Underhood Service, December 2013 by Babcox Media

■ HONDA OVERHEATING A

MAGAZINE

■ BUICK NO-CODE MISFIRES

■ TELEMATICS TROUBLES ®

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Publication

Diagnostic Dilemmas Gary Goms tackles a Buick 3800 with a camshaft and crankshaft sensor code. The diagnosis will suprise you.

Diagnostic Pathfinder: Plan of Attack

New contributor John Forro tackles an overheating problem with a 2004 Honda Civic with a checkered history.

Direct Injection Issues & Carbon Deposits Bob Howlett discusses how direct injection is changing diagnostics and maintenance services.

CONTENTS

4 Directions: Telematics 6 Gonzo’s Toolbox 10 Aftermarket Update 44 Tech Tips 50 Shop (New Products) 52 Rapid Response 53 Classifieds 56 Customer States...

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Editorial Staff Phone: 330-670-1234 Editor Andrew Markel, ext. 296 email: amarkel@babcox.com Managing Editor Jennifer Clements, ext. 265 email: jclements@babcox.com Technical Editor Larry Carley Contributing Writers Gary Goms, Bob Dowie Scott “Gonzo” Weaver and Randy Rundle Graphic Designer Publisher Ad Service (Material) Advertising Services Subscription Services

Dan Brennan, ext. 283 email: dbrennan@babcox.com Jim Merle, ext. 280 email: jmerle@babcox.com Cindy Ott, ext. 209 email: cott@babcox.com Valli Pantuso, ext. 223 email: vpantuso@babcox.com Maryellen Smith, ext. 288 email: msmith@babcox.com

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

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

UNDERHOOD SERVICE (ISSN 1079-6177) December 2013, Volume XVIII, Number 12): Published monthly by Babcox, 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: Please send address changes to UNDERHOOD SERVICE, 3550 Embassy Parkway Akron, OH 44333. UNDERHOOD SERVICE 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. 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 UNDERHOOD SERVICE, P.O. Box 75692, Cleveland, OH 44101-4755. VISA, MasterCard or American Express accepted.

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» Directions

BY Andrew Markel | EDITOR

Telematics: Tomorrow’s Diagnostic Nightmare

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

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

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

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

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

» Gonzo’s Toolbox By Scott “Gonzo” Weaver

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

ave you noticed how many automotive reality programs there are on TV these days? I take the time to sit down and take in a few of them here and there. But, from my side of the wrench, I have a completely different perspective when watching them. In my opinion, some of these reality shows are far from reality. They’ll start off with someone flashing a wad of cash or meeting a deserving owner. Before the first commercial break, they tow the vehicle to their garage and present it to the crew. The crew will look shocked at what was just dropped off. That’s about the time the host gives them the lowdown in the next 40 minutes on what’s going to take place. This usually consists of a full restoration job, and only a few weeks to get it completed. By the end of the show, there’s a gleaming, fully restored work of art on the screen. But the shows that really disturb me are those that use the “all-nighter” approach to car repair because they are done “Hollywoodstyle.” A team will completely dismantle a car to the shell and do all the mechanical work, electrical, interior, dash and instrument panels, brakes, transmission, rear-end, engine, cooling and heating systems, replace the glass, and do a full paint and body mod in less than a week. And, the best part (or biggest guffaw on these shows) is the final reveal of the newly restored gem to the owner/buyer. On the sidelines, just out of the primary camera view, is the entire crew that has spent the last three days bringing this ride back to life. I’m in awe of the crew, to say the least. Not one of them is covered in grease, or has half of their shirt untucked, they have no fresh cuts or scraps, and not one of them show any signs of

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sleep deprivation. I’ve done my share of all-night, marathon repairs before, and by the time the sun comes up, I’m not the most coherent guy with a wrench. They might call it “reality TV,” but it

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» Gonzo’s Toolbox

doesn’t seem all that realistic to me. I’m sure the entire staff involved are some of the finest technicians, body-repair specialists and electrical gurus of the automotive world, but I highly doubt you can turn out a truly professionally restored vehicle in that short amount of time. There has to be a huge number of shortcuts or outsourced labor used to meet the deadlines. I do restorations all the time and the biggest hassle with any of them is parts availability. The job comes in the shop, you put it up on the lift and you spin the driveshaft, only to find out the differential or bearings are shot. You can’t just run down to the local parts store and expect to pick up a set of bearings for a 30-year-old, low production car. But, somehow, some of these shows pull it off. On the other hand, there are a lot of great automotive reality programs on the television that go to great lengths to show how a modification is accomplished, with details that explain the process to the “nth” degree. Any show that portrays the reality of doing the job I do every day in a professional manner will get my attention. I’ll sit down and watch it from 8 December 2013 | UnderhoodService.com

beginning to end. You want to show me how you install some super-cool, new rear taillight lenses or wild-looking front grille...awesome! Or, pulling an engine out of a classic and doing the necessary rebuild on it...super! I love that stuff. But, when you try to convince me that you’re going to take some car that’s been totally neglected and sitting for 10 years in the back of some family garage, and you’re going to bring it back to life overnight...then you’ve lost me. I think it gives the novice car enthusiast the wrong impression of what it takes to restore a car, and, for the typical customer, it greatly underestimates all that’s involved to fix his/her daily driver. Lately, I’ve been doing a lot more restoration projects than I’ve done in the past, and I do believe it’s a result of all of these reality shows. So, for that, I’m thankful. At the same time, shame on you! I can’t live up to the overnight results that seem so possible on the big screen. Even though the customer doesn’t mention they’ve been watching a reality show, you know what they’re thinking: “This shouldn’t take any longer than it does on TV.” ■

» Aftermarket Update

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

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» Aftermarket Update Verizon Wins 2013 Aftermarket Telematics Challenge The Automotive Aftermarket Industry Association (AAIA) announced Verizon Telematics as the winner of the 2013 Aftermarket Telematics Challenge at AAPEX. The competition serves to identify and recognize the best example of connected-vehicle technology that can be fitted to vehicles in the aftermarket. The Verizon In-Drive system offers consumers a choice of telematics services including safety and security; vehicle operation data; navigation; roadside assistance; diagnostics and service reminders. In announcing the winner at AAPEX, AAIA Chief Information Officer Scott Luckett said, “Nearly 160 million vehicles, 1996 and later, are equipped with a diagnostic port that can accept an aftermarket telematics upgrade. Consumers crave connectivity in their lives, including their time behind the wheel. The Verizon InDrive system delivers a rich suite of convenience, security and vehicle management features without the need to buy a new vehicle with the ‘technology package.’” Consumers respond favorably to maintenance reminders, especially when Go to www.uhsRAPIDRESPONSE.com

they are originated by the vehicle itself, according to research. Aftermarket service retailers that develop a telematics strategy to stay connected to their best customers will benefit from this increased awareness of the need for regular and timely maintenance, AAIA points out. When features such as remote diagnostics and service reminders are bundled with driverfriendly features such as voice-navigation and roadside assistance, consumers see a compelling value proposition in an aftermarket telematics upgrade. Eric Berkobin, vice president of engineering, Verizon Telematics, spoke at the AAPEX Learning Forum session, “Aftermarket Telematics: Separating Fact from Fiction” and explained how the In-Drive system can benefit the aftermarket service channel. The session also included Luckett and Roger Lanctot, associate director in the global automotive practice, Strategy Analytics. The winner of the Aftermarket Telematics Challenge is recognized with a $10,000 contribution made in their name to the Aftermarket Scholarship Fund.

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» Aftermarket Update Gates Corporation and ASE Name Ronnie Bush Sr. Instructor Of The Year The Automotive Aftermarket division of The Gates Corporation announced in collaboration with the National Institute for Automotive Service Excellence (ASE) that Ronnie Bush Sr. is the Gates Tools for Schools/ASE Instructor of the Year. ASE partnered with sponsor Gates to recognize a top automotive instructor who displays commitment to his or her students and to the automotive service industry. To qualify for the Gates Tools

for Schools/ASE Instructor of the Year award, candidates must have registered as an instructor through ASE and must be Master Auto Certified + L1, and have taken at least one ASE test in the last 12 months. “I tell my Automotive Technology students that some people have a job and some people have a career,” said Bush. “Being a professional automotive service technician is a career. It’s not what you do, it’s who you are. You can only make that kind of commitment to some-

thing you love.” A technician for 38 years, Bush teaches automotive technology at Tennessee College of Applied Technology in Jackson, TN. He grew up working at his family’s automotive shop and credits his father, an auto mechanic, for being his mentor. Bush was honored at the ASE Fall Board of Governors Meeting For more information about the Gates Tools for Schools/ASE Instructor of the Year award, contact Kent Van Oort at (303) 744-4393.

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» Aftermarket Update Federated ‘Best Trucking Tailgate Party Ever’ A Big Hit At AAPEX Hundreds of guests enjoyed a memorable evening at the “Best Trucking Tailgate Party Ever” hosted by Federated Auto Parts during the Automotive Aftermarket Products Expo (AAPEX). The tailgate reception not only showcased the Federated Ultimate Service Truck as the centerpiece of the evening activities, but it also featured a guest list that included such luminaries as Lt. Gen. Pete Osman, president and CEO of the Marine Toys for Tots Foundation; NASCAR legend Kenny Schrader; and the guys who modified the Federated Ultimate Service Truck, Matt Steele and Bruno Massel, hosts of the Great

American Country (GAC) Network show “Truck U.” As part of the evening’s festivities, Federated CEO Rusty Bishop presented a check for $145,000 to Lt. Gen. Osman for the Toys for Tots Foundation. “We want to thank everyone who attended our ‘Best Trucking Tailgate Party Ever,’ especially our members, manufacturing

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partners and honored guests,” said Phil Moore, senior vice president of Federated Auto Parts. “It was especially gratifying for everyone at Federated to be able to present a donation for Toys for Toys to Lt. Gen. Osman.” Phil Wofford, owner of Phil’s Car Care in Porter, TX, and customer of Federated member Arnold Oil, was on hand as the grand-prize winner of the Federated Ultimate Service Truck Sweepstakes. Wofford received an all-expense-paid trip for two to Las Vegas to attend AAPEX and claim his prize. “Our Ultimate Service Truck was a ‘must-see’ for AAPEX attendees and we congratulate Phil Wofford as the grand-prize winner of the truck,” said Moore. “We have had some very exciting prizes in the past, but we think this is one of the best grand prizes we have ever awarded to one of our valued Car Care customers. A big ‘thank you’ to Sam Bass for such a cool design, to Bruno and Matt from ‘Truck U’ for all their hard work to transform a regular pickup into the Ultimate Service Truck, and, of course, to all of our vendor sponsors.” For more information, visit www.federatedautoparts.com. ■

» DiagnosticDilemmas

CRANK & CAM SENSORS

Coded Response, No-Code Solution By Gary Goms

his month’s Diagnostic Dilemma: A 1995 3.8L Pontiac Bonneville with automatic transmission and approximately 140,000 miles on the odometer. My client shop was struggling with a P0341 diagnostic trouble code (DTC), and a complaint of rough engine performance. Looking only at the scan tool’s description of the P0341 DTC, it appeared as if the cause was a conventional cam/crank synchronization error. The first shop to attack the P0341 problem installed new camshaft position (CMP) and crankshaft position (CKP) sensors with no result. My client shop had confirmed the integrity of the CMP and CKP waveforms, wiggle-tested the wiring harnesses and again swapped the CMP with no result. This month’s Diagnostic Dilemma began with a phone call from a client shop asking for advice. I should to say that I’m no longer in the technical advice business, thanks to a few technicians making some expensive mistakes by misinterpreting the advice I had given them, but I made an exception in this case by recommending that the shop proceed by printing the full description of the mysterious P0341 DTC, including the enabling criteria and operating strategy. In the meantime, and primarily from my own curiosity, I began my own research. Although my favorite technical database revealed a number

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» DiagnosticDilemmas of problems that could store a P0341 DTC, I didn’t discover a definitive method for diagnosing a P0341 on a ’95 Bonneville. In short, the P0341 DTC could be caused by any number or combination of problems associated with camshaft timing, cam/crank synchronization, cam/crank sensors, the ignition control module (ICM) or the powertrain control module (PCM) itself.

It Is What It Isn’t According to various data, the average age of our national fleet is now well over 11 years. I don’t know where these older cars are coming from, but many cars are still in relatively good condition and, in most cases, worth repairing. In any case, before plunging into diagnostics, it’s important for a technician to know that 1995 was a pivotal year for on-

Photo 1: The configuration of the 3.8L General Motors engine allows testing access to all of the critical components. The CMP and CKP signals are easily accessed at the coil pack connector located at the lower right.

board diagnostics. During 1995, auto manufacturers began placing many “hybrid” OBD II systems into full production, with the full rollout being scheduled for the 1996 model year. Consequently, it’s not unusual to see a 1994-’95 OBD I GM vehicle equipped with the familiar 16-pin OBD II connector attached to a “transitional” OBD I diagnostic system. At this time, on-board diagnostics were becoming more complex, with more data lines and even more DTCs to deal with. Some manufacturers, like Ford, transitioned from a two-digit in their EEC-IV systems to a three-digit trouble code system in their EEC-V systems. General Motors, on the other hand, began labeling some of their trouble codes with the now-familiar alphanumeric OBD II system. In essence, we have a 1995 Pontiac Bonneville equipped with OBD I hardware describing a cam/crank error with the OBD II designation of P0341. So it’s easy to see why a technician could easily be led down the Primrose Path trying to find the cause of the stereotypical P0341 cam/crank error on a ’95 Pontiac.

Doing Your Homework Since at least 1,500 different vehicle models are entering our domestic market each year, and being “service-ready” for each different model coming through the door is a daunting challenge, even for the most advanced diagnostic technician. So when I’m called to solve an elusive diagnostic problem, I spend 30 minutes to an hour in my shop doing what I call “homework” by familiarizing myself UnderhoodService.com 19

» DiagnosticDilemmas

Photo 2: The 3.8L’s ignition control module is located directly under the coil pack. Corrosion between the module and bracket can create a poor ignition system ground.

with the wiring schematics and the code descriptions and enabling criteria for that specific vehicle. In passing, that’s why any shop should be charging, at the least, a 1.0-hour minimum of labor to solve any complex or intermittent engine performance complaint.

Systems Knowledge The ’95 3.8L Pontiac uses somewhat unique CMP and CKP sensors to indicate cylinder timing data to the PCM. The 3.8L’s CMP Hall effect sensor relies upon a magnet mounted on the camshaft drive sprocket to generate a square-wave signal to the PCM. In some cases, that magnet can loosen, causing an Go to www.uhsRAPIDRESPONSE.com

erratic signal. In addition, the CKP sensor is actually two Hall effect sensors, one generating a 3x square-wave cylinder position signal and an another generating an 18x fuel control reference square-wave signal, both of which are routed to the ICM mounted under the waste-spark coil pack. As for operating strategy, the ICM relays the 3x CKP signal to the PCM. The 3x CKP spark reference signal indicates which cylinder pair is arriving at top dead center (TDC) during cranking. The PCM then calculates spark advance and returns the modified signal to the ICM, which then triggers one of the three waste-spark ignition coils. The ICM also relays the 18x signal to the PCM as a fuel control reference pulse. Upon receiving the first fuel control reference pulse, the PCM simultaneously pulses all six fuel injectors to

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» DiagnosticDilemmas

CRANK & CAM SENSORS

Photo 3: The connector located at the upper center of the photo relays the CMP and CKP signals from the ICM to the PCM. The key to solving the P0341 complaint was comparing the CMP/CKP waveforms entering the ICM with those exiting the ICM.

prime the cylinders. After priming, all six injectors are commanded closed for the next two crankshaft revolutions. During this cranking sequence, the PCM receives a pulse from the CMP to determine which cylinder is at TDC compression stroke. After the engine starts, the PCM’s CKP/CMP test monitor should see six sequential control fuel reference pulses during the following two crankshaft revolutions. The PCM will store the P0341 DTC if the ratio of CKP pulses to CMP pulses does not equal 6:1 for 10 consecutive cycles. Our ’95 Bonneville stored a P0341 immediately after the engine started.

Diagnostic Strategy Normally, I don’t favor invasive testing because I’m 22 December 2013 | UnderhoodService.com

destroying “crime scene” evidence or inadvertently “fixing” the problem by temporarily restoring a faulty connection. For that reason, I prefer connecting a scan tool first. But, since the CKP and CMP sensors had already been replaced, and my client shop had already performed the recommended wiggle tests and had verified CKP and CMP waveforms with their scanner-based lab scope attachment, I decided to pick up where they left off. In this case, the lab scope CKP and CMP sensor waveforms previously captured by the client shop appeared to be the correct ratio. But let’s remember that the CKP and the CMP signals pass through the ICM mounted under the coil pack. The reason many ’90s-vintage vehicles used separate ignition modules is presumably because their PCMs lacked

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» DiagnosticDilemmas the capacity to drive all three ignition coils. So, in that sense, the ignition module is a stand-alone system. Consequently, I back-probed the ignition module connector located near the center of the intake plenum, which relays the CKP and CMP signals from the ICM to the PCM.

CRANK & CAM SENSORS

The Missing Link

Returning to operating strategy, let’s remember that the P0341 DTC will be stored when the number of CKP fuel reference pulses to CMP TDC compression pulses fails to equal a 6:1 ratio for 10 consecutive cycles. Since I’m not likely to capture a missing fuel reference pulse in a single frame, I used the Lab Scope Issues movie feature of my Snap-on lab scope to capture Although more sophisticated on-board electronics suspected glitches in the CKP signal. reduce the need for a digital storage oscilloscope The ’95 3.8L Pontiac engine routes the CMP and (DSO), a DSO remains an essential tool for many the CKP signals through the ICM. Both signals pass technicians. DSOs or into and out of the ICM “lab scopes” range through the ICM conin utility from sinnector. They then pass gle-channel “pockthrough another connecet” lab scopes to tor located near the cenmultichannel, multiter of the intake plenum, function PC-based which transfers them to scopes. Since many the PCM. Because of its brands of profesbetter accessibility, I sional scopes are tapped into the second now on the market connector located at the with various pricing plenum. structures and capaAs I suspected, the bilities, it’s obvious CKP signal wasn’t conthat any tech shopsistently pulling down Photo 4: The upper waveform is the 18X CKP signal ping for a scope to zero voltage. Keeping while the lower is the 3X CKP signal. Notice that must compare price, in mind that the ICM the 18X signal occasionally fails to pull down to zero utility and service had already been voltage. This occasional glitch was causing the support for each replaced with knownP0341 DTC. brand of scope. good, the Diagnostic For this diagnosis, Dilemma became a I used the first DSO I ever owned, which is an early question of how the CKP signal was being corrupt1990s-era Tektronix 565 industrial-grade scope ed as it passed through the ICM. powered by six AA flashlight batteries. It’s a comGoing back to the beginning of electronic ignipact two-channel scope and is handy for mobile sittions, I’ve had cases in which electrical interference uations because it has button controls for time base from an open secondary ignition cable will interfere and amplitude and will store up to eight singlewith the ICM’s electronics. Next, I connected a frame captures. Although it’s now obsolete, it also 1000:1 attenuated secondary ignition probe to my has a much higher tolerance for primary ignition old Tektronix 565 so I could capture each spark voltages than do many current automotive scopes. plug waveform originating from the waste-spark The other scope I used on this diagnosis is a fullignition coil pack. I didn’t save these waveforms feature scope, which I’ve owned for many years. because they weren’t particularly representative of This scope has much more diagnostic capability, normal secondary failures. But, all indicated that including the ability to capture and store “movies” some spark plug wires had very high resistance of waveform sequences. Both scopes provided the while at least two were open-circuit. data I needed to complete my diagnosis. If I’d had the time, I could have probably correlated the open-circuit misfires with the glitches in the 24 December 2013 | UnderhoodService.com

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» DiagnosticDilemmas

Photo 5: Surprisingly enough, a perfect CKP waveform was produced after the spark plug wires were replaced.

CKP signal exiting the ICM. Or, if I had a four-channel scope at hand, simply added the secondary pickup pattern to the display. Nevertheless, I had enough evidence to justify replacing the spark plug wires. After replacing the spark plug wires, the mysterious P0341 DTC disappeared.

Lessons Learned In review, it’s too easy for any technician to base his diagnostic strategy on the brief CMP/CKP “synchronization” code description contained in the scan tool. Without an intimate understanding of how the P0341 was created or stored, the technician was left barking up the wrong diagnostic tree. After thoroughly researching the operating strategy contained in service information, it was apparent that the P0341 was a counting, rather than a synchronization, failure. During testing, I did verify CMP/CKP synch by comparing with a known-good Go to www.uhsRAPIDRESPONSE.com

waveform. But the root cause of the problem was electrical interference created by two open spark plug wires back-feeding into the ICM’s electronics, which interrupted the 6:1 CKP fuel reference ratio anticipated by the PCM. Of course, the most obvious question is, “What happened to the misfire codes?” First, the engine idled relatively smoothly in the service bay. Although my client shop said the engine would occasionally backfire at higher engine speeds, I couldn’t immediately duplicate that condition. Second, let’s go back to how the PCM was programmed in 1995. Although it used the familiar “global” P0XXX-series codes, the 1995 OBD I model didn’t incorporate a misfire monitor. So, if we survey the available DTCs for a 1995 3.8L Bonneville, we’ll find that the familiar P0300-series misfire DTCs are missing. Long story short, doing my homework solved the problem. ■

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» TechTalk

PATHFINDER

Diagnostic Pathfinder:

Developing a Plan of Attack VEHICLE: 2004 HONDA CIVIC PROBLEM: OVERHEATING CUSTOMER NOTES: ENGINE WAS REPLACED 8,000 MILES AGO. By John Forro, contributing writer

It’s so important to gather one’s thoughts and form an attack plan before beginning a diagnostic procedure. I could tell you that it’s the final repair of the car, your reputation or a hundred other reasons, but what it really boils down to is making money! If you charge to diagnose a vehicle (some shops still don’t) and you don’t have an attack plan, you can easily spend far more time trying get to the

The Honda 1.7L engine is reliable if you change the oil. The only notable related TSBs or bulletins related to the customer complaint were a campaign concerning coolant contamination and a TSB about air trapped in the heater core.

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» TechTalk

PATHFINDER

paying repair part of the process instead of getting paid for a focused and sound diagnosis. Without an attack plan to get to a final diagnosis, you could be going down dead ends and spending time using the wrong tools and not focusing on the root cause. Wasted time is lost forever and you’ll be asking yourself why you aren’t as profitable and productive as you think you should be. Most technicians have a fetish for fancy tools and equipment. I personally have been saving for a special PC-based scope with an intriguing misfire adapter. The cost of this tool is in the neighborhood of $3,500. That equates to about 50 diagnostic jobs at my The coolant temp sensor for the radiator fan labor rate to be able to purchase this new grounds a relay to turn tool. If I spend longer than normal diagnoson the fan. ing these 50 jobs, it will take me longer to save enough money to purchase what I want. This vehicle had previously had the engine Even with the latest tools, if you lack a diagnostic replaced due to having no oil in the crankcase. attack plan, a $3,500 investment will not pay off. This was the first visit since replacing the engine. Let’s take a look at a rather simple diagnostic The Honda had been driven for more than 8,000 procedure that I could have easily spent too much miles and about six months without any problems. time diagnosing. I was told the vehicle was overheating and I was The subject vehicle was a 2004 Honda Civic with also told that since I replaced engine it was my a 1.7L engine. This vehicle is owned by a typical responsibility to repair it for free. I proceeded to customer who didn’t pay for the car, never paid for inform this customer that if it was something relatany repairs and always wants to the vehicle to be ed to the engine replacement, I would cover it. repaired for free. When the vehicle was towed in, I first checked to see if there was any coolant in the system. Although it was a little low, it was likely due to the overheating condition causing some coolant to boil out. After pressure-testing the system, I found no leaks. I decided to start the vehicle to check for any blown head gasket symptoms and also to see if the cooling fans were operational. The good news was that there were no signs of any head gasket issues, but with the scan tool attached, the coolant temperature sensor started to reach 240° without having the cooling fans cycle. I shut off the vehicle and proceeded to begin my research to diagnose this problem. After reviewing the schematic for the system, I knew that this vehicle had three coolant temperature-related sensing Each coolant temperature sensor has a different devices: one for the gauge, one for the ECM and style of connector. The service information also the one for the cooling fans. I would be concerned indicates the ground connection for the sensor. 30 December 2013 | UnderhoodService.com

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PATHFINDER

with the cooling fan’s operation. Using the online service information, I was able to locate the correct coolant temperature sensor. I knew that when the sensor was heated, the thermistor would supply a ground to close the cooling fan relay. The ground G101 is located in close proximity to the sensor in question. The wiring schematic revealed there was a cooling fan fuse and relay that would need to be checked as well as the wiring to the fans themselves. Finally, the information provided me with a temperature range that the fans were supposed to operate. This research took me about five minutes and I now felt that I was ready to begin the diagnostic process. I decided to check the fuse and found that it was good. I then installed my relay test tool. This tool fits into the relay socket and turns the relay into a switch. With the switch on, the cooling fan operated.

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32 December 2013 | UnderhoodService.com

This proved the wiring was intact to the cooling fan motor. After performing a voltage drop on the G101 ground location, I learned that my ground was good. It was starting to shape up that I might have a bad sensor. The service information provided me with resistance values and a testing procedure to use with hot water. But, instead I decided to use my heat gun and manually make the sensor think it was hot. Using my infrared temperature gun I applied heat to 350° without having the fan turn on! I should note that the ignition key was left in the on position while doing this test. When forming the attack So this vehicle plan, this circuit became needed a fan the focus of the diagnostic temperature tests. switch/sensor to allow the cooling fan to operate the way it was designed to operate. After replacing the switch, the fans would come on at 213° — well within the operating specifications. Now for the million-dollar question: Did I charge the customer for this repair? Yes! The customer did have the last laugh, however. Once I called her to tell her what I found, the price she owed and that she could pick the car up when she was ready, she then chose this time to inform me that she wanted to add an oil change — after it was already off the rack and in the parking lot.

» TechTalk

PATHFINDER

Related TSBs: Restricted Radiator Causes Poor Heating or Engine Overheating Contamination in the factory-fill engine coolant can eventually cause restrictions in the radiator, leading to poor heater performance or, in rare cases, engine overheating.

Vehicles Affected 2004 Civic: Two Door: VIN 1HGEM2...4L035250 through 1HGEM2...4L035801 Four-Door: VIN 1HGES1...4L007030 through 1HGES1...4L007149 2005 Civic: Two Door: From VIN 1HGEM2...5L020055 through 1HGEM2...5L029361 Four Door: From VIN 1HGES1...5L004730 through 1HGES1...5L014514 • Not all vehicles within the affected VIN ranges have contaminated coolant. • Check for a punch mark above the first character of the engine compartment VIN. A punch mark in that location means this product update has already been completed.

Corrective Action Inspect the engine coolant and, depending on its condition, do one of these repairs: • Replace the coolant. • Replace the radiator and the water bypass hoses, and drain/refill the coolant.

Required Materials • Approved Long Life Antifreeze. If the radiator is replaced, it will require four gallons. Using a non-compatible coolant results in material compatibility issues. Topping off the system with a non-compatible coolant may reduce the original inhibitor levels and corrosion protection.

Inspection Procedure 1. Drain the engine coolant into a clean container. The OE Honda coolant is blue. If a noncompatible coolant is used, the color might change the color to a tan or brown color. 34 December 2013 | UnderhoodService.com

2. Check the clarity and color of the drained coolant. The clarity of the coolant will change if the coolant has been contaminated. 3. Remove the radiator cap, and check for corrosion at the cap opening: • If there is no corrosion opening, go to step 4. • If you see corrosion, go to the Repair Procedure. 4. Add new coolant into the radiator: Refer to the service information, and do steps 8 through 18. 5. If the vehicle is not contaminated, center-punch a completion mark above the first character of the engine compartment VIN.

Repair Procedure 1. Replace the radiator: Follow the service information, and do steps 2 through 8. 2. Replace the water bypass (RACV) inlet and outlet hoses. 3. Add about one gallon of coolant to the radiator, then install the radiator cap. 4. Start the engine, and let it reach normal operating temperature (the cooling fans cycle twice). 5. Shut the engine off, and open the radiator petcock one turn. 6. Monitor the cooling system pressure by lightly squeezing the upper radiator hose. Once the hose walls touch, remove the radiator cap and fully open the petcock. After the coolant is completely drained, tighten the petcock. 7. Add one gallon of coolant to the radiator. 8. Start the engine, top off the coolant in the radiator if needed, then reinstall the radiator cap. 9. Let the engine idle for about 10 minutes. 10. Repeat steps 5 through 9 two more times to remove any remaining contamination. 11. Tighten the radiator cap, then run the engine again, and check for leaks. 12. Operate the heater, and make sure warm air is coming from the vents. Courtesy of MotoLOGIC® Repair & Diagnostics: www.motoshop.com/motologic. ■

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Âť TechFeature

CARBON DEPOSITS

Direct-Injection Issues & Carbon Deposits By Bob Howlett, Owner, The Swedish Solution, www.swedishsolution.com

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 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

December 2013 | UnderhoodService.com

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

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.

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 highpressure 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 per38 December 2013 | UnderhoodService.com

formance 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 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 thing I didn’t give it away). While this article touches on the carbon deposit issue, it’s mainly about the high-pressure fuel

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» TechFeature

CARBON DEPOSITS

pump and the problem we’ve seen with them.

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 Photo 1 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 from June 18, 2007. If you suspect the car you’re working on has this issue, the high-pressure pump 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 Photo 2 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).

Figure 1: Cam followers in various stages of wear: holed base (A), excessive wear (B), normal wear (C) and new part (D). Go to www.uhsRAPIDRESPONSE.com

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» TechFeature

CARBON DEPOSITS

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 Figure 1 on page 40). 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 camshaft lobe. 5. Unless the car has very low mileage, when replacing the camshaft it would also be a good time to replace the tim-

Figure 2: Excessive wear on the lobe for the high-pressure fuel pump in the intake camshaft.

ing 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 Figure 3: Excessive down as far as it will go. wear marks on the tip of the high-pressure 7. Replace the O-ring for fuel pump plunger. 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. 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. 42 December 2013 | UnderhoodService.com

9. 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 online 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!” ■

» TechTips This month is sponsored by:

Un-Commanded TCC Apply on the 1-2 Shift Causing Perception of Hesitation and/or Lack of Power During Shift Ford: 2005-’06 Crown Victoria, E-150, E-250, Expedition, F-150 Lincoln: 2005-’06 Town Car and 2006 Mark LT Mercury: 2005-’06 Grand Marquis Some 2005-’06 vehicles with a 4R70/75E-W may experience an un-commanded torque converter clutch (TCC) apply or TCC partial apply immediately after the 1-2 shift. This may result in the perception that the vehicle lacks power or that the transmission is up-shifting too early. No DTCs are set during this condition. Follow the Service Procedure for verification and repair.

Service Procedure: 1. Monitor (TCC %) solenoid command state duty cycle and (TC SLIP ACT) torque converter clutch slippage (rpm), while in second, third or fourth gear with a TCC % reading 0. a. If TCC % = 0 and TC SLIP ACT = less than 20 rpm, then inspect the #7 check ball (see Figure 1) in the main control valve body for damage. Replace as required. Note: This procedure is performed in second gear auto (not manual 2) monitor (TC SLIP ACT) after the powertrain control module (PCM) commands second gear and before the VSS reads 35 mph (56 km/h).

Figure 1

b. If you receive any other reading, this TSB does not apply and follow normal diagnostic procedures as outlined in the appropriate workshop manual. Note: It is normal for the PCM to command fourth gear at speeds as low as 19 mph (30 km/h) with light acceleration when the throttle position is less than 20%. Part Number EOAZ-7E195-B 1L3Z-7C155-AA 1W7Z-7D100-AB

Part Name Ball Check Gasket - Valve Body Upper Gasket - Valve Body Lower

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

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

Enter Threadlockers Chemical threadlockers have seen greatly increased use in recent years, both on assembly lines and in service bays. According to Nick Seferi, product manager for Permatex, advances in chemistry have made threadlock-

December 2013 | UnderhoodService.com

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

Size Does Matter “Innovations in threadlocker chemistry have allowed us to develop different formulations to fit a wide variety of fastener sizes and types in many applications,” explains Seferi. Four key factors that technicians need to consider to make the right threadlocker choice are: the size of the fastener; the torque specification; the nature of the parts being assembled; and the expected need for future disassembly. For example, bolts used on water pumps or other accessories may only be 5/16” or M8, so the torque spec for such fasteners would be a modest 20 ft.-lbs., which is about 27 Nm. A water pump is something that can be expected to be replaced once or even several times in the life of a vehicle, so a medium-strength threadlocker would be a good choice for the attaching bolts. On the other hand, a structural fastener on a truck chassis might be 3/4” or even an inch in diameter, and is unlikely to be removed during the normal life of the vehicle. So a high-strength threadlocker coincides with the larger bolt and the more permanent life expectancy of the assembled joint. It’s important to note that, while a high-strength threadlocker does its job very well, disassembly will likely require special tools, procedures, and perhaps heat as well, where assemblies using low- and medium-strength threadlockers typically require only everyday hand tools for disassembly. Here are some general guidelines to help technicians choose the best threadlocker for particular tasks: Low strength threadlocker — Commonly used for fuel injection and carburetor fasteners, relay lock screws, body panel mounting fasteners. Typically for fasteners up to 1/4” or 6 mm. Medium-strength threadlocker — A good choice for oil pan fasteners, timing covers, starter and alternator bolts, intake manifold and Go to www.uhsRAPIDRESPONSE.com

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

And What About Thread Sealants? There are many places on today’s cars where fasteners and fittings must contain fluids, and therefore can benefit from supplemental sealing materials. Historically, technicians have used white tape to promote sealing of such joints. And, just as historically, the tape has deformed or slipped out of place during installation, or shredded or torn in use, leading to the very kinds of leaks they were hoping to prevent. Furthermore, pieces of torn tape can migrate into passages and clog precision orifices, causing damage or system malfunction. Thread sealants are the better choice here. They work just like threadlockers to keep the assembly together but also provide the additional sealing power needed to keep the fluids in check. Various formulations are available, including a standardduty thread sealant with PTFE, a high-performance thread sealant that withstands up to 10,000 psi, a specific hydraulic/pneumatic sealant for high-pressure systems, valves and fittings, and a high-temperature sealant for applications up to 400° F (204° C). Courtesy of Permatex.

Chrysler/Jeep Heater Core Problems Most heater core failures occur NAPA Growth in Application from coolant contamination, but # Last 2 Years that is not necessarily the case for 99227 47% 2001-’06 Chrysler Sebring Chrysler. Failures have been wit- 99280 91% 2001-’03 Dodge Durango nessed from tank seams and 99328 66% 2005-’10 Chrysler Town & Country; Dodge Caravan tubes to header leaks, and al99331 41% 2002-’09 Dodge Ram 2500; Dodge Ram 1500 though there have been some 99332 74% 2004-’09 Chrysler Aspen; Dodge Durango cases of contamination, the folks 99333 65% 2005-’10 Chrysler Town & Country; Dodge Caravan at Spectra Premium think that 99338 77% 2006-’10 Jeep Commander; Dodge Caravan it’s more than that. 99341 35% 1997-2000 Dodge Dakota Similar to Ford models, some 99352 32% 2005-’10 Dodge Dakota failures have occurred as result 99358 92% 2006-’10 Chrysler PT Cruiser of erosion of the coolant flow 99370 88% 2007-’10 Jeep Wranger into the heater core either with 99380 89% 2007-’11 Chrysler 200; Dodge Caliber direct contact to the tanks or 99382 97% 1998-2003 Dodge Ram 1500 Van; Dodge B1500 tube, sometimes baffles are required to deflect this flow and avoid premature failures. Just like radiators, we know that some Chrysler Jeep models operate at higher system pressures than the average vehicle, not by much — maybe only 3-5 psi — but it makes us wonder if the overall strength of the core can be affected by this. So, since the heater season is around the corner, make sure you have them on your shelf. The chart at right is a list of newly introduced models that have grown significantly in the last two years. Courtesy of Spectra Premium. ■ 48 December 2013 | UnderhoodService.com

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» Shop NAPA Heater Cores — With the cold season just around the corner, it’s nice to know that NAPA has you covered with your heater core needs. With more than 440 models that are built to OEM specifications with fully brazed aluminum tanks and high-efficiency tube spacing for optimal heat transfer, that’s NAPA know how. Reader Service: Go to www.uhsRAPIDRESPONSE.com

OTC’s latest scan tool, the Androidbased Encore, features more than 30 years of OEM, domestic, Asian and European vehicle information, and a boot time of less than 15 seconds thanks to the powerful Android OS. Additional benefits include an onboard battery, embedded resources AutoDetect, Code-Assist, Symptom-Assist and Repair-Trac and access to the Google Play store. Utilizing wireless capability, technicians can spend more time diagnosing and fixing vehicles without having to leave the vehicle to search for additional information. Encore’s 7-in. touch screen recognizes common device commands such as swipe and pinch. Reader Service: Go to www.uhsRAPIDRESPONSE.com

Innova PRO 31403 — The Innova PRO 31403 expert diagnostic tool allows technicians to retrieve enhanced and transmission diagnostic codes in all OBD II vehicles (1996 and newer) and the most popular OBD I vehicles (1981-’95) so they can complete more repairs more efficiently. It displays, records and plays back OBD II live data graphing right on the tool. Shop management software reports manage vehicle diagnostics and RepairSolutions is available. For more information, visit www.pro.innova.com. Reader Service: Go to www.uhsRAPIDRESPONSE.com

Stant announces its new 2014 Caps and Thermostats catalog for passenger cars and light trucks is now available. The catalog was introduced at the recent AAPEX show, and includes the latest application additions and a complete buyer’s guide with photos and specifications for fuel caps, radiator caps, oil caps, adapters and thermostats. To receive a catalog, contact your Stant sales representative. Sections of the catalog can also be downloaded from the Stant website at www.stant.com/parts-catalog. Reader Service: Go to www.uhsRAPIDRESPONSE.com

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

50 December 2013 | UnderhoodService.com

» Shop Airtex Fuel Delivery Systems has introduced a new mobile application compatible with Apple iPhones. This app is 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 VIN, 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. Reader Service: Go to www.uhsRAPIDRESPONSE.com

Easier and faster to use, the new Snap-on Injector Puller Kit (IPK1170) for GM LB7 Duramax engines is a “must have” for removing the sleeve from the injector without causing damage. This time-saving kit will be an instant productivity enhancer for Snap-on customers working on GM light and medium trucks. The new IPK1170 pulls the injector straight out of the full length of the nozzle tip without rocking, which reduces the possibility of unwanted sleeve removal. Reader Service: Go to www.uhsRAPIDRESPONSE.com

Enerpulse, Inc., makers of the Pulstar Pulse Plug, released a video on YouTube that provides a thorough overview of the product that looks like a conventional spark plug, but is completely different on the inside. The video, located at www.youtube.com/watch?v=-eiCjMNugJg, shows why a unique capacitor-based circuit inside a Pulstar Pulse Plug captures energy normally wasted by spark plugs and generates a spark with five times greater energy or 1,000 times more peak power. The video shows how Enerpulse, Inc. developed and commercialized the first real breakthrough in spark plug technology in more than 120 years. Reader Service: Go to www.uhsRAPIDRESPONSE.com

Spectra Premium’s eCatalog is mobile-friendly. With vehicle, part number and interchange search capabilities, the mobile version can be accessed from any smartphone for instant access in the palm of your hand. Similar to the desktop version, multiple view images, part specific technical information and videos can also be accessed. There’s no application to download, just go to ecat.spectrapremium.com to experience it. Reader Service: Go to www.uhsRAPIDRESPONSE.com

CRP Automotive has developed a special ContiTech Accessory Drive System Service Poster, designed to promote awareness and educate consumers about the need and benefits of maintaining a properly serviced accessory drive system. It shows vehicle owners how they can ensure even belt wear and prevent potential damage by replacing key accessory drive system components at the same time the belt is replaced. The poster will be a useful tool for auto service professionals to use to explain the service needs of the accessory drive system to their customers. Professional repair technicians can get the ContiTech Accessory Drive System Service Poster free of charge from their local parts supplier. Reader Service: Go to www.uhsRAPIDRESPONSE.com

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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

DIRECT CLASSIFIEDS

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» CustomerStates...

The customer didn’t actually state anything on this one! This car was in for a safety inspection, but unfortunately failed since wood isn’t acceptable for use to secure an engine mount! The car was a 2005 (I think) Dodge Neon. Creative, I suppose! ■

Ron May Jr. Ronnie’s Service Center Hanover Township, PA

December 2013 | UnderhoodService.com

If you have your own “customer states...” story and picture of a problem that was ignored for too long, please send it and you could win $50 if your entry is selected to appear in the magazine. Send your entry to amarkel@babcox.com. Thanks!

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