts and guide pin boots, if required.
BACKING PLATES Because the backing plate creates a foundation for the friction material, it needs to be stiff and stable. If a backing plate is flexing, it means that the friction material is not in full contact with the rotor. This can cause longer stops and a softer brake pedal, and it also increases the potential for unwanted noise. Look at the thickness of the backing plate and the edges. A poorly stamped backing plate will have rough edges. Also look at the areas where the pad contacts the caliper, which should be as smooth as possible. The attachment method of the friction to the backing plate does matter. For some fleet and safety-critical applications like school buses, the manufacturer or insurance company may specify a brake pad that uses a mechanical attachment to
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BRAKE FRICTION
secure the friction material to the backing plate. Mechanical attachment involves some type of protrusion from the backing plate to hold the friction material. Some backing plates have tiny hooks machined into the surface for that purpose.
FRICTION SHAPE Another aspect to look at is the shape of the friction material on the brake pad. OEMs tune the shape of the brake pad to the overall system. This includes things like overall length and width, and design elements like chamfers and slots. These physical dimensions and design elements can reduce excitation and shift natural vibrational frequencies. Some aftermarket brake pad manufacturers will tune the shape of their pads to suit older vehicles and the characteristics of their friction material blend.
TechUpdate]
SHIMS Look at the shim material on the back of the pad. If possible, remove the shim and drop it gently on a hard surface. If the shim makes a nice “thunk,” it’s made of a good material. On the other hand, if the shim makes a rattling sound, like a dropped wrench, chances are it will not make a good sound insulator. Brake shims are not designed for adjusting spacing/distance between the friction material and the rotor. Instead, shims provide multifunction noise control as a component attached to the pad’s backing plate. A quality brake shim can prevent brake noise during the entire life of the brake job and will not dry out or be displaced over time, like some lubricants. But, remember, a shim does not do its job if it’s left in the box.
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[ TechUpdate
BRAKE FRICTION
THE UNSEEN FEATURES When you’re buying a brake pad, you’re also buying the engineering and research behind it. When an aftermarket brake pad manufacturer is developing or reverseengineering an application, rarely do they test on an actual vehicle. This type of testing is expensive and time consuming, and the human element can alter the results. On the other hand, a brake dynamometer can test brake systems in a controlled environment that mirrors the real world. It can run 24 hours a day and measure the performance of a braking system over its entire lifetime. A brake dynamometer is also more sophisticated in that it can simulate the conditions the brake system will experience in a much shorter time. This means that a brake dynamometer can simulate the mass, inertia and performance capabilities of a vehicle. The typical brake dynamometer can cost anywhere between $250,000 (used) to more than $1 million. Some brake friction suppliers own dynamometers, while some lease dynamometers from testing companies. In the engineering world, there is a saying that goes: “One test is worth a thousand expert opinions.” This saying is also true for the brake technician. IC Reader Service: go to www.ICRapidResponse.com
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[ Audi/VWFeature
W
hen I started working here at The Swedish Solution 30 years ago, every car I worked on had Continuous Fuel Injection (CIS). Incoming air would lift a plate, allowing the fuel head plunger in the fuel distributor head to drop, and all four injectors would continuously spray fuel. The coolant temp sensor operated only the temperature gauge. The fuel pressure regulator, which we called a warm up regulator, gave the engine a little more gas when the engine was cold. It was a fairly simple system. We saw
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CARBON DEPOSITS By Bob Howlett, Owner, The Swedish Solution, www.swedishsolution.com
very few California emissions cars with EGR systems, but even those never had the issue of carbon deposits on intake valves due to the continuous fuel bath they received. Running pressures were usually around 2.5 to 3.5 bars. In 1985, SAAB began using the new Bosch LH fuel injection system and Volvo and other carmakers followed suit. The system worked such that incoming air passed through an airflow meter that sent a signal to the engine ECU telling it how much air was going into the engine. The coolant temp sensor then told the ECU how cold or warm the engine was, and it opened and closed the injectors when needed.
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CARBON DEPOSITS
Audi/VWFeature]
The fuel pressure regulator kept the pressure around 3 bar and, with a drop in vacuum, the fuel pressure would rise half a bar to give the car a little extra fuel when accelerating. Through the years, injection systems incorporated more sensors like air temperature, EGR temperature or exhaust gas temperature, and the emissions systems monitor how efficiently everything is working. But the systems didn’t change a whole lot until about 2006. While these fuel injection systems worked well, we did see carbon deposits build up on the intake valves — a condition that could cause some poor cold starting. To combat the carbon deposits, we bought a walnut blaster. We removed the intake manifold and blasted the deposits away with walnut shells. Those cars gradually disappeared, and it was about seven years ago that I put the walnut blaster into the storage shed, and never thought I would have to use it again. Import-Car.com
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[ Audi/VWFeature
CARBON DEPOSITS
DIRECT INJECTION In 2006, we saw the first of the direct-injection cars. VW and Audi located the injectors directly into the combustion chambers for greater efficiency. By this time, we had been seeing variable valve timing for at least six years, and there were a few cars that had variable intake runners. The new A4s and Passats had both and, in addition to the in-tank fuel pump, they had a cam-driven, mechanical high-pressure fuel pump that ran the fuel pressure as high as 120 bar. They are great cars, but began to exhibit a few problems that we started to see after a few years. The EGR systems were flowing into the intake and, because the fuel is injected directly into the cylinders and no longer washing away the carbon, deposits began to form on the intake valves and in the intake manifolds. Poor starting and loss of performance were some of the complaints we received. Because carbon deposits were building up in the intakes, and with the intake flap motor position being incorrect, it sometimes prompted the
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MIL to come on. I think MINI was the first to recommend pulling the intake and walnut blasting the carbon off of the intake valves, and on some of the VWs with binding intake runners we would just replace the intake manifold. So, we had to get our old walnut blaster out of the storage shed (good
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[ Audi/VWFeature thing I didn’t give it away). While this article touches on the carbon deposit issue, it’s mainly about the high-pressure fuel pump and the problem we’ve seen with them.
CARBON DEPOSITS
from June 18, 2007. If you suspect the car you’re working on has this issue, the high-pressure pump Photo 1
FUEL-RELATED DTCs When the first Audis and Passats came out with direct injection in 2006, the hardening of the camshafts was insufficient and excessive wear could occur, causing the MIL to come on and DTC P2293 to be stored in the ECU. The code was for fuel pressure regulator 2 performance. Sometimes, DTCs P0087 (fuel pressure too low) and P1093 (fuel trim bank 1 malfunction) would also be stored. The engines that were affected were the Audi 2.0L turbo (BPG) and the VW 2.0L turbo (BPY) (see Photo 1). The earliest TSB I found addressing the issue was
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[ Audi/VWFeature will need to be removed to determine the extent of the damage to the cam follower, the camshaft or even the pump itself. Remove the pump to inspect the follower only when the engine is cold and be sure to release the high pressure before disconnecting the lines. 1. Start the car and disconnect the plug to the fuel pressure regulator on top of the pump. Let the car idle for about 10 seconds and the pressure will drop from 120 bar to 6 bar. 2. Shut off the engine and immediately disconnect the fuel lines. Disconnect the low-pressure sensor and remove the three bolts that hold the pump in place (see Photo 2). 3. Carefully remove the pump. The cam follower may stay in the cylinder head. Take a look at the pump and follower, and determine if there is abnormal wear that needs to be addressed (see Fig. 1). The pump can be reused, unless the follower is completely worn through, causing direct contact with the cam lobe (see Figures 2 and 3). 4. If the follower is excessively worn, carefully inspect the cam lobe to determine if the intake camshaft will need to be replaced. If the camshaft needs to be replaced, there is a new camshaft (P/N 06f109101b) that has increased hardening of the
Photo 2
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CARBON DEPOSITS
Figure 1: Cam followers in various stages of wear: holed base (A), excessive wear (B), normal wear (C) and new part (D).
Figure 2: Excessive wear on the lobe for the high-pressure fuel pump in the intake camshaft.
Figure 3: Excessive wear marks on the tip of the high-pressure fuel pump plunger.
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[ Audi/VWFeature camshaft lobe. 5. Unless the car has very low mileage, when replacing the camshaft it would also be a good time to replace the timing belt, water pump and tensioner. 6. When reinstalling the fuel pump, always replace the sealing O-ring. Install the new follower into the cylinder head and rotate the engine until the follower is down as far as it will go. 7. Replace the O-ring for the pump and carefully insert the pump into the follower in the cylinder head. Tighten the three bolts in a diagonal sequence and torque them to 10 Nm.
CARBON DEPOSITS
8. Install the feed and return lines and torque the supply line to 30 Nm and the return line to 25 Nm. Check to make sure there is no stress on the lines. 10. Connect the low-pressure sensor and pressure regulator, and then start the car and double-check for leaks. Even if the intake camshaft needs to be replaced, the job is not difficult and doesn’t require any special tools other than the ones you would already have when doing a timing belt; it’s just time consuming. Addressing the carbon buildup and stuck flaps in the intake also is not a difficult
proposition. Your on-line service information system will have procedures for diagnosing and repairing the issues with the early direct-injection cars. It seems that whenever a new model is introduced, there are a few unforeseen and unintended issues that need to be addressed, such as those associated with a new type of fuel management system or a new braking system like electric parking brakes. Many of us view these issues with disbelief, wondering, “What were they thinking when they decided to do that?” I know when I saw the first headlight bulb that had 1.3 hours book time to replace, I was thinking the same thing. It’s time to stop thinking that way and start thinking, “Now there is an opportunity to make some good money!” IC
Bob Howlett joined the Swedish Solution crew in 1985 and bought the business 10 years ago. Bob is an ASE-certified Master Technician and is an L1 Advanced Level Specialist. The Swedish Solution specializes in Saab, Volvo, VW and Audi, but it employs four ASE Master Technicians who can service all makes and models. Go to www.ICRapidResponse.com
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62-64 Tech Update_Wheel speed sensors 9/12/13 1:43 PM Page 62
[ TechUpdate
WHEEL SPEED SENSORS By Scott “Gonzo” Weaver, Contributing Writer
Active Speed Sensor Diagnostics
T
here are two types of wheel speed sensors that are generally found on the modern car, a passive speed sensor or an active speed sensor. They both perform the same function although they work entirely different. The passive speed sensor uses a magnet with fine copper wire wrapped around it to create its own alternating magnetic field. The polarity changes from positive to negative as the tone ring passes by the magnetic field. This frequency changes with wheel speed. The newer active sensor uses a digital signal created by the ABS controller. This type of sensor uses a Hall effect or a variable reluctance signal with a square wave pattern. The sensor consists of two wires; one carries the positive (DC) voltage from the controller and the other acts as the return (ground) to it. The advantages of active speed sensors are their ability to read more accurately at slow speeds than the passive speed sensors. They don’t have to self-generate the needed voltage by the spinning action of the wheel. Also, since these sensors use DC voltage, they can detect not only the speed of the wheel, but also the direction of travel. This gives the controller the ability to calculate wheel speed, and it can also be used for the hill holding and hill descent control features found on some vehicles.
HOW DOES IT WORK? The active speed sensor, or “MagnetoResistive Sensor,” consists of two parallel resistors and a magnetic material located at a precise distance from a permanent magnet. The resistors are about 1.4k ohms each, however if you were to measure the resistance at the wire ends, you would probably see
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5 to 6 mega ohms. (That’s because you are reading the resistance values of not only the resistors but also the magnetic material inside the sensor.) These parallel resistors work together to create the voltage changes you’ll see on your labscope as the tone wheel passes by the internal magnet. The tone wheel (if flattened out) looks like the square wave pattern it creates. As the high part of the tone wheel’s tooth is near the sensor, a higher voltage is created, while the opposite is done when the lower part of the tone wheel is near the sensor. Even though it’s close to battery voltage at the sensor (10.6V is what I’ve found), you won’t be able to use a test light to read it. A test light consists of a ground lead, a bulb (resistance) and the positive end, which is basically the same thing the sensor has internally, minus the magnets. If you try stabbing a test light on the positive lead to the sensor, the computer sees that as a possible short to ground. That’s because it thinks your test light is the sensor because the return voltage on the ground side of the sensor has drastically changed.
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62-64 Tech Update_Wheel speed sensors 9/12/13 1:43 PM Page 64
[ TechUpdate In fact, in most of these ABS systems, if you do “short” the lead, the processor shuts that sensor off (0.0V) until the next key cycle. That way, it avoids any harm coming to the processor’s internal circuits. But, if you continued to check the circuit without turning off the key, you’d end up back at the processor and more than likely come to the conclusion that the processor is bad. It’s not; just cycle the key and recheck it.
TESTING AN ACTIVE SPEED SENSOR The best tool for testing the active speed sensor is a good scanner, preferably one that can show the separate speed sensors in graph form. A labscope is probably the best for a more precise answer and can be attached directly at the sensor to read the individual sensors or wires, rather than the entire system as done with the scanner. But if you’re looking for a quick test to determine if only the speed sensor is in working order, you can make a quick little tester yourself.
LED TESTER You’ll need a 220-ohm resistor, an LED and a 12V battery source. Disconnect the sensor from the car (Do not try this with it hooked up!) and hook up the battery to one side of the sensor leads. The other lead from the sensor is hooked up
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WHEEL SPEED SENSORS
Flat-Blade Style Sensor
to your resistor and LED, while the remaining lead from your LED should return to the battery. An LED is polarity conscious, so be sure to have the current flowing in the right direction or it won’t light up at all. (The sensor doesn’t care which direction, only the LED does). What you’ll see as you spin the wheel is your LED blinking on and off with an increasing and decreasing blink rate as the wheel speed changes. This is one of those times when the old school test light isn’t going to help you out at all; in fact, it might create more of a problem. Your scope or your scanner on these types of sensors is the better choice. However, this quick little LED tester might help you with your diagnostics. It won’t test the entire system, but it will confirm if the speed sensor is functioning. Testing is always better when you have more than one method to determine the condition of a component. In this case, a scanner, a scope or a homemade LED tester can help you in diagnosing these active speed sensors. Always test first, test second and, when still in doubt, test a third time. IC
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ImportTechTips] Fig. 2
MERCEDES-BENZ NOISES, VIBRATION AT STEERING WHEEL WITH A/C SWITCHED ON
If you receive customer reports on Model 209.372/472 vehicles of a groaning noise and vibration felt in the steering wheel at engine speeds between 800 and 2,000 rpm (mostly heard around 1,600 rpm) and with the A/C on, the cause may be the transfer of vibration from the A/C compressor through the high-pressure power steering hose to the steering wheel. To remedy the noise, install a rubber buffer at the high-pressure power steering line to the steering gear bracket as described below. Note: Noise and vibration frequency might change at the steering wheel end stops and then reduce with the A/C off. Procedure: 1. Remove the lower engine compartment paneling. 2. Remove the screws (see Figure 1, 1 and 2) from the brackets securing the high-pressure power steering line (power steering pump to the steering gear hose).
4. Position the high-pressure power steering line bracket onto the installed rubber buffer as shown in Figure 3 (arrow), and secure it with a nut (Figure 2, 4). Tighten to 10 Nm.
Fig. 3
5. Reattach the screw (Figure 1, 2) with the bracket at the other end of the high-pressure power steering line. Note: Ensure that the high-pressure power steering line does not come in contact with other parts of the vehicle. 6. Reinstall the lower engine compartment paneling as indicated in step 1. Courtesy of MotoLOGICÂŽ Repair & Diagnostics: www.motoshop.com/motologic. Fig. 1
THE HYBRID COMPRESSOR KNOW THE DIFFERENCE
3. Gently move the line and install the rubber buffer (see Figure 2, 3) by screwing it into the power steering rack housing (hole after removing the screw 1 in Figure 1). Note: Do not over-tighten the rubber buffer as the rubber part might tear.
HVAC systems differ from one hybrid to the next, and some systems, such as those on Honda and Toyota Prius 2001-’03 models, have used a scroll compressor, which can be powered via a belt when the engine is running, or electrically when the engine is off. Most of the newer hybrids have Import-Car.com
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[ ImportTechTips changed to an inverter compressor, which is a high-voltage electrical motor. The motor runs on high-voltage AC supplied by the A/C inverter located in the inverter or affixed to the A/C compressor itself, so compressor operation does not depend on the engine. The electric compressor consists of a spirally wound fixed scroll and variable scroll with a brushless motor. These systems use a special high insulation for compressor lubrication. The compressors are a wet sump type with the armature submerged in oil for lubrication and cooling. Oil-based florescent dye should not be added to electrical compressor systems due to electrical conductivity. Leak detection dye, when used in the proper quantity, will not harm air conditioning components or those working with it. If a vehicle was manufactured with leak detection dye, adding more is not necessary, unless prior air conditioning system flushing or multiple refrigerant component replacement caused the dye to be removed from the system. Leak Detection Dye There is a specific dye for hybrid electric vehicles that use R-134a in the air conditioning system equipped with an electric compressor. Hybrid electric vehicle leak detection dye is polyolester based and is specific to hybrid electric vehicles. The R-134a leak dye used for non-hybrid electric vehicles uses PAG oil, which is hygroscopic. Using it in a hybrid vehicle, even in the smallest amount, can create an air conditioning compressor failure. The oil in the dye breaks down the insulating properties of the windings on the electric motor portion of the compressor. These windings are immersed in compressor oil, and ester oil is used to protect the insulation on the windings to prevent electrical leakage. The addition of PAG oil into a hybrid air conditioning system designed for ester oil may result in an air conditioning system malfunction. Additionally, in hybrid vehicles with an electric
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compressor, when a dye containing a lubricant other than ester oil is added to the air conditioning system, it contaminates the air conditioning system. Flushing the system must be performed to remove the dye. In fact, because of the contamination concern with dye, Honda does not approve its use in hybrid vehicles. Toyota does not recommend dye for any of its air conditioning systems. Hybrid Compressor Do’s and Don’ts Do’s: • Do use PAG 46 oil or equivalent on firstgeneration 2001-’03 Prius. • Do use PAG 46 oil or equivalent on 2000-’06 Insight and 2005 Civic. • Do always refer to manufacturers’ recommendations when servicing A/C systems. • Do shut down high-voltage battery power when servicing any high-voltage A/C compressor. Dont’s: • Do not use any compressor oil other than ND-11 or equivalent on Toyotas. • Do not use PAG oil on vehicles with HV compressors. • Do not use any compressor oil other than SE10Y or equivalent on Hondas. • Do not use any compressor oil other than what’s recommended by the manufacturer. • Do not use safety or test equipment on highvoltage systems unless they’re tested or certified for use on high-voltage systems. • Do not flush high-voltage systems. Courtesy of Delphi Product & Service Solutions.
VOLKSWAGEN CHECK ENGINE LIGHT IS ON WITH TROUBLE CODE P2187
Vehicle: 2004 Volkswagen Beetle GLS 2.0L, L4, MFI, SOHC Customer Concern: The check engine light is on, with trouble code P2187, too lean off idle bank 1. Potential Causes: - Defective Mass Air Flow (MAF) Sensor
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[ ImportTechTips - Leaking Engine Vacuum - N80 Canister Purge Solenoid Tests: 1. Check and verify that there are no vacuum leaks or unmetered air leaks. 2. Check the MAF sensor grams/second readings as follows: a. Idle (about 830 rpm) 3.5 grams/sec. or more (4 to 4.5 grams/sec. preferred). b. 2,500 rpm no load, 9 to 15 grams/sec. (11 to 12 grams/sec. preferred). c. Wide open throttle road (WOT) load (drive vehicle at 45 mph in third gear and perform a WOT acceleration, observe maximum indicated grams/sec. readings on the MAF); 90 or more grams/sec. preferred. d. A MAF that exhibits consistently lower than normal grams/sec. readings can cause a P0102 code to set. 3. Check for a leaking N80 Canister Control Valve. This can cause a vacuum leak and a lean
Fig. 4
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idle condition. Confirmed Fix: Replaced the MAF sensor. Courtesy of Identifix’s “Five Fast Fixes.”
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 and reconfirm the condition. Fig. 4 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 oil pump reservoir. Courtesy of ALLDATA. IC
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71 Philips Spot_IC 9/12/13 1:38 PM Page 71
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Service&Repair]
Shed more light. Make more profit. The incentive for installing Philips Upgrade Headlamp Bulbs is simple. Put more light on the road, and you’ll put more cash in your pocket. This is a win/win for both you and your customers. You’ll make some extra profits from your lighting service and help improve your customer’s nighttime driving vision and safety at the same time. It’s a fact that motorists need more light. Headlight bulbs tend to lose up to 40% of their power due to age and use in just two years, and the drivers don’t fare any better as they get older.
More Light is Your Best Selling Tool Most serious accidents occur at night, when driver’s vision is weakest. So, what better motivation is there to make sure that your customer’s vehicle lighting is at its best? That’s where Philips upgrade lighting shines. It features advanced technology that simply outperforms standard bulbs – delivering more light and a better beam pattern as well. All these factors focus a bright light on an ideal business opportunity. Upgrade lighting commands a higher price and that means you can earn a higher margin.
Philips Upgrade Headlamp Bulbs Philips Automotive, a leading innovator in lighting and first choice supplier to carmakers around the world, offers a proven range of premium upgrade lighting that can deliver up to 100% more light than standard halogen lamps. It’s offered in three different styles so it’s easy to choose the best
bulb to fit the customer’s needs. Make the upgrade to Philips and keep your shop stocked with Philips Premium Upgrade Headlamp Bulbs. For more info, call 1-800-257-6054, or visit: www.philips.com/automotive
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[ Essentials
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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. Reader Service: Go to www.icRAPIDRESPONSE.com
<< The Innova PRO 31603 expert diagnostic tool allows technicians to quickly retrieve vital information in order to diagnose OBD II, ABS and SRS issues. Extended Asian and European ABS and SRS coverage is available so technicians can complete more repairs more efficiently. Shop management software reports manage vehicle diagnostics. Visit www.pro.innova.com. Reader Service: Go to www.icRAPIDRESPONSE.com
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The Ultimate Import Wire â&#x20AC;&#x201D; Intermotor Import Ignition Wire Sets are unrivaled for quality, coverage and original match. No one provides more extras like factory-installed separator clips, anchors, protective loom and trays to keep wires sorted properly and safely. Intermotor ignition wire sets install with ease for exceptional power, performance and extra-long service life. Visit www.IntermotorImport.com. Reader Service: Go to www.icRAPIDRESPONSE.com
<<
NAPA Import Auto Parts are sourced from the most respected original equipment manufacturers in the industry. NAPA brake products come complete with the fit, form and function asked for and installed by top-quality technicians for foreign nameplate vehicles. NAPA is focused on offering the right brand for the right application. Visit NAPAonline.com for your next import needs. Reader Service: Go to www.icRAPIDRESPONSE.com
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Autolite XP Xtreme Performance Iridium enhanced spark plugs are one of Autoliteâ&#x20AC;&#x2122;s most technologically advanced spark plugs ever. With an iridium-enhanced 0.6 mm finewire design and proprietary Vtrimmed platinum sidewire technology, these spark plugs provide better durability* and a more focused ignition for better overall ignitability** and optimal performance. *Compared to 0.8 mm finewire, multielectrode design and standard plugs. **Compared to average of other premium brands.
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The Penray Companies, Inc.’s Penray Performance Global Synthetic Power Steering Fluid is a new formulation blended specifically to meet the requirements of late-model European vehicles. It’s engineered to maintain especially stable viscosity characteristics over a wide range of temperatures. It features anti-wear agents to promote long life of internal power steering components. Reader Service: Go to www.icRAPIDRESPONSE.com
<<
Ranger Products, a division of BendPak Inc., has equipped the Ranger DST64T wheel balancer with DataWand, allowing operators to automatically enter wheel parameter settings in less than three seconds for exact balancing every time. A soft-touch keypad and display panel includes dynamic, static and variable alloy settings, and features dynamic tire and wheel graphics to help guide technicians through balancing procedures. Go to www.bendpak.com/wheel-service/ wheel-balancers/dst-64t-wheelbalancer.aspx for details. Reader Service: Go to www.icRAPIDRESPONSE.com
Essentials]
Bosch has added Bosch Brake Shoes to its line of braking products for the aftermarket. With fullline coverage of service brakes and parking brakes, Bosch Brake Shoes, along with other Bosch brake products, feature 100% asbestos-free friction formulations that ensure extended wear, consistent braking performance and long life, as well as a rust-prevention coating that enhances durability. Reader Service: Go to www.icRAPIDRESPONSE.com
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Federal-Mogul’s MOOG Steering and Suspension product line has been expanded with more than 70 additional applications. The latest line expansion features front sway bar link kits for 2011-’12 BMW X3 models; premium MOOG lower ball joint for 2006-’09 Honda Ridgeline light trucks; and rear sway bar links for 2008-’12 Subaru Imprezas. Other new parts include 21 control arm assemblies, four bushings and two wheel hub assemblies. Reader Service: Go to www.icRAPIDRESPONSE.com
<<
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Raybestos brand brake parts – a member of Brake Parts Inc. – is adding listings for the 2014 model year, with coverage for nine makes and 13 2014 models. In addition, the following late-model import rotor and brake pad part numbers have been added to the catalog: 2010-’13 BMW X5 and 2011-’13 BMW X6: P/N PGD1429M, Front Brake Pads; 2013 Mazda CX 5: P/N PGD1623C, Front Brake Pads; 2013 Subaru Impreza: P/N 980360 and 980356, Front Rotors, P/N 980634 and 980682, Rear Rotors. Reader Service: Go to www.icRAPIDRESPONSE.com Reader Service: go to www.ICRapidResponse.com
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It’s Fast, Easy and Accurate! Get FREE PRODUCT AND SERVICE INFO from the companies featured in this issue of ImportCar. >> VISIT www.icRapidResponse.com and click on the company from which you want information. >> OR, go to www.Import-Car.com and click on the ImportCar Rapid Response Logo.
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Advance Auto Parts Professional . . . . . . . . . . . . . . .43 ADVICS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .19 AIA, Auto International Association . . . . . . . . . . . . .61 Air Suspension Parts by Arnott, Inc. . . . . . . . . . . . .25 Autel.us . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .57 Auto Value/Bumper to Bumper . . . . . . . . . . . .Cover 4 Autolite . . . . . . . . . . . . . . . . . . . . . . . . . . . . .40, 41 BendPak . . . . . . . . . . . . . . . . . . . . . . . . . .Insert, 26 CARDONE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .27 CARQUEST Auto Parts . . . . . . . . . . . . . . . . . . . . . .3 DENSO Products and Services America, Inc. . . .13, 51 Innova Electronics Corp. . . . . . . . . . . . . . . . . . . . .35 Intermotor by SMP . . . . . . . . . . . . . . . . . . . . . . . .33 MAHLE Clevite . . . . . . . . . . . . . . . . . . . . . . . . . . . .5 Mercedes-Benz USA . . . . . . . . . . . . . . . . . . . . . . . .7 Monroe Shocks & Struts . . . . . . . . . . . . . . . . . . . .68
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Moog Steering & Suspension . . . . . . . . . . . . . .28, 29 NAPA . . . . . . . . . . . . . . . . . . . . . . . . . . . .11, 37, 63 NGK Spark Plugs . . . . . . . . . . . . . . . . . . . . . . . . .55 Nucap Industries . . . . . . . . . . . . . . . . . . . . . .50, 67 O’Reilly Auto Parts . . . . . . . . . . . . . . . . . . . . . . . .45 Parts Plus . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .21 Perfect Stop . . . . . . . . . . . . . . . . . . . . . . . . . .30, 31 Philips Automotive . . . . . . . . . . . . . . . . . . . . . . . .71 Schaeffler Group USA . . . . . . . . . . . . . . . . . . . . .8, 9 Tenneco/Walker . . . . . . . . . . . . . . . . . . . . . . . . . . .16 Timken . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .64 Toyota . . . . . . . . . . . . . . . . . . . . . . . . . . . .Cover 2, 1 Wagner Brakes/Federal-Mogul . . . . . . . . . . . . .46, 47 WAIglobal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .56 WIX Filters . . . . . . . . . . . . . . . . . . . . . . . .14, 15, 69 WORLDPAC . . . . . . . . . . . . . . . . .18, 49, 60, Cover 3
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Track Talk Victory Lap, NASCAR After The Lap, the NASCAR Sprint Cup Series Awards Ceremony and the NMPA Myers Brothers Awards Luncheon and much more! Winner of the 2012 MAHLE Clevite Champion Technician contest, Derek Martel, was selected based on his short essay submission that detailed his passion, experience and career accomplishments as a talented engine specialist. The Cumberland, RI, native and current instructor at the New England Institute of Technology says it was an honor to receive the memorable trip to Las Vegas. “The trip was absolutely amazing,” recalled Martel. “It’s something my wife and I will forever remember.” Earn your unforgettable experience by entering the contest today. To enter, nominees must have a minimum of five years of experience working with engines in a professional capacity. Engine technicians working as a custom engine rebuilder; in an automotive machine or repair shop; as a production engine rebuilder or race engine builder; or as an instructor in an engine program are encouraged to enter. Don’t miss out on this exclusive experience. Visit championtechnician.mahleclevite.com now through Oct. 28, 2013, to nominate yourself or a colleague today.
Best In The Business? You Could Win A Trip To NASCAR Champion’s Week Working in the automotive field is challenging and can be a thankless job at times. While you may feel unnoticed or underappreciated, MAHLE Clevite applauds the hard work, dedication and commitment you’re making to the engine building industry. “MAHLE Clevite wants to salute the hard work and commitment of the thousands of engine technicians around the country,” said Ted Hughes, marketing manager for MAHLE Clevite. “Sponsoring the Champion Technician contest is just one of many ways we want to roll out the red carpet for those who support us day in and day out.” The MAHLE Clevite Champion Technician contest recognizes the passion, talent and forward-thinking mindset of engine technicians and specialists by rewarding one expert who exemplifies a “champion” in every aspect. The winner will receive a VIP trip to the 2013 NASCAR Sprint Cup Series Champion’s Week in Las Vegas. This once-in-a-lifetime NASCAR experience will include coach-class airfare for two to Las Vegas; a three-night hotel stay; a special meet-and-greet with a NASCAR personality; access to NASCAR
Follow NASCAR Performance on Twitter and Facebook www.twitter.com/NASCARauto www.facebook.com/NASCARPerformance
Derek Martel, a talented engine specialist and instructor at the New England Institute of Technology, earned the 2012 MAHLE Clevite Champion Technician title – and a memorable trip to Las Vegas for NASCAR Champion’s Week.
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