Underhood Service, March 2014

■ MAF Snap Test A

MAGAZINE

■ Flex Plate Follies

■ ASE G1: Cooling System ®

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®

A

Publication

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Fuel Injector Ten Signs A Fuel Injector Needs to be Replaced

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ASE G1 Test Prep Understand Engine Cooling Systems

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Top End

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CONTENTS

Variable Valve Diagnostics

4 On the Web 6 Directions 8 Gonzo’s Toolbox 12 Aftermarket Update 28 Snap Test 36 Guest Editorial 38 Spark Plugs 40 Diagnostic Pathfinder 44 TPMS 46 Tech Tips 50 Shop (New Products) 52 Rapid Response 53 Classifieds 56 Ultimate Underhood

Underhood Service is a member of and supports the following organizations:

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Editorial Staff Phone: 330-670-1234 Editor Andrew Markel, ext. 296 email: amarkel@babcox.com Managing Editor Chris Crowell, ext. 268 email: ccrowell@babcox.com Technical Editor Larry Carley Contributing Writers Gary Goms, Bob Dowie and Scott “Gonzo” Weaver 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) March 2014, Volume 19, Number 3): Published monthly by Babcox, 3550 Embassy Parkway, Akron, OH 44333 U.S.A. Phone (330) 6701234, 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.

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Mail payment to UNDERHOOD SERVICE, P.O. Box 75692, Cleveland, OH 44101-4755. VISA, MasterCard or American Express accepted.

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1. Exploring Service Needs On The Ford 4.0L V6 Engine 2. Tech Tip: Reduced Engine Power Message Displayed on GM Vehicles 3. Flash Reprogramming Vehicle Computers 4. Diagnosing Diesel Injector Problems 5. Straight Up Look at the Vortec 3500 Straight-Five Engine

» Directions

By Andrew Markel EDITOR

A Note to My 20-Year-Old Self

L

ast month, I found my driver’s license from when I was 20. In 1994, I got my first job working at a dealership as a porter, shuttle van driver and service writer trainee. It was the first step on my journey where I would work as a service writer, technician and magazine editor.

Just looking at the picture on the license, I can see a wideeyed kid that just wanted to work with cars and make money. I remembered all of the mistakes I made, cars that came back, and — most of all — the people who helped me.

I began thinking about what I would say if I could go back in time and talk to this 20-yearold kid — to prevent so many mistakes and to avoid the missed opportunities. Here are six things I would tell myself: • Never road rage in a vehicle with the shop’s name on the side. This one is common sense, but some how you managed to forget this when seated inside the 1992 VW Eurovan that was a rolling billboard with the phone number for your boss on it. You are right. She did cut you off. But it does not give you the right to honk, yell and flip her the bird.

She will call your boss and you will get yelled at.

• Do not fix you girlfriend’s vehicle. It will start with an air filter and progress to intake manifold gaskets. When you say no to a clutch, it will lead

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to a fight because she thinks you are cheating on her with other people’s cars, and she does not understand that it can’t be done in a parking lot in front of her dorm. As a rule, you can only work on your significant other’s vehicle when you are married and have at least two children.

• Buy a decent torque wrench. There will come a time when you have to do a wheel bearing on a vehicle twice before you actually come to the realization that you can’t use your “calibrated arm” to apply 170 ft.-lbs of torque with a 150 ft.-lbs torque wrench. Buy a decent torque wrench sooner rather than later.

• The Internet will be BIG. I know you think that AOL is the greatest thing in the world, but it is going to get so much better.

In the future, swapping CDs out of drives for service information will be a thing of the past.

Information will flow at speeds unknown to you in 1994. Learn how to use the Internet and even how to code.

And most importantly…

• Shut Up and Listen. You will have the opportunity to work alongside some of the best technicians in the world.

Listen and learn from them.

You should be paying them for the help they are giving you.

Do not be in a big rush to work on your own for flat rate.

The training and advice they

will give you is priceless. Shut up and learn. If you fail to do this, you will regret this the most later on.

I can’t go back, and I guess that is what makes these lessons valuable. I only hope in 20 years I find an old driver’s license and can look back with the same sense of growth.

Underhood Service is pleased to announce the recent addition of Chris Crowell as Managing Editor, where he will play an integral role in the brand’s print, digital, web and social media properties and initiatives. Chris has a background in B-2-B publishing, having working as Editorial Director on magazines representing the title insurance and settlement services industries.

Concurrently, the staff of Underhood Service would like to thank Jennifer Clements, former Underhood Service managing editor, for her 16 years of dedicated service to the magazine. A key contributor to Underhood Service’s editorial product, Jennifer also facilitated the production process each month. Jennifer remains editor of TechShop magazine, and also now serves as Managing Editor of Babcox Media’s newest publication, Northeast Ohio Parent magazine. ■

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» Gonzo’sToolbox

By Scott “Gonzo” Weaver

Don’t Judge a job by its cover

I

t was a picture perfect day at the auto repair shop: the bays were full, the phone kept ringing, the front door bell never seemed to stop, and everyone was humming a tune.

Parts were ordered and came in correct the first time. No snapped off bolts, no rusted parts, and no fuss about how long things were taking or how much it cost.

Somehow, some way, there was going to be a loose nut thrown into the activities of the day.

Two new jobs showed up at the same time. A nice, clean 2007 Ford F-350 4WD diesel with an ABS light on, and a really dilapidated 1997 KIA with charging system problems and no light on.

The F-350 owner was practically enthusiastic about having his truck checked out. I’d even say he seemed rather proud about the whole thing. From there it was textbook diagnostics, run a few tests, check the codes, hook up the scanner and watch the speed sensor PIDs. Piece of cake.

On the other hand, the same explanation of the diagnostic charges was given to the owner of the KIA. That didn’t go over as well — at all. Seems the KIA had been around the block and around again. He has had it checked out at various shops, which all ended up ticking him off and showed no positive

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answers about his car’s problems. It took more than a little effort on my part just to get the owner to allow me to diagnose the problem. He finally said “yes” and handed me the keys.

The paint was faded, the clear coat was peeling and the windshield was full of splinter cracks. The dull hood had greasy handprints all over the front edge where people were grabbing it.

It gets better. I grabbed the door handle, pulled, and the door didn’t budge. The owner then leans out of the office front door, while waiting for his ride, and said, “Ya gotta lift it up pretty hard and then jerk it open.” I waved thanks and gave the door a good yank. It creaked and moaned as it swung open.

The interior of the car was a pit. Cigarette butts, papers, fast food cups and other assorted trash littered the interior. The smell was oppressive. But I said I’d look at, and after all the commotion and persuading at the front counter, I’m bound and determined to diagnose this problem — even if I have to wear a gas mask to do it.

The dilapidated KIA ended up in the bay next to the pristine F-350 with the ABS problems. Both vehicles didn’t take long to diagnose. The diesel just had a faulty front speed sensor, while the KIA had two

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» Gonzo’s Toolbox

problems: A faulty alternator and a strange problem with the instrument cluster. The charge light wouldn’t come on. Since this car has an alternator that is controlled by the PCM, the charge light is just there to indicate the condition of the charging system to the driver. It can charge just fine without a working charge light on this particular car. The only thing to do now was to write up both estimates.

I was so sure the big, shiny diesel job would be a “do” that when I called to get prices on the parts, I told the parts supplier to go ahead and send the speed sensor, but hold off on the alternator. I just couldn’t see the KIA getting done.

Next, I informed the customers. I explained the results of the test to the Ford owner and gave the estimate for the repair. Well, I don’t know if it was the price of the repair or what, but instead of getting an ‘OK’ as I expected, I got an earful about mechanics, the automotive repair business, and how we (mechanics) are all just a bunch of rip-offs taking advantage of hard working people like himself. Really?

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out. There was no repairing the damage to my ego or this guy’s distrust of auto repair. It pretty much knocked the wind out of my sails. I hung the phone up knowing this job wasn’t going to happen.

Discouraged, I took a deep breath and made the call to the KIA owner. I went through all the steps needed to bring his little car back to life, including the part about needing to pull the instrument cluster out to see why the charge light wasn’t working. I expected this guy to flip out but, to my utter amazement, he said, “Do it.

Do it all. You’re the first person to make any sense out of what’s wrong, and I think you’re the man for the job. I expected it to cost a few bucks.

Just call me when it’s ready.” I was still in shock as I hung up the phone.

Here’s this rundown: The owner of a grease-covered car that I wouldn’t put a nickel into is having me do the whole thing; the owner of an exceptionally clean diesel goes on a rampage about how rotten car repair people are. Go figure.

I guess it just go goes to show, “Ya can’t judge a book by its cover, or an owner by his car.” ■

» AftermarketUpdate

Brought to you by:

For free e-mail updates with the latest aftermarket news, tech tips and supplier promotions, log on to AutoCarePro.com.

• The Seattle branch of JASPER

Engines & Transmissions took home the President’s Award for 2013 at the company’s annual sales banquet Jan. 28.

In addition, the Seattle Branch received awards for Most Improved Gas Engine Sales, Most Improved Diesel Sales, Most Improved Installation Kit Sales

and Most Improved Sales Volume, and placed third in Branch Customer Retention.

Individually, Seattle Branch Manager Mitch Clayton won the Veteran Sales Representative of the Year, placed second in Customer Retention, and was a Gold Performance Level recipient, achieving a company sales increase in 2013 over the previous year.

Factory Representative Scott Nelson was a Silver Performance Award recipient, achieving a company sales increase in 2013 over the previous year. Factory Representatives Jim King, Adam Stack, Steve McPike and Pat Griffith each were Bronze Performance Level recipients, achieving a company sales increase in 2013 over the previous year.

• The Gates Corp. has an-

nounced the launch of its new Acceleration Sessions — a series of free online training videos designed to help counter staff and installation professionals get their knowledge up to speed. The sessions feature information on critical systems such as fuel, accessory belt drive, cooling and timing systems.

After each video, participants take a short quiz where a passing grade of 70 percent will earn chances to win prizes like NASCAR trips and tool packages, and instant dining cash.

Acceleration Sessions will run throughout the year and products will be rotated quarterly.

•

ASC Industries Inc. was honored by O’Reilly Auto Parts for excellence in cataloging and con-

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» AftermarketUpdate tent at O’Reilly’s recent Annual Manager’s Conference in St. Louis.

O’Reilly’s new water pump supplier since 2006, ASC has consis-

tently provided O'Reilly with exceptional content in a timely manner including application data, cross references, images and ACES data. The quick turn-

around of accurate data allows O’Reilly to provide the best in catalog information to their customers on a daily basis.

•Donations to the University of the Aftermarket Foundation increased more than three-fold last year, according to John Washbish, MAAP, secretary of the University of the Aftermarket Foundation and chairman of its contributions committee.

The following organizations contributed $100,000 or more to the University of the Aftermarket Foundation in 2013: Aftermarket Auto Parts Alliance, Automotive Distribution Network, Babcox Media, Brenton Productions, Dorman Products, Federated Auto Parts, National Pronto Association, and O’Reilly Auto Parts/O’Reilly and Wooten Families. Donating $50,000 or more in 2013 were the Clay Buzzard Family, Dayco Products, Federal-Mogul and Tenneco.

•Standard Motor Products (SMP) announced the Intermotor Parts Car Giveaway, available to professional service technicians, counterpersons, motorists and all import car enthusiasts, is running now through April 15. The program will award one grand prize winner a 2014 Subaru Impreza WRX, as well as first and second place prizes.

In addition to the grand prize, five first prize winners will receive a GoPro HERO3+ camera and 10 second prize winners will receive a Garmin nüvi LM with lifetime map updates. ■ Reader Service: Go to www.uhsRAPIDRESPONSE.com

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» ASE G1 Test Prep Understand Engine assing the ASE Auto Maintenance and Light Repair (G1) Test requires in-depth knowledge of an engine’s cooling system and how each component affects the overall performance of an engine over time. The emphasis is on inspection. Here is a refresher.

P

Section A: Engine Systems Inspect and test radiator, heater core, pressure cap and coolant recovery system; determine needed repairs; perform cooling system pressure and dye tests.

Cooling Systems

From the ASE G1 Task List:

Let’s take these one by one:

Radiator Airflow through the radiator provides cooling for the coolant that circulates through it. Most

newer radiators are aluminum and have a “crossflow” design in which the coolant flows from one end to the other. Older radiators are usually copper or brass and have a “downflow” design in which coolant flows from the top to the bottom. Most radiators also contain a loop(s) of pipe in the bottom tank or end tanks for cooling automatic transmission or power steering fluids. For the G1, they will ask questions about mixing fluids in the radiator like: Coolant was found in the transmission, what is the most likely cause?

Radiator Cap A spring-loaded pressurized cap on the radiator prevents coolant loss and increases the temperature at which the coolant boils.

Pressure ratings vary from 5 to 15 psi. Weak radiator caps can lead to overheating or coolant loss. Replace the cap if it does not seal properly or does not hold the rated pressure. For the G1, make sure you understand the relationship between temperature, pressure and boiling points.

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» ASE G1 Test Prep Pressure Test Pressure testing the cooling system is a quick and easy way to find an external leak. Perform the test on a cold engine using a hand pump with a gauge: 1. Remove the pressure cap and attach the pressure tester to the filler neck.

2. Pump the tester until the gauge reading matches the specified system pressure.

3. Observe the gauge; the reading should remain steady.

4. If the gauge shows a pressure loss, pump the tester to maintain pressure and check for leaks.

For the G1, understand how a leaking headgasket can cause changes in pressure and exhaust gases in the coolant. These gases can be detected with a combustion gas leak detector or a fivegas analyzer.

Coolant While there will not be any specific questions on coolant chemistry, you need to know why coolant needs to be replaced.

Coolant needs to be changed periodically to renew the chemical additives that protect the cooling system against corrosion.

Coolant Testing A refractometer or cooling system hydrometer will test coolant concentration and effectiveness. For accurate test results, the coolant should be hot. Before testing,

draw a coolant sample into the hydrometer and return it to the radiator several times to stabilize the internal thermometer of the hydrometer.

Coolant Fan For the G1, you need to know how to inspect fans and how they activate. Concentrate on inspecting the fan for damage like missing blades, bearing noises and situations like weak motor mounts that can cause an engine-driven fan to make contact with the shroud.

For electrical fans, you need to have a basic understanding of the components and operation below.

• A temperature sensor is a switch that typically energizes an electrical relay to turn on a fan.

• A temperature switch closes a set of contacts inside the switch using a thermistor to either complete the power or ground side of the circuit for the fan. This sensor/switch can be mounted either in the engine or radiator.

• An air conditioning or high discharge pressure switch to energize an electrical relay to turn on the fan.

• Computer-controlled relays to energize the fans. This system uses the engine coolant temperature sensor (thermocouple) to gauge engine temperature. The coolant fan turns on when engine coolant temperature reaches about 230°F (110°C). ■

Further ASE Test Prep training For additional in-depth instruction needed to achieve ASE Certification head to AVItestprep.com.

There you will find a wide-range of ASE Certification Test Prep quizzes and instructional videos covering sections L1, C1, A2, A4, A5, A6, A8 and more. ■

UnderhoodService.com 19

» FuelInjection

I

n the past 30 years, the fuel injector has moved from the intake manifold to the combustion chamber. During this evolution, injectors have become more precise in dispensing fuel. If this precision is thrown off by restrictions, electrical problems or fuel problems, it can cause drivability issues.

These are the top 10 signs fuel injectors need service or replacement.

1. Restrictions It doesn’t take much of a restriction in an injector to lean out the fuel mixture. A restriction of only 8% to 10% in a single fuel injector can be enough to cause a misfire. When this occurs, unburned oxygen enters the exhaust and makes the O2 sensor read lean. On older multiport systems that fire the injectors simultaneously, the computer compensates by increasing the “on” time of all the injectors, which can create an overly rich fuel condition in the other cylinders.

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Direct fuel injectors are more sensitive to restrictions because of the precise amount of fuel they inject into the combustion chamber.

2. Turbo Troubles In turbocharged engines, dirty injectors can have a dangerous leaning effect that may lead to engine-damaging detonation. When the engine is under boost and at a higher rpm, it needs all the fuel the injectors can deliver. If the injectors are dirty and can’t keep up with the engine’s demands, the fuel mixture will lean out, causing detonation to occur. The leaning out may cause higher than normal exhaust temperatures and turbo failure.

3. Heat Soak When the engine is shut off, the injectors undergo heat soak. Fuel residue evaporates in the injector nozzles, leaving the waxy olefins behind. Because the engine is off, there is no cooling airflow moving through the ports and Go to www.uhsRAPIDRESPONSE.com

➞

Âť FuelInjector no fuel flowing through the injectors to wash it away, so heat bakes the olefins into hard varnish deposits.

Over time, these deposits can build up and clog the injectors. A vehicle may have low mileage, but short drive cycles and increased heat soaks can clog the injector.

Since the formation of these deposits is a normal consequence of engine operation, detergents are added to gasoline to help keep the injectors clean. But if a vehicle is used primarily for short-trip driving, the deposits may build up faster than the detergents can wash them away. On four-cylinder engines, the No. 2 and No. 3 injectors are in the hottest location and tend to clog up faster than the end injectors on cylinders No. 1 and No. 4. The same applies to the injectors in the middle cylinders in six- and eightcylinder engines. The hotter the location, the more vulnerable the injector is to clogging from heat soak.

Throttle body injectors are less vulnerable to heat soak because of their location high above the intake manifold plenum.

Heat soak can affect direct-injection injectors due to their placement in the head. Even with the higher pressures, the orifices can become clogged over time.

4. Increase or Decrease in Long- and ShortTerm Fuel Trims The fuel calibration curves in the Powertrain Control Module (PCM) are based on OEM dyno testing using a new engine. Fuel pressure is within a specified range for that engine, and the injectors are all clean

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» FuelInjector

and new. The PCM’s built-in adaptive fuel control strategies allow it to adjust both shortterm and long-term fuel trim to compensate for variances in fuel pressure and fuel delivery to maintain the correct air/fuel ratio — but only within certain limits.

The PCM may not be able to increase injector duration enough to offset the difference if: • An injector becomes clogged with fuel varnish deposits and fails to deliver its normal dose of fuel when it’s energized, or • Fuel pressure to the injector drops below specifications because of a weak fuel pump, plugged fuel filter or leaky fuel pressure regulator.

This can leave the air/fuel mixture too lean, causing the

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cylinder to misfire.

5. Not Enough Resistance The solenoid at the top of the injector creates a magnetic field that pulls up the injector pintle when the injector is energized. The magnetic field must be strong enough to overcome the spring pressure and fuel pressure above the pintle, otherwise the injector may not open all the way (or at all). Shorts, opens or excessive resistance in the injector sole-

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Âť FuelInjector noid can also cause problems.

Typically, the solenoids often short internally when injectors fail, which causes a drop in resistance. If the specification calls for 3 ohms, for example, and an injector measures only 1 ohm, it will pull more current than the other injectors. Too much current flow to an injector may cause the PCM injector driver circuit to shut down, killing any other injectors that also share that same driver circuit. One way to check the injectors is with an ohmmeter.

6. Longer Crank Times An injector leak will cause the rail to lose pressure while the vehicle is sitting. This could result in a longer than normal crank because the rail will need extra time to pressurize.

A normal crank time in a diesel common-rail injection system is usually around three to five seconds. This is how long it will take the common-rail pump to build fuel pressure to the

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» FuelInjector “threshold.” The fuel rail pressure threshold for cranking occurs around 5,000 psi. Normal common-rail systems will operate at 5,000 psi at idle and can reach up to 30,000 psi at wide open throttle (WOT).

7. Failed Balance Tests If you suspect that an injector is clogged or malfunctioning, an injector balance test can isolate the bad injector. Scan tools that can disable injectors can isolate an injector for diagnostics. Engine rpm drop may not be an effective diagnostic method when performing a cylinder balance test where an injector is disabled.

A more effective method is looking at the voltage changes from the O2 sensor. Leaking injectors and some dead injectors can be missed even when an injector is disabled. Other problems with the ignition system and mechanical components also may not show an rpm loss when an injector is turned off. If an injector is good, the voltage from the O2 sensor will drop to or below 100mV. If the problem is a closed or dead injector, the long-term fuel trim may have compensated enough so that the voltage doesn’t change.

Another effective test is to measure the pressure loss in the fuel rail when each injector is fired and pulses for a set period of time. Use an electronic injector pulse tester for this. As each injector is energized, a fuel pressure gauge is observed to monitor the drop in fuel pressure.

The electrical connectors to the other injectors are removed, isolating the injector being tested. The difference between the maximum and minimum reading is the pressure drop.

Ideally, each injector should drop the same amount when opened. A variation of 1.5 to 2 psi or more is cause for concern. No pressure drop, or 26 March 2014 | UnderhoodService.com

a very low pressure drop, is a sign the orifice or tip is restricted. A higher than normal pressure drop indicates a rich condition that could be caused by a stuck plunger or worn pintle.

8. Misfire Codes A lean misfire may trigger a misfire code and turn on the check engine light. The code often will be a P0300 random misfire code, or you may find one or more misfire codes for individual cylinders, depending on which injectors are most affected.

9. Vehicle Won’t Start With Full Tank Major symptoms of contaminated fuel can include cranking no-start, hard starting, stalling, loss of power and poor fuel economy. Because symptoms of fuel contamination generally appear immediately after refueling, the fuel gauge needle pegged on full should always be a diagnostic red flag. Remember to ask if the vehicle has recently been refueled because some drivers just add fuel rather than topping off their tanks.

10. Lack of Maintenance If an owner has neglected maintenance services like oil changes and filter replacements, chances are the fuel injectors will suffer. For port fuel applications, not changing the oil can result in blowby and a compromised PCV system, which builds up contaminates on the tip of the injector.

Not changing the oil in an engine with direct fuel injection can result in a worn fuel pump camshaft lobe. ■

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» SnapTest

By Scott “Gonzo” Weaver

MAF Sensor

Diagnostics

How it Works

Faulty MAF Causes

Scanner Diagnostics

The Mass Air Flow sensor (MAF) has become a standard part on most engine applications and is mounted in the intake air stream just past the air filter. It measures the amount of air (volume) in the intake flow by way of a thin wire mounted in the air stream. This wire is heated by the MAF with a pre-calculated voltage/current value. The heat generated by the hot wire is reduced as the intake air flows around it. The more air, the greater the heat loss.

Therefore, the electric current supplied to the hot wire is changed by the temperature of the hot wire as air flow increases. The ECM detects this air flow change through the current and voltage changes.

Contamination of the MAF hot wire is the main cause of failure. Air itself, even after it has gone through a perfectly good, clean air filter, is still not that clean. Over

A scanner with PID capabilities is a good method for diagnosing the problem. Rather than go straight to code reading, because there may not be any, I prefer to look at the SFT and the MAF PIDs. Example vehicle: 2010 Nissan Versa, rough idle, no codes.

With the vehicle in park, the A/C off and engine warmed up (no other loads on the engine), the idle grams m/s should be 1.0 - 4.0 grams; at 2,500 rpms, the value should be 4.0 - 10.0 grams m/s.

Knowing these values and watching the PID values should clue you in on the condition of the MAF. This same PID check can be done on any vehicle if you have the specs, but what if you don’t?

Faulty MAF Symptoms You’d think a service light would be the first indicator of a problem, but there are times a problem develops with the MAF and no service light comes on.

Poor idle, loss of performance, sluggish performance and even stalling are all associated with a failing MAF sensor. Another indicator is an increase (and sometimes decrease) in short fuel trim (SFT) percentages.

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time, a build up of gunk will slow the reaction of the air, affecting the current flow for the meter. Cleaning the MAF helps in some cases, but replacement is still the best option.

Other causes of failure:

• Faulty electrical connections • Sensor damaged from a collision • Faulty wiring • Faulty PCM All of these can be determined when diagnosing the problem.

MAF Diagnostics with a Multimeter Basically, all MAF sensors have four wires.

• Battery voltage 12-14V • Ground lead • 5V reference from PCM • Signal return to PCM If the MAF has more than four wires, the extras are for the intake air temperature sensor that has been incorporated into the MAF housing.

» SnapTest voltage, those will be for the intake air temperature sensor. We’ll sort those out in a minute.

MAF Snap Test

Battery Voltage

Battery Voltage at Idle

Three of those basic four wires can be checked without much guesswork with a basic multimeter.

The real key to testing with a multimeter is the signal return lead. This will be easy to spot because the return voltage will be less than 5V (or better be). If you test the other leads associated with the MAF and see another 5V reference and a return

You’ll need one more thing to test this a bit further: Not just a multimeter, but a multimeter with a “min-max” feature. This feature on the multimeter will allow you to record a voltage reading for a brief time. (You could use a scope for this too, but let’s

keep this simple.)

Hook your min/max meter leads up — one to a good ground and the other to the return lead.

Next, as quickly as you can, stomp the accelerator hard to the floor one time, and one time only. If it is hooked up correctly and you’re on the right return lead, you should see an increase on the

» SnapTest

Snap Test

Low MAF meter over or just above 4V. If not, assuming you’re on an MAF with more than 4 leads, try the other reference voltage lead. After all of that, if you still don’t see an increase over 4V on the meter, that MAF is certainly bad. (Note: There are a few older vehicles with a 3-wire MAF, but the reference return lead is still the same.)

There is one exception to this quick test, though:

The Toyota 4-cylinder and some 6-cylinder engines. These will barely make it to 3.8V. Keep that in mind if you’re working with a Toyota product. Every other vehicle, import or domestic, will be at 4V. This quick test works without fail. Try it on a known good vehicle so you can see the results as they should look, and then you’ll be ready to tackle that problem car. ■

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» TopEnd Variable Valve Diagnostics DIAGNOSTICS By Gary Goms

T

he variable “valve” timing that most of us see in our shops is actually variable “camshaft” timing that improves low- and high-speed torque by advancing or retarding the camshaft timing on single overhead camshaft (SOHC) engine applications.

In contrast, some doubleoverhead camshaft (DOHC) applications perform those same functions by separately advancing or retarding the intake and exhaust camshafts.

Fully variable valve timing can be achieved only by using computer-operated solenoids to precisely control the intake and exhaust valve opening and closing events. Although the various combinations of valve timing events are theoretically infinite on an electronically controlled system, their applications are limited due to issues of cost and, in some cases, reliability.

VVT HARDWARE Variable camshaft timing on early SOHC engines was achieved by using a camshaft “phaser,” which consisted of a spring-loaded hydraulic piston that forced a beveled drive gear against a similar beveled drive gear mounted on the camshaft.

Precise camshaft timing can

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be achieved by using the Powertrain Control Module (PCM) to apply oil pressure to the piston by pulsing an oil control valve.

Since the piston has an orifice to bleed away oil pressure, cam timing can be changed by increasing the pulse width applied to the oil control valve.

If the electronics fail, a phaser return spring will push the piston to its default timing position.

DIAGNOSTIC TIPS As you might have already guessed, VVT diagnostics are very applicationspecific. VVT diagnostics not only depend on whether the engine is an in-line or V-type block, or an SOHC or DOHC configuration, but also the configuration of the phaser and system electronics. In addition, there are dozens of

“global” P0010- and P0340-series trouble codes, not to mention manufacturer-specific P1000-series codes that can be stored due to a valve-timing problem. But by applying basic operating principles, it’s possible to diagnose most VVT failures, regardless of configuration.

Most VVT failures will result

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» TopEnd

DIAGNOSTICS

in a loss of low- or high-speed engine torque and affect intake manifold vacuum. When the camshaft is not responding to the positions commanded by the PCM, the PCM should store a camshaft-related timing P0340series error code. On V-block engines, a camshaft timing error on one bank might also result in P0300-series misfire codes for all cylinders on that bank.

Remember that valve timing and valve overlap affect cylinder compression. With a single-bank failure on a V-block engine, the bank-to-bank cranking compression should differ, as should the bank-to-bank fuel trim numbers.

Keep in mind that with the reintroduction of steel timing chains, a single loose chain or a worn tensioner or chain guide on one bank can retard cam timing and perhaps affect cold starting and driveability performance.

Engine oil viscosity as well as oil filter flow capacity can definitely affect the ability of the cam phaser to control valve timing, as can the service life ratings of the oil.

A non-OE approved oil, coupled with a low-capacity oil filter, can cause sludging or varnishing, which causes cam Go to www.uhsRAPIDRESPONSE.com

phasers to stick in advanced or retarded positions. This may also cause the oil passages in the cylinder head, oil control valve and phasers to clog with sludge or become contaminated with metal chips. Even when using OE or OE-approved oils, engine oil must be changed at recommended intervals.

Many advanced diagnostic technicians routinely collect labscope samples of CMP and CKP sensor waveforms known to be good for future comparison with those produced by similar models afflicted with suspected valve-timing problems — but that’s a story unto itself.

In the meantime, it’s a good idea to check each VVT vehicle for scan tool-based cam timing data. ■

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» GuestEditorial

CAR CARE AWARE MONTH

Brutal Winter

By Rich White Executive Director, Car Care Council

Can Mean Profitable Spring During National Car Care Month

I

’m tired of hearing about winter, talking about winter and experiencing winter, and I bet you are, too. However, what has been the worst winter in a generation may in fact be a blessing in disguise for independent repair shops across the country.

The harsh elements will leave many vehicles in need of service and National Car Care Month in April is the ideal time to capture your share of these service and repair opportunities. It is also a chance to improve relationships with customers and attract new ones, leading to more long-term business.

Having a proper plan in place to capitalize on National Car Care Month is the first step. The Car Care Council website features a toolbox of information, promotional materials and sug-

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gestions to help you get started (www.carcare.org/industry-tool-box). Since there is no one-size-fits-all template for participating in National Car Care Month, the toolbox also offers a variety of ideas on how to incorporate National Car Care Month activities into your plans, whether you choose to host an event or participate on a smaller scale.

Hosting a free community car care event during National Car Care Month is an inexpensive and highly successful way to enhance customer relationships, capture more business from current customers and generate new business. For a larger community event, you could partner with other businesses in your area, as well as a local radio station. For a smaller event, you could offer Go to www.uhsRAPIDRESPONSE.com

➞

» GuestEditorial

free vehicle inspections right at your business location. The possibilities are endless.

Whatever you decide to do, this is a tremendous opportunity to increase the goodwill and trust with your customer base.

If you decide to conduct an event, the Car Care Council has a point-of-sale kit available for use during National Car Care Month and throughout the year (www.carcare.org/point-ofsale-kit). The kit includes consumer education brochures, posters, bay banners, mirror hangers, vehicle inspection forms, an English/Spanish countermat and the very popular Car Care Guide. In addition, the free digital version of the

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Car Care Guide is available as a reference for you and your customers. It can be found at www.carcare.org/car-careresource/car-care-guide/.

Free resources for your customers don’t end with the Car Care Guide. The council has a free personalized service schedule and e-mail reminder service to help consumers remember to “be car care aware.” By sharing the link, www.carcare.org/carcare-service-schedules/customservice-schedule/, your customers can become more proactive in maintaining their vehicle and follow a service schedule with your help.

Does your shop have a social media presence? If so, why not “like” and “follow” the Car Care Council on Facebook (www.facebook.com/CarCareC ouncil) and Twitter (twitter.com/CarCareCouncil).

The council frequently posts helpful tips, videos and information, such as its new Maintenance Mondays posts, that can easily be shared with your own fans and followers.

Participating in National Car Care Month is time well spent and gives you a chance to build awareness of your business, increase car counts and educate consumers on how much of their vehicle’s maintenance is going unchecked.

Don’t sit out this National Car Care Month. Start planning today for what could be the start of a real game changer for your business. For more information on National Car Care Month and the Be Car Care Aware campaign, visit www.carcare.org. ■

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UnderhoodService.com 37

➞

Âť SparkPlug

By Andrew Markel | Editor

6 Spark Plug Myths

Busted

If it fits, it will work.

False. Even if a spark plug fits in the hole in the head and the correct heat range, the electrodes may not be designed for that specific engine. The wrong plug electrode design can affect the flame front inside the combustion chamber and even increase the compression ratio. Always consult a catalog before using an old cross-reference chart.

Spark plugs can be changed when the engine is hot.

Changing the plugs while the engine is hot is a big no-no. Even removing the plugs while the engine is hot can damage the plugs and the head due to differing rates of thermal expansion. Always wait until the engine is cold.

The thicker the wire means more of the fire!

False. The actual core of a spark plug wire, which carries the spark, is small and its resistance is specified by the OEM. The girth of a spark plug wire is the insulation and shielding. Performance wires that are thicker can offer greater electromagnetic shielding for running performance ignition boxes. Racing plug wires offer Go to www.uhsRAPIDRESPONSE.com

more thermal protection and abrasion resistance.

The color matters.

Yes and No. A plug that has racked up the miles should have a brownish or greyish color on the insulator and electrodes, but some gas additives have been known to turn fresh insulators blue, pink or purple. Pay more attention to the deposits and where they occur to determine if there is a problem.

Measure, gap and grind.

Never on modern applications. Modern precious metal, fine wire and tipto-tip plugs should be handled with extreme care. You should never try to change the gap of the plug unless the manufacturer advises it.

Trying to measure or clean the plug will cause damage and misfires.

You need to put antiseize on the threads.

False. Most spark plugs come from the factory with a coating or plating that is designed to prevent galling of the threads. Applying a coating of anti-seize will only lead to incorrect torque readings. Use of anti-seize can increase torque values by 20 percent. â–

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» DiagnosticPathfinder

By John Forro

Cracked Plate Coincidence UNCOVERING, FIXING AN UNCOMMON FLEX PLATE ISSUE TWICE IN ONE WEEK

I

t never ceases to amaze me when I see certain types of problems in rapid succession of one another and then not see them again for months or even years. Like they say on the TV show Pawn Stars, “You never know what will come through the door.” This column is dedicated to one such occurrence.

Within a week of each other, two different vehicles came into my shop with cracked flex plates.

While I have seen flex plates crack throughout my career, it is not a common scenario.

2007 Ford E-250 The first vehicle was a 2007 Ford E-250 work van with a 5.4-liter engine. This van belonged to one of my fleet accounts and is regularly in for service. The owner called to inform me that the vehicle was getting towed in and that it had just stopped running on the freeway. Once the vehicle arrived at my shop, I cranked it and noticed the engine was cranking very fast, as if it had no compression. At least that is what it sounded like.

I started thinking how much work would be involved with either changing the engine or replacing the timing chain. I started to go through the motions: Removing the dog house cover to gain access to the spark plugs to do a compression test. I started to crank the engine with my gauge installed on the first cylinder, but I was shocked to see a reading of zero

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March 2014 | UnderhoodService.com

pounds of compression. After testing three more cylinders and seeing the same results, I wondered if the engine was actually cranking because I was not able to verify that the accessories were in fact rotating while sitting inside the van. Even a jumped chain still should have some sort of reading, and I knew my gauge was not broken.

I crawled out of the driver’s seat, attached my old remote starter button to the starter and watched as I engaged the starter motor. Bingo! No movement of the engine confirmed that the flex plate must be broken. Basically, the starter was engaging and rotating the torque converter but, since the flex plate was broken, the crankshaft was never spinning due to the fact the entire center section was broken.

But why did the customer say it quit running on the freeway? Even if the flex plate broke, if the engine was already running, it should have stayed running. I asked deeper questions and found out that the vehicle actually lost all power and, once pulled over onto the side of the road, he shut it off and tried to restart to see if it would magically fix itself.

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» DiagnosticPathfinder 2001 Chrysler Town and Country The very next vehicle I pulled into the shop was a 2001 Chrysler Town and Country with a 3.3-liter engine with a complaint of rough running/stalling accompanied by cam crank correlation codes. Both the cam and crank sensors had previously been replaced along with the PCM. The vehicle would sometimes run normal and other times would barely stay running.

I attached a scan tool to verify the code and physically watch the cam/crank synch PID to see if it showed that they were in fact out of synch. To my surprise, the code was present, but the PID also said they were in synch. This is a prime example of the potential limitations of a scan tool and the refresh rates of the tool.

As luck would have it I recently purchased a new PC-based scope and, in the training video enclosed with the scope, the instructor had a case study pertaining to this very same problem. Basically, the instructor, Bernie Thompson, said that if we attached our scope leads to the cam/crank signal wires to display a pattern, the two square wave signals should not touch each other. Once the signals were displayed on the screen, I did see that the two signals overlapped, confirming the two signals were out of time with one another. But why? Are the cams out of time, or is it the crank signal?

In the training video, Thompson said to use a pressure transducer and watch for the point that the valve overlap occurs to determine if the camshafts are out of Go to www.uhsRAPIDRESPONSE.com

time. Then, I used a little common sense to shortcut my diagnostic process.

Remember how this vehicle would run great at times and other times would barely run? If the camshafts were indeed out of time, the engine should never run decently, but I decided to attach a vacuum gauge anyway just to confirm my thought process. The engine vacuum was between 17 and 20 inches, depending on how the engine was running at the time, so I felt safe assuming the camshafts were in time.

These vehicles do have problems with their camshafts jumping time due to a chain issue, as well as broken flex plates, so it is important to determine exactly where the problem lies before deciding what to take apart.

Once the transmission was removed, it was evident that the flex plate had cracked, which was causing the out of synch codes to set.

When these flex plates crack, they typically wedge themselves in place, which still allows the engine to run because the crankshaft can still spin.

Looking back on these two jobs, I have two thoughts: First, what a strange field this is to have two vehicles with the exact same problem back to back. Second, I’m glad I had the tools needed to diagnose this vehicle in a timely manner, especially since I had just finished watching the training video discussing this very same problem! ■

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Âť TPMS

By Andrew Markel | Editor

Stocking, Selling and Installing

TPMS Sensor Service Kits 1. Every time a stem-mounted TPMS sensor is removed from a rim, it must be serviced — no ifs, ands or buts. This goes for sensors that are six months old to six years old. Do not reuse seals or stems.

2. Always use a new kit. The typical kit includes a nut, valve core, grommets and valve cap.

Each component has a specific function and lifespan that is not only determined by time, but what happens when it is installed.

3. Buy an assortment of TPMS sensor service kits. If your shop even sells a few tires a week, your shop should stock an assortment of service kits.

Most tire product suppliers have cabinets filled with the kits you will need most. Not having the parts to service sensors might leave a car stuck in a bay that could be used for other repairs.

4. Never reuse the nut. TPMS nuts are designed in anodized aluminum to eliminate the contact of two dissimilar metals that would create galvanic corrosion and material deterioration. The nut has a bonded lubricant to help provide the proper torque required for seating a new grommet, in addition Go to www.uhsRAPIDRESPONSE.com

to the engineered advantages. If a nut is reused, the anodized surface may be scratched away and corrosion may occur between the sensor, wheel and stem. The nut may then be impossible to torque to the correct specifications or remove due to corrosion on the threads.

5. Never reuse the seals/grommets. On the sensor and nut, two grommets seal the sensor and nut to the wheel.

Grommets conform to the mating surface of the rim. The instant the nut is torqued, it starts to take on the shape of the surfaces it is sealing against. This memory cannot be erased. If the seal is reused, it could cause a slow leak.

6. Always use a torque wrench. The torque specifications are measured in inchpounds and not foot-pounds for a reason. As stated in Nos. 4 and 5, the nut and grommet seals are one-use items. The nuts are made of aluminum and will strip. The hollow stems can take only so much abuse before they break.

7. A leak will not be eliminat-

Tire pressure chart

ed by tightening the nut more. The sealing grommets are engineered to work at a specific torque.

Any torque above the specified value will cause the seal to leak, and extra force may damage the nut and stem or fracture the sensor body.

8. Never reuse the valve stem. Replacing the valve stem core on TPMS sensors prevents leaks.

The elastomeric rubber and plastics degrade over time due to heat. The valve stem is subjected to heat from both the brakes and road.

A torque-calibrated driver should be used to tighten the valve core.

9. Always use the valve core that is in the kit. A TPMS valve core is nickel-plated and prevents galvanic corrosion and ensures the integrity of the primary seal. To prevent galvanic corrosion, never use a brass valve core with an aluminum TPMS sensor.

Instead, always use a nickel-plated valve core with an aluminum TPMS sensor. If the wrong valve core is used, accelerated galvanic corrosion could result in the core becoming “frozen” and seized, stuck in the stem and unable to be removed. TPMS valve cores also have special Teflon coating that helps seat and seal the stem.

10. Set the correct tire pressure. Seasonal temper-

» TPMS ature change can dramatically alter tire pressure, which can cause the tire pressure warning lamp to illuminate. “Cold” tire pressure, as shown on a vehicle’s tire pressure label, is the pressure in a tire that has been parked outdoors and not been driven in four hours. Tire pressure drops about 1 psi for every 10º F drop in ambient temperature. Additionally, air escapes the tire and rim naturally, causing as much as a 1.5 psi drop per month.

11. Take extra care when mounting and dismounting tires. When you are using a tire changer, always be aware of the TPMS sensor location and avoid all possible contact with shovels, bead breakers and tire irons. Some Ford sensors also are mounted on the rim 180º from the valve stem. ■

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UnderhoodService.com 45

» TechTips Steering System Flushing Fine particles can enter a hydraulic system because of mechanical stress on the steering components. As a consequence, it is recommended to flush the entire hydraulic system when replacing the power steering pump.

A few vehicle manufacturers have installed a drain bolt in the area of the steering gear. The disadvantage is that it is not possible to drain all the fluid here. A residual quantity always remains in the system.

Procedure: 1. Raise the vehicle’s front wheels off the ground. Raising the wheels will allow for lower resistance (in steps 9 and 12) when turning the wheels back and forth while flushing the system. It will also prevent the hydraulic fluid from foaming.

This month is sponsored by:

2. Remove the power steering reservoir cap.

3. Remove the return line on the reservoir, making sure to collect all the fluid being drained out.

4. Disconnect the feed line from the reservoir and remove the reservoir from the vehicle.

5. With the reservoir removed, clean the inside with a suitable cleaner. Brake cleaner is recommended. If equipped with an inline filter, be sure to clean or replace the filter.

6. Reinstall the reservoir and attach the fluid feed line, but do not attach the return line. With a suitable plug, plug off the location on the reservoir where the return line should be connected.

7. Fill the reservoir with the correct fluid, allowing the fluid level to stabilize. Once the fluid has stabilized,

start the vehicle.

8. With the engine running, collect the fluid that will be flowing out of the return line.

9. Keeping the engine running, turn the wheel back and forth from stop to stop. Do this 10 to 12 times until the fluid runs clean.

Very important: Always make sure to keep the reservoir full. Do not allow the reservoir to run dry as this will damage the pump and create air in the system.

10. Once the system is flushed, turn off the engine. Remove the plug on the reservoir and reconnect the return line. (Collect the fluid that will run out of the reservoir when the plug is removed and dispose of properly.)

11. Top off the reservoir with additional, clean fluid and allow fluid level to stabilize.

12. Once complete, start the engine and turn the wheel stop to stop 20 times to bleed air from the system.

While the system is being bled, make sure the fluid level does not go below the fill line.

13. Lower the vehicle, verify the fluid is at the correct operating level, then reinstall the power steering reservoir cap.

14. Check for any leaks and test drive to verify proper operation.

Important!

It is essential to comply with the vehicle manufacturer’s installation instructions and only to use the hydraulic fluids approved for the respective vehicle. The specification is found in the owner’s manual.

Important!

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March 2014 | UnderhoodService.com

Hydraulic fluid may not enter the soil. Disposal must take place via the supplier of the materials or a special refuse collection point.

Courtesy of Schaeffler Group USA ■

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Âť TechTips Toyota: Rough idle, surging between 500 to 800 RPM

Model: 2005 Toyota Avalon and some models with similar system configurations, such as 2006 Camry models Condition: Client complains check engine light is on, rough idle and engine idle surging between 500 and 800 RPM. Technician retrieved Diagnostic Trouble Code (DTC) P0171 and P0174 (System too lean banks 1 and 2).

Technician replaced the air fuel sensors on both banks and cleared DTCs. After driving vehicle for approximately one mile, all symptoms returned.

Correction: Replace cracked hose; erase DTCs and road test.

Explanation: A vacuum leak caused by a cracked hose between the charcoal canister purge valve and

intake manifold will cause the air fuel sensor to detect a high amount of oxygen in the exhaust system, producing a positive current flow and increasing the voltage signal above 3.3 volts. The engine control unit (ECU) on this Toyota puts out a voltage signal relatively proportional to exhaust oxygen content, detecting the change and strength of current flow.

At 3.3 volts, the air fuel ratio is 14.7 to 1 (stoichiometric) and there is no current flow. The ECU is receiving a false signal because the air leak is in the intake system behind the air mass meter. This causes the ECU to change injector opening duration rapidly as it analyzes the conflicting signals. OBD II is designed to monitor fuel trim on a continuous basis, thus causing the DTCs P0171 and P0174 to set. OBD II monitors evaporative emissions by checking for fuel vapor leaks once a drive cycle. If it detects no air flow when the charcoal canister purge valve is opened, DTC P0441 will set on a second drive cycle.

Courtesy of DENSO â–

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 Shop TechSmart by SMP is a brand of enhanced engine control products designed to help technicians with new technology, new categories and problem-solving improvements to the original with a proven quality they can trust. TechSmart encompasses SMP’s innovation, engineering expertise, meticulous testing, unmatched customer service, competitive pricing and brand integrity.

Visit www.TechSmartParts.com.

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The PlatinumNAPAFilter offers technology for the latest advancements in synthetic oil and performance oil filters. Featuring a host of oil filter innovations, including wire re-enforced fully-synthetic media and an ultra-durable Hydrogenerated Nitrile compound anti-drain back valve (where applicable), this oil filter provides the ultimate protection in the NAPA Family of oil filters. Visit www.napafilters.com for more information.

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Advance Auto Parts Professional offers Intermotor spark plug wire sets designed and tested for peak operating performance, extended service life and smooth installation.

Boot kits provide a waterproof seal and wire sets include pre-assembled routing clips, clock position distributor clips and clear-coated wires labeled with cylinder numbers. For more information on quality Intermotor products, call your local Advance delivery location.

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Ranger Products, a division of BendPak Inc., is bringing a new tire changer to market. The R980ATF is equipped with a powerful variablespeed motor and gear box that work systematically at multi-speeds allowing operators to match turntable rotational speed with varied tire and wheel combinations. Ergonomic controls are sensibly placed to minimize excessive reaching or bending resulting in more jobs per day. The R980ATF works with a wide variety of wheels, including virtually all OEM and performance tire and wheel configurations.

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Solv-Tec reports that sales of its K-Seal one-step permanent coolant leak repair are rocketing both in the U.S. and overseas. A recent independent market survey in the U.K. reported that K-Seal is now the No. 1 best-selling total coolant leak repair, recommended by nine out of 10 K-Seal distributors. One concentrated 8-oz bottle (P/N ST5501) will permanently fix head, head gasket, block, radiator, heater core and water pump leaks in engines up to 12 cylinders.

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50 March 2014 | UnderhoodService.com

» Spotlight

ETE

ETE REMANUFACTURED TRANSMISSIONS Allow us to introduce ourselves: we’re ETE REMAN. We’ve been remanufacturing transmissions since 1990 and, after 24 years, we’ve gotten pretty darn good at it.

When you choose ETE REMAN, you get more than just a remanufactured transmission.

You get access to 1,400 different foreign and domestictransmissions for over 16,000 vehicle applications. The most helpful, knowledgeable, and friendly customer loyalty and product support specialists in the business. A transmission that is tested to ensure it's powerful, reliable, and efficient enough to meet your customer's needs. The convenience of a network of distribution centers across the country. And an unbeatable 3 year, unlimited mileage, hassle-free, nationwide, parts and labor warranty to make selling your job just that much easier.

Headquartered in Milwaukee, Wisconsin, our production facilities boast more than 200,000 square feet of manufacturing space, including a state-of-the-art dynamometer department and Computer-Aided Road Simulation (CARS) program. With a growing network of distribution centers and an everexpanding portfolio of strategic partners – including transmission specialty and general service shops, extended warranty companies, insurance companies, and dealerships – we’ve become one of the largest and most diverse transmission remanufacturers in the nation.

ETE Reman 855.878.9286 etereman.com buyete.com

ADVERTORIAL

UnderhoodService.com

51

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March 2014 | UnderhoodService.com

Page 18, 19 9 22, 23 15 46 25 Cover 4 45 Insert, 37 3 38, 39 30, 31 24 43, 51 5 33 7 47 41 10, 11 8 Cover 2, 1 42

Advertiser Nissan Motor Corp. USA O'Reilly Auto Parts Perfect Stop Parts Master Penray Rislone RTI Technologies, Inc. Spectra Premium Industries Stellar Automotive (Lube Guard) US Motor Works VDO REDI-Sensor Wells Manufacturing

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DIRECT CLASSIFIEDS

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» UltimateUnderhood

F1 RACING

WHY F1 MATTERS THIS YEAR: NEW TECHNOLOGY MAKES FOR A BETTER SHOW.

L

ove it or hate it, Formula One is the top dog in motorsports.

With an improving economy, the F1 is changing up its rules to include some technologies that are already in your bays, or coming very soon. For 2014, the cars are, for a lack of a better term, hybrids.

F1 has reduced the fuel capacity by 40 kilograms to 100 kilograms this year and has specified a maximum flow rate of 100 kilograms per hour. Engine capacities have been reduced to 1.6 liters and turbochargers are allowed. They are able to do this by incorporating technologies like direct injection and better combustion chamber designs.

But the most interesting rule change is the refinement of energy recovery systems (ERS). These systems use the energy recovered under braking or the heat from the turbocharger for a boost when requested by the driver.

The energy recovery device on the turbocharger can also control the turbocharger’s speed to prevent turbo lag. All the cars this year are also brake-by-wire so that the ERS can recover the most energy.

Drivers can only use the boost for a limited amount of time during a lap.

Some ERS systems will no-doubt be better than others. This should make for some interesting race strategies when you also factor in fuel strategies and driving styles. ■

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March 2014 | UnderhoodService.com

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