Auto Service Professional - February 2017

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Auto Service Professional ®

February | 2017 | Vol. 7, No. 1

BEST PRACTICES

Luxury & performance brakes

See the light Affordable thermal imaging technology

Illustration courtesy of Porsche Cars North America.

Best Auto Service & Tire Center’s secrets to customer loyalty

Circle 101 on Reader Service Card

February | 2017 | Vol. 7, No. 1

Technical Thermal imaging Page 12 Affordable technology lets you see a new light

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Engine diagnostics Page 20 Should OBD-II be your first step in diagnosing an engine management issue? Yes, and here’s why...

Luxury car and high performance brakes

20

Page 28 Premium vehicles = premium brakes and premium dollars for your shop

Business Reader profile Page 38 The Best service: Best Auto Service & Tire Center earns hardcore customer loyalty

Departments Straight talk

Quik-Link

Taming alignment in winter | Page 4

Your connection to free information | Page 42

Tech tips From front camber issues to wheel centering | Page 8

Technical Service Bulletins

Products New and innovative equipment for your tool chest and shop | Page 47

From a VW short to a howling Ram | Page 40 3 | ASP February 2017

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Straight talk

Taming alignment in winter Mike Mavrigian | Editor

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roper wheel alignment is obviously important in terms of preventing premature tire wear, and to maintain predictable and controllable handling and braking. But in winter weather, where the customer encounters slippery conditions, wheel angles become much more critical.

The effect of improper toe, camber and/or caster angles becomes more pronounced and

are compounded as the coefficient of friction between the tires and the road are reduced.

As an example, if the vehicle tends to pull or wander to one side during dry conditions, as contact patch friction is reduced due to ice and/or snow, the directional control of the vehicle is worsened as the rolling direction of the tires tend to follow an unwanted path.

Once the slip begins, it tends to exponentially increase because the off-center momentum

will initiate sooner, which makes it more difficult for the driver to recover directional control.

When a vehicle exhibits uneven or isolated tire tread wear, naturally you will suspect either worn suspension or steering components and/or wheel alignment concerns. If you know that wheel angles require correction (whether or not components are being replaced), if the customer balks at the added expense of a wheel alignment job, it’s important to stress the importance of this service with a higher level of urgency during winter months, from a safety concern in addition to preventing premature tire wear.

While inept drivers can certainly lose control on slippery roads even with correct wheel angles and the best of winter tires, the variable of ice and snow makes the situation much more critical. If wheel angles are incorrect, even the most skilled drivers are at risk.

The point I’m making is to stress the need for wheel alignment service even more robustly when faced with adverse weather conditions.

Proper wheel alignment isn’t only a tire wear issue. Maintaining suspension and steering geometry is a safety concern. Yes, selling wheel alignments adds to your shop’s income, but more importantly, promoting the service can help your customer prevent an otherwise avoidable accident. ■

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3515 Massillon Rd., Suite 350 Uniontown, OH 44685 (330) 899-2200, fax (330) 899-2209 Website: www.autoserviceprofessional.com Publisher: Greg Smith / Greg.Smith@bobit.com Editor: Mike Mavrigian / Mike.Mavrigian@bobit.com Managing Editor: Lori L. Mavrigian / Lori.Mavrigian@bobit.com Senior Editor & Digital Projects Editor: Joy Kopcha / Joy.Kopcha@bobit.com Senior Editor: Ann Neal / Ann.Neal@bobit.com Contributors: Jeff Taylor/Diagnostics & Driveability Specialist Jacques Gordon/Technical Contributor

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Turn to it any time you need the latest technical service bulletins, indepth technical articles, the newest products and new tool reviews. Our site also features news from suppliers and manufacturers to keep you up-to-date on what’s happening in the automotive industry.

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Advisory Board: Dan Paddy/Dan Paddy Service, Seville, OH Frank Dannemiller/Mobile Service & Repair Co., Wadsworth, OH Bob Fall/Fall Automotive Machine, Toledo, OH Scott Gressman/Gressman Powersports, Fremont, OH Greg McConiga/O’Daniel Automotive Restorations, Ft. Wayne, IN Art Director: Neal Weingart / Neal.Weingart@bobit.com Production Manager: Karen Runion / Karen.Runion@bobit.com Sales: Dan Thornton / djtinc@gmail.com (734) 676-9135, mobile (313) 410-0945 Marianne Dyal / Marianne.Dyal@bobit.com (760) 451-9216 Customer Service/Subscription Service phone: (888) 239-2455 / fax; (888) 274-4580 email: bobitpubs@halldata.com

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Tech tips From front camber issues to wheel centering FRONT CAMBER ISSUES? Ever run into a wheel alignment issue where you have negative camber on one side and positive camber on the opposite side and there’s no “factory” adjustment provided?

Try loosening the front crossmember and try to “slide” it toward the side that has positive camber.

There may be enough slop in the bolt holes to allow you to even-out the difference, enabling you to obtain a fairly equal camber angle on each side. Of course, this will depend on the suspension design. If that fails, consider installing eccentric lower control arm bushings that will provide a bit of camber adjustment,

bleeding the system, pay attention to hardline plumbing to the dual master cylinder.

If the lines to the master cylinder have been installed backwards (larger reservoir for the front brakes feeding the rear brakes or visaversa), the rear brakes will begin to activate before the front brakes, potentially causing an oversteer issue during braking.

A mis-plumbed line issue will also frustrate you during bleeding, as the wrong reservoir fluid level will drop when you think you’re bleeding the opposite circuit. It happens.

SUPER DUTY PULLEYS On Ford F-Super Duty trucks (or any engine that features a serpentine drive belt, for that matter), pay close attention to the condition of all pulleys, especially the idler and tensioner pulleys.

On a Ford F-Super Duty equipped with a 7.3L turbo diesel, for example, if a tensioner puller bearing fails, the belt will fly off, leaving the driver with no water pump operation (quickly overheating the engine), and no power steering and no power brakes (since a belt-driven vacuum pump provides booster operation). If an idler pulley or tensioner pulley has excess play or feels rough when turning, replace them now instead of waiting for a failure.

These trucks are extremely hard to stop and turn if the belt fails, creating a real driving hazard. Aside from tight access between the pulleys and the radiator shroud, replacing either of these pulleys is a fairly simple job.

BRAKE PLUMBING OOPS If a vehicle’s master cylinder and/or brake lines have been previously serviced by the owner or another shop, before you start

Example of a Noid test light kit.

A NOD TO THE NOID When diagnosing a potential fuel injector issue, where you suspect that one or more injectors are not receiving a pulse signal, disconnect the injector connector and plug a noid test light into the harness connector.

Crank the engine.

If the noid light does not flash, you have an electrical signal issue (possibly due to a bad connector or a wire harness issues). If the light does flash during cranking, you know the injector is receiving a signal, and you can move on with further diagnosis.

Noid test lights are inexpensive and are handy test items. Buy a kit that includes noid

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lights for GM, Ford, Bosch, etc. Use of these test lights is an easy way to test for injector signal before delving further.

forcing a factory wheel into position that has the proper size hole for the hub.

Again, if the vehicle has aftermarket wheels, just be aware of the potential for the need for centering rings. In order to replace a missing or damaged ring, measure the inside diameter of the wheel center hole and the outside diameter of the hub flange, as you’ll need both of these dimensions to order a replacement. ■

A kit will include an array of popular applications.

WHEEL CENTERING Wheels must be properly centered to their hubs. This may seem obvious, but issues can arise if the centering method is not performed correctly. A wheel will center to the hub either lug-centrically or hub-centrically. Most of the vehicles you’ll run into feature hubcentric positioning, where the hub hole in the wheel centers directly onto the hub flange.

However, if the vehicle sports aftermarket alloy wheels, it is possible that the wheel’s hub hole is larger in order to fit a variety of makes and models. If this is the case, a hub centering ring is required to take up the excess space, allowing the wheel to properly center onto the hub.

When servicing the wheel/tire package (when replacing tires, or anytime wheels are removed), pay attention to this and look for the presence of a centering ring that might be stuck in the wheel or stuck onto the hub.

If the wheel requires a centering ring and is installed without this ring, the wheel studs alone will not allow you to properly center the wheel, with a resulting radial run-out issue.

If the vehicle experienced a flat tire and a spare was installed by the owner or by the tow truck driver before the vehicle arrived at your shop, the ring may have been lost or may be stuck onto the hub, and the installer may have been unaware. If the ring stayed in place on the hub and the factory spare wheel was installed, the ring will prevent the wheel from seating flush onto the hub face. These rings may be made of either aluminum or plastic. In either case, the ring can easily be damaged by

Some aftermarket alloy wheels feature a universal center hole to accommodate a variety of vehicle fitments, requiring a centering ring for proper hub centering of the wheel. The ring seats into a counterbore in the wheel’s center hole.

The flat flange of the ring will seat against the hub.

This centering ring is stuck to the hub. If left in place when attempting to install a factory wheel, the ring will be damaged and will prevent a flush mount of the wheel to the hub.

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Thermal imaging Affordable technology lets you see a new light We’ve all heard the phrase “A picture is worth a thousand words.” As it relates to vehicle diagnostics, this phrase can now be updated to “A thermal image is worth time, money and increased credibility with your customers.” Let’s say a circuit remains active when it shouldn’t be. A thermal image quickly shows the problem and confirms the repair, and you can show it to your customer. It’s quick, efficient and credible.

By Jacques Gordon

B

efore cars had electronic controls, all their malfunctions were something we could see, hear, smell, feel or sometimes even taste (ever sipped coffee next to a car with a coolant leak?). Sometimes we used a test light or a vacuum gauge to pinpoint problems, and for really advanced diagnostics we had an engine analyzer with an analog ’scope as big as a roll away toolbox that would actually let us see secondary ignition patterns.

Today’s diagnostic tools are made for today’s vehicles, and using them effectively requires knowledge and skills that our grandfathers never imagined. We still pay attention to sound and vibration, but most troubleshooting clues are gathered electronically and we see them as data on a display screen. Imagine how much easier and more accurate your diagnosis could be if you could actually see excess current draw or a plugged catalytic converter or a stuck EGR valve.

Recent advances in optical and thermal imaging technology have made this possible.

The technologies themselves are not new but the prices are. Today you can buy truly useful inspection cameras and thermal imaging cameras for about half the price of a professional-grade scan tool. They won’t replace knowledge or skill, but they will improve

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Photo courtesy of Snap-on

your accuracy and dramatically reduce your diagnostic time.

We’re not going to describe specific tools here because there are just too many to cover.

Instead we’ll describe some of their more important features and how you can use them.

Professional-grade thermal imaging cameras started showing up on tool trucks almost 10 years ago, and they were expensive.

Today these tools are available over a wider price range, and the price generally reflects the tool’s features and capabilities. Some are well suited to automotive diagnostics, Thermal imaging and while they are a significant investment, Everything in the world radiates energy. they are powerful diagnostic tools that can That’s because molecules vibrate constantly, save time and improve the accuracy of your and those vibrations generate waves of elecdiagnosis. More and more techs are buying tromagnetic radiation. The physical distance them and using them successfully. between the waves (wavelength) depends on The most basic thermal imagers are the amount of energy. When energy increases, consumer-grade models that connect to a the waves become closer together (shorter smartphone running an Apple iOS or Android wavelength). operating system. While these do not really compare to professional tools, they provide a low-cost way to explore thermal imaging before committing to a bigger investment, and they do offer some lasting advantages.

First of all, they harness the processing power of the smartphone. While the image itself doesn’t have the resolution of a professional-grade tool, the app offers a wide choice of imaging and display modes such as still, video, zoom, color range, etc. The more useful models have a regular optical sensor in addition to the thermal image sensor, and the app lets you split the screen to show both the optical and thermal images (see the opening Some thermal imagers come pre-loaded with test illustration). Some models overlay a line drawing of the optical image atop the thermal procedures and known-good image libraries. image. It’s still a low-resolution thermal The energy that creates visible light is image, but the added detail makes the overall radiated at wavelengths between 400 and 700 picture more useful. nanometers (billionths of a meter). The color Some consumer-grade imagers can be used red is the longest wavelength we can see, but with an extension cable. This lets you point the the discovery of infrared energy (longer-than- imager into inconvenient spaces, like under the red wavelength) in the early 1800s led to the dashboard, while viewing the image remotely development of the first tool for measuring on a smartphone or tablet. Even if you end up energy as heat: the thermometer. By 1930, a buying a professional thermal imager later, this television camera had been developed for the small-sized tool can remain useful. military that could detect infrared energy Professional-grade thermal imagers cover more directly and display it on a picture tube. a wide price range, but the least expensive Optical sensors developed in the 1980s made models cost less than twice the price of the the technology portable, and micro-procesmost advanced consumer-grade imagers. If sors developed in the ’90s made it affordable you’ve ever used a non-contact Infra Red (IR) for civilian applications. Today you can buy a thermometer, this tool will seem familiar. consumer-grade pocket-size infrared camera Most models project a laser dot that indicates for about $40. the area being scanned, and the display screen 14 | ASP February 2017

will show temperature data along with the Some thermal imagers are made specifically image. Most tools store the image as a jpg for automotive work. They include built-in file on a removable SD card, and some tools software with guided tests and a library of can also download the image through a USB images showing known-good and known-bad connection. components. This can make the tool easier to The tools you’ll find at places like Home use right out of the box, and it can also help Depot and other big-box stores are best suited you explain your test results to the customer. for industrial or residential applications.

The next step up in price range buys a tool They can focus to infinity and some have that can produce thermal images almost as a visual-light sensor to enhance the image clear and detailed as a photograph. Most display. What they probably don’t have is a are complicated to use and are specifically big thermal image sensor. A bigger sensor designed for documenting scientific research captures a more detailed thermal image, and or industrial inspections. They are also very that’s what you need for automotive work. The expensive, some costing as much as a new car. spec sheet of most tools lists the pixel size of the display screen, but unless the specs also What can it do? show the size of the thermal sensor, you have Like all automotive diagnostics, most of the no way to compare it with other tools. problems you can find with a thermal imager The next step up in price is where you’ll find can also be found with other tools and techimagers that are useful for automotive work. niques. But as noted earlier, a thermal image Thermal range, accuracy and sensitivity will can visually show you the problem, saving be more than adequate on all of them. The time and giving you more confidence in your more important differences from one tool to diagnosis. For example, the image in Figure the next include image display options (zoom, 1 shows a warm spot inside the headliner of color palate, etc.) that make it easier to detect an Acura MDX. The vehicle’s battery was more subtle temperature differences. The being drained overnight, and the tech found more expensive models include an optical a 230 mA key-off current draw at the battery. sensor to add visible light details to the image. Honda/Acura models are known for faulty cell When comparing thermal imaging tools, phone Hands Free Link (HFL) control units the most important specification is the size that stay active with the ignition turned off, of the thermal sensor. By its very nature, a and the thermal image quickly confirmed the thermal image is fuzzy around the edges, and a low-resolution image can appear as a poorlydefined blob of heat energy. While a built-in optical sensor provides useful detail, a bigger thermal sensor provides a sharper thermal image; that’s where to spend your money. Thermal imagers with a really big sensor can cost as much as a scan tool, but there are several models at This Acura cell phone link control unit remained active with the ignition lower price-points with off, draining the vehicle’s battery overnight. Its temperature was only a a decent-sized thermal bit above ambient, but that was enough to confirm the tech’s suspicion image sensor. without having to measure circuit current draw.

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Photo courtesy of Ronald Leverett

Technical

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problem without removing the headliner to access the control unit itself.

That’s an example of looking for heat energy in places where it should not be. The other obvious technique is to look for heat where it should be, like the exhaust manifold (which cylinder is misfiring?), seat heaters and rear window defoggers (which wire is open?) and even more subtle places like the Mass Airflow Sensor.

Technicians have successfully used a thermal imager to find a dead cell in a battery, a bad

idler bearing, slipping drive belt, a clogged A/C condenser or evaporator or radiator or heater core, a dragging brake caliper, and even to verify wheel alignment (by checking tire tread temperature variations). Thermal images are also being used as an effective sales tool. Not only is this a classic case of a picture being worth a thousand words, but the impressive technology also gives customers confidence in their choice of repair shop.

Learning curve

With the key on but engine off, it’s easy to see the mass airflow sensor is getting power.

While the tool itself is simple to use, getting a useful image takes a little practice. Thermal sensors work in real time, but it takes a few milliseconds for the software to convert the signal into an image. Most tools auto-range the temperature/color display based on a single point in the center of the field of view.

Combined with the time lag, it can be a challenge to hold the tool still long enough to get a stable image, especially with the smartphone tools. A crosshair on the display screen helps you keep the image focused on one point.

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Interpreting the image also takes practice.

A thermal image looks very different from what we see in visible light. That’s why most tools have an optical sensor and some way to compare the thermal image to the optical image. Most tools also provide more than one color palate because sometimes the detail shows more clearly in a black-and-white image. They don’t all work the same way, so switching from one tool to another requires a little practice, too.

Finally, it also helps to use your imagination.

For instance, sometimes it helps to start with everything at ambient temperature because the temperature difference you’re looking for might be only ten degrees. Thermal imagers are sensitive enough to detect that difference, and it’s easier to see when everything else is at the same temperature.

Like the scan tool and oscilloscope, a thermal imager gives you diagnostic speed and accuracy, and in some cases it will show you things you can’t see any other way. If you don’t have one now, you probably will some day, because the capability it gives you is unique. Imagine how much better you can be at your chosen profession when you can see heat.

Borescopes and inspection cameras Inspection cameras and borescopes have come a long way in recent years. Today you can buy a borescope for less than $15 that connects to an Android tablet or smartphone. Of course, you get what you pay for. Whether it’s a camera or borescope, the most important features of the professional tools are camera size, camera articulation and image size.

Tools designed for automotive work have a camera head that is less than 10 millimeters in diameter, and some are less than 6 millimeters. The lens is designed to produce high-definition close-up pictures, and it should also have some way to adjust the light level at the camera head.

The best units have some method of articulating or rotating the camera head.

While this feature puts the tool into a higher price category, it dramatically increases the tool’s utility.

When comparing these tools, pay attention

Photo courtesy of Junius

Technical

If a picture is worth a thousand words, it can also save a lot of guesswork. Here’s a picture of a catalytic converter taken with an inspection camera inserted through the oxygen sensor hole. The catalyst wasn’t clogged and the only symptom was a catalyst efficiency code stored in the PCM. This picture not only helped the technician feel comfortable with his diagnosis, it also helped convince the otherwise skeptical customer of the need to buy a new catalytic converter.

to image capture or image resolution specifications. It takes a high-resolution image sensor to capture a clear image of something that’s only one inch from the lens. Most stand-alone inspection cameras and borescopes offer a photo-zoom feature, but images captured at 640 x 480 pixels will always be clearer than those captured at 320 x 240 pixels.

It’s not exactly X-ray vision, but inspection cameras, borescopes and thermal imagers give you the ability to see things you can’t see any other way. With some imagination and a little practice, it will almost seem like you can see through walls. These tools are not cheap, but the first time you confirm a clogged A/C condenser or retrieve a dropped bolt without removing the timing chain cover, you’ll appreciate your investment. ■ Jacques Gordon has worked in the automotive industry for 40 years as a service technician, lab technician, trainer and technical writer. His began his writing career writing service manuals at Chilton Book Co. He currently holds ASE Master Technician and L1 certifications and has participated in ASE test writing workshops.

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Engine diagnostics Should OBD-II be your first step in diagnosing an engine management issue? Yes, and here’s why...

When a check engine light comes on, having a game plan for understanding the cause and fixing it quickly is critical for your customer’s satisfaction and profitability for you. Having the correct scan tools at your disposal and running through the 10 diagnostic modes to OBD-II are keys to your success.

By Jeff Taylor

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e can’t possibly have all the tools that we need to repair every vehicle that comes into our shop, even if we concentrate on only a couple of makes or manufacturers. There are simply too many dedicated tools required today to perform all of the required tasks on today’s engine, transmission and drivetrain systems.

Even a simple water pump service can now require highly specialized tools, but dealing with a check engine light doesn’t always require the factory scan tool, even if you have one available.

It’s important to remember that the OBD-II system’s responsibility is to turn on the check engine light and alert the driver if there is a failure in the vehicle’s emission control systems, and it’s this fact that made me change my diagnostic approach.

I typically start to diagnose a check engine light (malfunction indicator light/MIL), by grabbing one of my generic scanners first. I check the OBD-II system to see what information is available to properly diagnose the issue, allowing me to base my decision on this data.

Will I need a factory scanner (that I may or may not have access to) or tell the customer that I don’t have the factory scan tool needed and possibly send them back to the dealer?

There are times that you are going to need a factory tool to complete a diagnostic or need some form of bidirectional control, but research has shown that almost 85% of the emissions-related MIL complaints can be dealt with using nothing more than an OBD-II diagnostic capable scanner.

For example, intake air temperature and coolant temperature should have similar readings after a cold soak. The OBD-II system also has to keep track of these test results, the operating conditions when it ran the tests and other information that can potentially be used to diagnose a MIL light issue. There are 10 diagnostic modes to OBD-II that we can use and these modes are typically available on that generic scanner that you already have, but it’s important to understand what information each of these modes provides us and how to interpret that information so we can use it in our diagnostic process.

Mode $01... Request the current powertrain diagnostic data. (The $ sign in the

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mode number indicates it’s a hexadecimal number used by the computers involved.)

Before any scan tool can communicate it needs to know what language the vehicle speaks. CAN, ISO 9141-2 and J1850 PWM are examples of communication protocols used.

Once the scanner understands the vehicle’s protocol, the PCM will allow the scanner access to current live powertrain data values or PIDs (parameter identification). This data must be actual sensor reading, not default, substituted or enhanced data that some manufacturers’ factory data streams may provide.

Many manufacturers’ factory data streams (Fiat/Chrysler and Honda come to mind) may show false information that the PCM is supplying because it is aware of a failed sensor or skewed data and still wants the vehicle to run properly for the customer. It just bases the false information from another input or sensor but it doesn’t tell you that when you are looking at the factory data.

The vehicle’s system readiness test status and the MIL status are also displayed in this mode. The fewer PIDs that are selected the faster the data refresh rate will be, and having genuine sensor data is a real help.

diagnose a Toyota Matrix P0171 lean code in the winter. These vehicles typically aren’t running lean when I see them, but the Mode $02 freeze frame data shows the outside temperature when the code set was -20 degrees Fahrenheit and the intake manifold gaskets are as hard as rock and unable to seal properly (that’s why it always runs fine by the time I see it).

Be aware that the freeze frame data can be overwritten by higher priority DTCs, (a misfire code, for example, will overwrite a lean code) and all of the Mode $02 data be cleared when the codes are cleared.

Mode $03... Request the emissions-related diagnostic trouble codes. Mode $03 allows our scanner access to the stored DTCs in the PCM. These emissions related codes will be “P0, P2 or P34-P39” generic codes or “P1 or

Mode $02... Request the freeze frame information. Mode $02 provides the data stored at the time the fault was detected by the OBD-II and when the OBD-II system turned on the MIL. Mode $02 output only shows the data from when the code set or matured and caused the MIL. This is important to note, because it may not provide information on when the actual problem started, but it provides clues and these clues can still be useful in replicating the failure conditions.

Among the numerous tools in my shop’s arsenal, these are my three I frequently use the freeze favorite generic OBD-II scanners that I use, even though one is a specialized VW/Audi tool (its OBD-II capabilities are fabulous). frame data in Mode $02 to 21 | ASP February 2017

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values and adaptive memories that may cause some driveability issues unless properly road-tested. Certain vehicles will not allow a clear/reset if the proper conditions aren’t met (Chryslers and Hondas both need the key on but engine off).

Mode $05...Request the oxygen sensor monitoring test results. This mode was intended to allow access to the PCM’s oxygen sensor monitoring values and test results.

Different manufactures used many different and unique methods to calculate the O2 effectiveness and operation (one mode may convert that data to the same standard units This Mahle scanner provides quick access to the of measurement).

OBD-II system and will even provide a printout to This mode is only used if the vehicle is not give to the customer before and after a repair. using CAN (controller area network) electriP30-P33� manufacturer specific OBD-II codes cal architecture. If it is a CAN vehicle this that have turned on the MIL. data is now stored in Mode $06.

Mode $04... Clear/reset the emissionsMode $06...Request the on-board monirelated diagnostic information. When toring test results for specific monitored you want to clear a stored code or codes, systems. Mode $06 provides access to the you enter into this mode to do it, but be OBD-II test results of the specific components certain of exactly what you want to do before and systems that it has tested. proceeding.

It will show the results of both continuously Clearing/resetting the memory will not monitored (misfire monitoring for example) just turn off the MIL but also erase the freeze and non-continuously monitored systems frame data and much more.

(EGR or evaporative systems for example) in Clearing/resetting will reset the monithis data. tors status, distance travelled while the MIL was on, number of engine warm-ups, engine run time, oxygen sensor data, on-board monitoring test results and pending codes.

I try to record as much of this information as possible for future reference after the repair (I use screen capture or take a picture with my phone). Performing a clear/reset may erase This is the opening screen of the Mahle OBD-II diagnostic panel showing the 10 different modes that can be accessed. some learned engine 22 | ASP February 2017

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I like to look at Mode $06 data to see just how bad a particular component has failed; this is very helpful in P0420/430 catalytic failure codes.

Mode $06 is not only useful for finding Ford misfires; it’s also really handy at identifying other issues that may appear after clearing a code.

I like to take a look at Mode $06 and see From this screen capture you can see that there are no permanent codes (this example is a 2006 Saturn), but you see Mode $03 codes and the Mode if any other tests are close to failing even $07 freeze frame data and the code that set that data. though they are not Mode $06 shows actual test results and related to the code or issue that I’m diagnosinformation but only if the readiness monitors ing or have just repaired. status from Mode $01 shows that the monitor Many times, a misfire code will shut off the is complete. enabling criteria for many other tests, and it’s This is important to remember because good to have the information that the evapothere may be data there before the monitor rative, or EGR system, was close to failing has run to completion and this may just be or that the catalytic converter was already garbage data until the monitor has to run to borderline to warn a customer of another completion. impending repair.

Sometimes this data may need to be converted to usable values if your scan tool Mode $07... Request the emission-related doesn’t do it automatically. diagnostic trouble codes detected during Many manufacturers’ websites provide current or last completed driving cycle. This information on how to do this and what the mode shows the codes that are pending or values mean. For example, Ford’s OBD-II waiting to mature. Mode $07 was designed to information is free and a valuable resource aid in diagnostics after a repair by showing a that explains how systems are tested as well test fail after one drive cycle. If the test fails (www.motorcraftservice.com/FreeResources/ again a related DTC will be stored. But if the OBD). fault is not seen again for 40 to 80 warm-up

Mode $06 isn’t just for Ford misfires. This view shows that the EGR system barely failed and after testing the operation of the EGR valve it was found that the EGR passages were plugging up.

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cycles the code will clear automatically. But if the test fails again during those cycles then the DTC will set and the MIL will be illuminated.

This mode should always be looked at before the codes are cleared as this information is cleared when a Mode $04 reset is performed.

Pending codes that are unrelated to the hard code that turned on the MIL should be noted and mentioned to the customer before any repairs are performed.

Mode $08... Request control of on-board system, test or component. Mode $08 is intended to allow the scan tool to perform some bidirectional control of an onboard test or component. Typically it will allow you to seal the evaporative system to check for leak testing. This mode is really hit or miss and doesn’t usually do anything.

Mode $09... Request vehicle information.

Mode $09 provides the vehicle’s VIN, calibration IDs, calibration verification numbers, and other useful data that includes in-use performance tracking. In-use performance tracking logs the number of times that specific component monitors (catalysts, primary 02’s, EGR, AIR, and evaporative system) ran to completion, and it also shows how many times the conditions to run that monitor were enabled and the total number of engine starts.

This information is useful in verifying a repair and knowing if something was inhibiting the enabling conditions (failing thermostats are very common at stopping monitors without trouble codes being generated). I like to look at this area to make sure that the monitor counters are increasing. If they seem to be fixed or display a very low number relative to the vehicle age or mileage, I am often suspicious of a car that has some form of tune or non-factory PCM software and this can help in your diagnostics.

Mode $0A (10)... Emission-related DTC with permanent status. We know that the MIL light can be turned off either by passing the prescribed number of tests without a fault reoccurring or having the fault repaired and using Mode $04 to clear the MIL. But just

Mahle provides an OBD diagnostic report that provides not only all the Mode $06 data, but codes as well. This is very helpful in explaining to customers that other systems may be close to failing or shut off by certain codes that already exist.

because you or someone else has turned off the MIL, that doesn’t mean that the PCM has forgotten that any codes were set. Starting on some 2009s and all 2010 and up vehicles, Mode $0A remembers that there was a fault serious enough to request the illumination of the MIL and keeps this information in a nonvolatile random access memory (NVRAM).

This NVRAM can’t be erased by using Mode $03 or a battery disconnect and it can hold up to four codes for over a year until the diagnostic executive part of the PCM erases it after it performs a test verifying that it’s been repaired (typically passing three consecutive trips without fault).

Finishing up and putting this all in practical terms, and using it in the shop. Here is a scenario that I have encountered more than once. It’s a 2011 Ford Escape with a 3.0 V6. The customer’s issue is that it drives fine but the MIL is on.

The first thing I do is hook up an OBD-II capable scanner and look for codes. At this point I have used Mode $01 and Mode $03. It displays the code P0420, a catalytic efficiency code for bank 1. I then look at the freeze frame data (making sure that freeze frame data is for the P0420 code) and check the operating conditions when the MIL was turned on.

The Data in Mode $02 ( freeze frame) shows me that the vehicle was at operating temperature, in closed loop, on the highway and the fuel trims on both banks were at about +/-5% (which is OK). From this point I will go to

26 | ASP February 2017

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Mode $01 again to make sure the catalytic monitor is ready and run to completion, then off to Mode $06 to look at the catalytic test data. In this case I am able to compare bank 1 with bank 2. Mode $06 data tells me that bank 1 failed badly, while bank 2 is well within specs.

Before I leave the Mode $06 area, I look over all the other test data to make sure nothing is close to failing (O2 values) just in case something is just on the borderline. At this stage I have pretty much decided that I am going to be looking at a converter, but I go to Mode $07 first and see if any other codes are pending.

From here I will check and see if there is any Mode $0A codes other than the P0420 that may have been cleared recently. If misfire, thermostat or O2 codes are still stored, they could be clues as to why the P0420 is setting.

In an example case, there were no issues and only the P0420 is set.

The last step is to look at Mode $09 and see if the vehicle has had any issues running this test, and it hadn’t, in fact the test had run

over 1,500 times. I have made my decision: It needs a new converter. Most techs are already using several OBD-II modes, but in many cases techs are quite unaware of all the information that is available. Using as many of the 10 OBD-II modes as possible can help in diagnostics, verifying a repair successfully and accomplishing that repair without the use of a factory scan tool. ■ Jeff Taylor boasts a 31-year career in the automotive industry with Eccles Auto Service in Dundas, Ontario, as a fully licensed professional lead technician. While continuing to be “on the bench” every day, Jeff is also heavily involved in government focus groups, serves as an accomplished technical writer and has competed in international diagnostic competitions as well as providing his expertise as an automotive technical instructor for a major aftermarket parts retailer.

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Luxury car and high performance brakes Premium vehicles = premium brakes and premium dollars for your shop Owners of luxury and high performance vehicles expect topnotch braking performance. In addition, these customers likely have an appreciation for high-quality parts, workmanship and attention to detail. As a result, they are willing to spend what is necessary to have their vehicle’s brake job done properly. This customer base represents a solid profit opportunity by giving them what they want.

By Mike Mavrigian

and often utilizing fixed caliper designs that feature multiple opposing pistons. In addition, remium-priced high-performance innovations such as brake pad wear sensors luxury cars tend to push the envelope and electronic parking brakes are more in terms of braking system perforcommon. mance. While a disc/drum or disc/disc system After all, when the customer is paying big found on any production vehicle is designed bucks for his or her new ride, they expect all to provide safe and reliable braking, luxury of the latest bells and whistles. performance cars tend to be outfitted with Brake pad materials are routinely selected “spirited” driving in mind. As engine power

by OEMs to maximize braking performance. increases, accompanied by the potential for With regard to high-dollar luxury and high higher speed operation, there’s more demand performance vehicles, customers expect on the brake system, requiring the system to superior braking capabilities, and the vehicle meet these challenges. makers tend to utilize the best materials As a result, expensive luxury/high perforavailable, regardless of cost, in order to mance vehicles tend to take advantage of maintain maximum braking performance braking components that provide a higher and to avoid issues of squeals, premature wear level of performance. Rotors tend to be and/or brake dust accumulation on incredibly larger in diameter, and sometimes made of expensive alloy wheels. more exotic materials than are found on less When dealing with this demanding market, expensive cars. you simply cannot arbitrarily replace pads Many OE high-end luxury/high perwith whatever is readily available from a local formance braking systems feature larger supplier or at the lowest cost. diameter rotors and multi-piston calipers for Pads intended for high performance Eurosuperior stopping power under higher speed pean and some domestic vehicles likely use a situations, providing a larger pad contact area semi-metallic or low-met material in order to

P

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generate a higher coefficient of friction. Some ultra-exotic applications employ carbon/ carbon rotors and pads or other unique application-specific pad compounding.

The evolution of semi-met materials has come a long way over the past few years to accommodate the higher energy generated during braking.

Depending on the application, high performance fitments may feature ceramics, Aramids or some application-specific semimetallic formulation.

Stopping power is of obvious importance on any vehicle application, but for “spirited driving,” the customer will expect and demand consistent braking with a high degree of fade resistance, so don’t compromise.

Bear in mind that these customers are not going to be as budget minded as others, so regardless of cost, always select the highestperforming pads for these discriminating customers.

The point we’re making is that high-end/high performance applications require pads that are designed for specific makes and models.

Premium performance rotors may feature a high carbon content. Citing Centric Parts’ offerings as an example, a proprietary blend of molybdenum and chromium is used in the casting process, which boosts braking power, reduces potential squeal, resists stress cracking under extreme braking use and aids in heat dissipation.

From an appearance standpoint, this formula also resists oxidation/rust, making

Rotors High performance vehicles (this may include both late-model OEM vehicles that push the legal limits in terms of horsepower, torque, handling and braking, as well as custom vehicles built with these attributes) require high performance brakes. As part of the system, brake rotors must be able to withstand the rigors of performance use.

In addition to potential rotor wear, issues of concern involve cooling channel rust.

As these heat-evacuation channels become clogged, the rotor tends to absorb more heat.

As heat increases, the chances of disc cracking, wear and warping increase.

If you discover rotor warp, it’s best to replace the rotor(s) rather than resurfacing.

Machining the disc reduces its thickness, making it even more susceptible to warping and cracking due to overheating. When you’re dealing with a mega-dollar vehicle, don’t cut corners. Buy the best rotors available that meet the same material and design criteria as the original equipment rotors.

Some high performance rotors employed by OEMs feature an exotic disc construction formula such as carbon fiber-infused material. The point is that not all rotors are simply made of “cast iron.”

the rotors looking good for a longer period of time, as the increased chromium and carbon content is also more resistant to oxidation.

Raybestos R-300 high performance rotors represent another example of high-carbon metallurgy that improves cooling and vibration-cancelling. High performance aftermarket rotors are offered by a number of manufacturers including Centric Parts, Brake Parts Inc. LLC (Raybestos) and others.

Whether replacing with new OEM or aftermarket components, these vehicles require the highest quality rotors, pads and calipers that provide a direct-fit.

Today’s quality aftermarket suppliers

29 | ASP February 2017

Photo courtesy of Centric Brakes

Technical

Aftermarket performance rotors are offered in a variety of designs. Examples shown here (from left to right) include slots, slots and cross-drilled holes and cross-drilled holes only. Note that non-friction surfaces are e-coated to prevent rust and to maintain a like-new appearance.

offer quality and performance that meets or exceeds original equipment.

Rotor coatings

Photo courtesy of Centric Parts

Preventing rust buildup on a brake rotor offers two benefits: to improve visual appeal when the rotor is visible behind an alloy wheel, and to minimize corrosion that can lead to clogging the vents and overheating.

While non-frictional surfaces such as rotor hats and vents can be treated with a variety of methods including electro-coating (often referred to as e-coating and is usually black in color), frictional surfaces may be zinc coated.

These cutaway views illustrate curved vanes.

Rotors with curved vanes should always be mounted so that the outboard end of the vanes aim toward the rear of the vehicle.

This provides a superior pad bed-in and bite, while maintaining a rust-free appearance for a much longer period of time and use.

According to Centric, e-coating is an advanced electro-statically applied finish that has been engineered to withstand 400 hours of salt spray testing without corroding. That means much longer service life, especially on icy, salt-encrusted winter roads.

The coatings used on the Raybestos R-300 rotors involves a “black fusion” coating on the hat and a “grey fusion” coating on the disc and vane surfaces rated as withstanding 300 hours of saltwater exposure. Many performance rotors available today feature similar coatings that greatly extend the appearance factor.

If the disc area is coated, it is not recommended to remove this during installation.

During installation, it’s advisable not to clean the disc area with a strong solvent such as brake cleaner. Instead, wash the rotors with hot water and Dawn dish washing liquid, followed by a rinsing. This will remove any residual oils and contaminants without disturbing the coating.

Vented and solid rotors Vaned/vented rotors are designed to release heat from the rotor. As the rotor rotates, the vanes pump cooler air from the center

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release. If holes are featured, they should include a slight chamfer to reduce the chance of stress cracking.

Rotor disc slots are often machined at an angle relative to the hub centerline, making the rotors directional (dedicated left or right).

While some OE rotor manufacturers may specify that slots should sweep away from rotational direction, in most cases, a slotted rotor (whether the slots are straight or curved) should be mounted so that the grooves sweep forward at the outer perimeter of the rotor, allowing the end of the slots closest to the outer disc edge to contact the pads first.

Raybestos’ R-300 performance rotors feature an In addition, some “S-Groove” slot design that simultaneously alRotor drilling/ performance rotors lows for out-gassing on both leading and trailing slotting feature a mixture of ends of the pad’s swept area while maintaining An increasing maximum surface contact. The slot design is also slot angles (forward non-directional, allowing the same rotor part number of high angle, rearward angle number to be installed on both sides of the same and straight) as a performance brake axle. The high carbon rotor features a “black furotors feature disc design element. sion” corrosion-preventative coating on the hat slots, cross-drilled Unique slotting and a “grey fusion” corrosion-resistant coating on the disc, making them able to withstand 300 holes or a combinaconfigurations are hours of saltwater exposure, the company says. tion of both. While also offered, such many enthusiasts as Raybestos’ R-300 are attracted to this feature from a visual S-Groove slot designs that are non-directional perspective, these design elements serve a (non-axle-specific). purpose.

Both help to keep the pads clean by providMulti-piston calipers ing an escape path for pad residue as the Many high performance brake calipers pads wear, and to reduce the gas-ramping will feature multiple pistons. As opposed to buildup between the pad and rotor emitted a single-piston caliper, this provides greater by pad material resins, reducing the potential and more even distribution of pad application “hydroplaning” effect as the pad pushes force along the length of the pad, reducing against the disc and aiding in keeping or eliminating the potential for tapered pad wheels clean by reducing pad dust buildup wear. Some performance calipers will feature and improving brake pad “bite” for superior equal-diameter pistons, while others will braking. feature pistons of progressively small-to-large Slots or holes essentially serve the same piston diameters. purpose in terms of a self-cleaning attribute, When dealing with a caliper that features with cross-drilled holes also aiding in heat a staggered variation of piston diameter, the 32 | ASP February 2017

Photo courtesy Raybestos

of the wheel, which carries this air through the vanes, picking up heat along the way and removing a percentage of that heat from the rotor. A rotor featuring straight vanes is bidirectional and may be installed on either the right or left side of the vehicle.

If the rotor features curved vanes, it is directional and must be positioned properly to achieve full heat-dissipation performance, mounted so that the vanes curve towards the rear of the vehicle. This causes hot air to be pumped from the center area outwards (pumping air from the inner diameter toward the outer diameter).

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Photo courtesy of Raybestos

caliper must be mounted so that the smaller piston end is closer to the entrance or “attack” of the rotor, with the larger piston end toward the exit path of the rotor. The smaller piston end creates the beginning of the clamping force and the larger piston end provides slightly greater clamping force, the combination of which helps to compensate for pad taper wear.

A multi-piston caliper that features different-diameter pistons must be mounted so that, as noted earlier, the rotor travel path hits the smaller pistons end first. This means that the calipers must be dedicated for the right or left side of the axle.

This staggered piston diameter design also helps to alleviate any potential for pad resin gas “pressure ramping” effect.

In an effort to eliminate pad squeal, vibrationdamping shim layers are featured on pad backing plates. Shown here is an example of Raybestos’ Element3 pad that utilizes multiple shims of steel with vulcanized rubber in-between and a thermo-set adhesive, the combination of which serves to dampen vibrational harmonics.

This pressure begins just after the point of attack as the pad meets the rotor, and continues to progressively build along the pad until it can escape at the exit end of the pad.

Depending on the brake pad compound, as the pads compress onto the rotor, heat builds and resins in the pads react and gases are released to the pad surface, building a sudden “pressure ramp,” which forces the pads away from the rotor, which pushes the pistons back

into their bores. A staggered piston setup uses the larger diameter piston(s) at the exit portion of the pad to counteract this gas-push by applying greater force behind the pad. If the rotor disc design includes a series of slots or holes, this provides a faster escape path for these gas buildups, which function in unison with staggered piston calipers.

Performance brake fluid It’s time to pay attention to brake fluid, especially from a performance standpoint.

All too often, a brake system is filled, bled and then forgotten. Age, humidity, operating temperature and potential air ingestion can begin to take its toll.

There are two basic types of brake fluid: poly glycol and silicone. Glycol fluid (DOT 3, DOT 4 and DOT 5.1) is “hygroscopic.” That means that the fluid is capable of attracting and holding airborne moisture.

NOTE: Do not confuse DOT 5.1 with DOT 5 fluid. DOT 5 fluid is silicone, while DOT 5.1 is simply a high performance DOT 4 type fluid with a slightly lighter viscosity and generally a higher wet boiling point.

As water begins to be absorbed into the fluid, this has two effects: it begins to lower the wet boiling point, which diminishes the fluid’s ability to obtain solid and dependable braking performance. Water absorption also creates the potential for holding water inside the system, which can contribute to corrosion of steel brake lines and can lead to wheel cylinder and caliper piston sticking, especially for vehicles that are stored for extended periods.

Because of the propensity for glycol fluid to absorb moisture, it’s important to change the fluid on a regular basis. Brake fluid does not last forever... it needs to be changed to maintain proper braking performance.

Silicone brake fluid (DOT 5) is not hygroscopic, so it does not absorb moisture from the air. Silicone fluid is also not harmful to painted surfaces, as compared to glycol fluid.

That’s why some owners prefer silicone (to prevent paint damage in the case of a leak or spill) and because many people assume that, since silicone does not attract and absorb

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water, that it will protect the braking system from corrosion.

While silicone does not “hold” water, any airborne moisture (humidity in the air) can still enter the system and be carried on the surface of the silicone fluid.

While the use of silicone fluid definitely helps to prevent internal system damage, it’s not a cure-all to prevent moisture contamination.

The real downside of silicone is that it may aerate/foam under rapid braking situations, such as might be experienced in repeated and rapid modulation of the brake pedal at high speed.

Foaming results in air globules, which leads to an unexpected soft/lower brake pedal. For this reason, silicone fluid should

also never be used in an ABSequipped brake system.

Silicone brake fluid can have a very undesirable effect on ethylene propylene rubber found in most brake systems, as silicone fluid may tend to cause seal swelling. In addition, silicone may tend to be somewhat compressible when heated or in high altitudes, resulting in changes to the pedal travel.

Primarily due to silicone’s benign characteristic in terms of preventing damage to a painted surface, it remains popular for many show cars that are not intended to be driven routinely at higher speeds and potential hard braking.

If the vehicle is stored for periods and rarely driven, and never exposed to performance

35 | ASP February 2017

For high performance applications where the potential for extreme braking heat is likely, a variety of brands and specification level brake fluids are available that offer higher dry and wet boiling temperature performance.

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driving, silicone fluid is certainly an option to consider.

But for your customers’ daily driving and especially for performance driving, stick with DOT 3, DOT 4 or DOT 5.1 glycol fluid that offers a high wet boiling point.

Brake fluid boiling points As the brake system absorbs airborne moisture, this will lower the boiling point of the fluid. The rated dry boiling point represents the point at which fluid will boil when fresh, with no absorbed moisture.

The lower or “wet” boiling point represents the expected performance of the brake fluid after it has been in the car for approximately one year.

For a routinely driven street vehicle, the wet boiling point is more important than the dry, because the brake fluid is going to be in use for much longer periods. In addition to lowering the boiling point, water in the system will eventually corrode the metal surfaces within the system.

While all brake fluids feature corrosion inhibitors, these inhibitors eventually break down and become less effective over time.

Glycol brake fluids should be completely drained and replaced, on average, every two years or 24,000 miles in order to maintain optimum fluid performance, regardless of how much the vehicle is driven or stored.

Silicone brake fluid offers very high dry and

wet boiling points. However, silicone tends to be more compressible because it will absorb more air than a glycol based fluid, and will infuse itself with air. The dissolved air results in a slightly spongy pedal feel.

Especially from a performance standpoint, it’s recommended to always select a brake fluid that’s rated with a dry boiling point of at least 450 degrees Fahrenheit.

The two most important aspects of a performance brake fluid are compressibility and its rate of moisture assimilation.

Compressibility refers to pedal feel... how firm the pedal feels when the brake pedal is depressed (also assuming the system is properly bled of air).

Different brake fluids can dramatically alter pedal feel, with no other system changes.

Obviously, a braking system generates frictional heat, as the friction material is forced against the surfaces of a rotor disc. This heat is quickly absorbed into the fluid, elevating its temperature.

The published “typical” dry and wet boiling points indicate at what temperature the fluid will begin to boil.

The dry boiling point represents the point at which fluid will boil when it’s fresh and contains no water. The wet boiling point indicates the temperature at which the fluid can begin to boil when it contains as little as 1% to 2% moisture.

The older the fluid, the more moisture

Examples of performance brake fluid specifications Brand/model Centric STR 600 Centric STR 660 Ultra Brake Man Hi Temp 577 fluid Castrol SRF Castrol LMA DOT 3/4 ATE Type 200 DOT 4 (same with amber tint) Ford Heavy Duty DOT 3 (inexpensive, but must be changed frequently) TBM DOT 5.1 Xtreme 6 (high rejection to moisture absorption)

Dry boil point 594 degrees F 622 degrees F 577 degrees F 590 degrees F 446 degrees F 536 degrees F

Wet boil point 404 degrees F 404 degrees F 300 degrees F 518 degrees F 311 degrees F 388 degrees F

550 degrees F

90 degrees F

612 degrees F

400 degrees F

36 | ASP February 2017

Photo courtesy of AMG

Technical

High-dollar luxury performance cars often feature premium-performance brake components such as multiple-piston calipers and large diameter rotors. This example is featured in 2009-2012 Mercedes-Benz AMG vehicles, featuring 6-piston calipers and ceramic-compound discs. You’re not going to find these at your local parts store.

it potentially holds, and the boiling point diminishes accordingly.

For maximum braking performance, choose a brake fluid that offers high dry and wet boiling points, and consider replacing brake fluid on a regular basis.

As a glycol brake fluid gradually and inevitably absorbs airborne moisture, its boiling point begins to decrease.

A moisture factor of as little as 3% or so can allow the brake fluid to boil at under 300 degrees F, which will lead to reduced braking effectiveness.

Regardless of the vehicle type or performance level, maintaining the brake system’s fluid purity is important both to maintain system performance and to reduce internal contamination.

If the customer expects maximum braking performance, the brake fluid should be changed according to the vehicle manufacturer’s recommendation (or if no recommendation is listed, changing fluid every one to two years would be a rough guideline). ■ 37 | ASP February 2017

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Business

The Best service Best Auto Service & Tire Center earns hardcore customer loyalty

N

estled in the iconic Pocono mountain range of eastern Pennsylvania, Best Auto Service & Tire Center stands out as a bastion of outstanding service and unwavering customer loyalty. Owners Lisa and Tom Sforia opened the shop doors in 2007 and have earned the trust of vehicle owners throughout the region.

Previously a senior master technician for Subaru, Tom is also certified as an ASE Master Tech. His employees are also ASE certified, and receive ongoing training updates via three training modules each month from ACDelco, with additional training four times per year through a local community college program. “We’re very big on training,” notes Tom. “We’re also affiliated with the Automotive Training Institute (ATI). We view the need for constant training updates as an

Best Auto Service & Tire Center Tannersville, Pennsylvania Owners: Lisa and Tom Sforia Business founded: 2007 Number of bays: 8 Number of certified technicians: 3 Shop size: 4,000 square feet Number of vehicles serviced per month: 300-325 Labor rate: $90.25/hr.

Average job ticket price: $150-$390 Amount spent on tools and equipment annually: $5,000 – $8,000 Makes serviced: All foreign and domestic, but specializes in Subaru

Tom and Lisa Sforia, owners of Best Auto Service & Tire Center in Pennsylvania.

absolute necessity in order to provide our customers with superior service and to remain competitive.”

The shop features a total of 4,000 square feet, housing eight bays. The facility is sectioned with the main bay area featuring a 12-foot ceiling and the heavy-duty truck department with a 17-foot ceiling. Included in a total of eight lifts, the shop was recently outfitted with a 16,000-lb. lift, enabling Best to service heavy-duty trucks, a market segment that Tom had long wanted to add with an eye to the growth of the business.

General repair or brand specialization?

Tom notes that the shop services all makes and models, but tends to specialize in

38 | ASP February 2017

Business (Left) Best’s waiting room is clean, visually appealing and comfortable.

(Right) The shop’s latest addition features a taller ceiling, color-coded walls, painted floor and three additional lifts.

Parts purchases

(Right) Each of the shop’s lift locations includes a cushioned anti-fatigue mat to both reduce technician foot and back strain and to protect the painted floor surface. A great idea.

servicing the Subaru brand, a natural result from Tom’s 10 years of experience as a senior Subaru technician and a healthy population of the brand in his region. He mentioned that offering specialization in a brand sets the shop apart from competitors.

Business philosophy Tom notes that his shop “strives for honesty, integrity and the highest level of quality service on a daily basis. That philosophy simply stands the test of time. Building customer loyalty isn’t difficult when you steadfastly work to treat people properly.” He states that his team of technicians makes a point to communicate with and educate their customers so that they have a better understanding of the work necessary to execute the repair.

When asked about parts buying decision influences, Tom was adamant about the issue of quality. “Quality is the number one priority when it comes to selecting our parts, along with availability and timely delivery and brand name recognition. The price factor is important, but it’s less of a decision-maker as compared to quality. A maker’s promotion that’s focused on racing does not influence our parts buying decisions.”

Tom notes that about 70% of their parts purchases are from ACDelco, about 10% from dealers and the rest from Advanced/Carquest and APW Parts Warehouse.

How Auto Service Professional benefits your business When asked about the benefits of receiving the magazine, Tom notes that, “I very much enjoy reading the magazine because I get to see the approach that other shops around the country take, enabling a shop owner to glean good ideas from other shops and implement them. There are so many good articles, ranging from different products, TSBs and insightful technical articles. The magazine offers a wealth of knowledge that any shop can find useful and beneficial. We look forward to each issue.” ■

39 | ASP February 2017

Technical Service Bulletins spraying out. Lubricate the camshaft solenoid seal(s) with clean engine oil and reinstall.

Install a new camshaft actuator associated with the code(s). Evaluate and monitor camshaft actuator activity.

Volkswagen SHORT BUG This bulletin applies to 2007 and later Volkswagen Beetle models equipped with a 2.5L engine. If DTC P3047 (activation starter relay 2 short to B+) sets, this fault may be due to a loose or damaged starter signal wire.

Check the ECM T121 connector (red/ black wire at pin 30) for looseness or damage.

Repair or replace as needed.

Chevrolet DIRTY DEEDS This bulletin applies to 2013-2014 Chevy Impalas equipped with a 2.0 LTG, 2.5 LCV or 2.5 LKW engine. In “rare instances� the technician may find P0011 and/or P0014 codes set in the ECM as history or current.

If normal diagnostics do not lead to a resolution, remove the camshaft solenoids and inspect the screens for debris. If debris is present, clean the screens with brake cleaner.

Reinstall the solenoids and evaluate if the DTC still sets.

If the code resets or if the screen did not have debris, remove the camshaft actuator associated with the DTC(s). Using light air pressure, blow out the oil passages through the camshaft actuator solenoid port in the head while holding a rag over the camshaft actuator oil passages to prevent oil from

Cadillac MIGHT NOT BE THE ECM You may experience a 2007-2012 Cadillac Escalade, ESV or EXT that has a P0633 DTC set in the ECM. Also, the Tech 2 will not be able to clear the DTC. This code will set as an indicator that the ECM is in learn mode and not as a fault indicator.

Any malfunction that causes a no-crank condition will prevent DTC P0633 from clearing. This DTC will clear upon a successful engine crank and start.

Prior to diagnosing the DTC or replacing the ECM, ensure that all power moding, VTD and engine cranking systems are operating correctly.

Mazda RUSTY BEARING HUM Some 2009-2013 Mazda6 vehicles may exhibit an unusual humming noise from the front wheel bearings. This may be caused by muddy water entering the wheel bearing(s), causing the bearing(s) to rust. A new bearing seal design has been improved to eliminate this concern.

1. Verify the concern.

2. Raise the vehicle on a lift.

3. Turn the front wheels by hand to identify the side(s) with the issue.

4. Perform a wheel bearing excessive play inspection according to the MS3 online

40 | ASP February 2017

Technical Service Bulletins instructions or workshop manual section 03-11.

5. Replace the affected wheel bearing(s) per MS3 online or workshop manual section 03-11.

6. Be sure to replace the retaining clip, dust cover and locknut with new components during the wheel bearing replacement.

Part number GS3L-33-047A GS4H-33-047A GE4T-33-048 D651-33-042A GS4H-33-048 GAM6-33-042 GS3L-33-271 GS3L-33-261

Item Wheel bearing (2.5L) Wheel bearing (3.7L) Retaining clip (2.5L) Locknut (2.5L) Retaining clip (3.7L) Locknut (3.7L) Left dust cover (2.5/3.7L) Right dust cover (2.5/3.7L)

(NOx sensor intermittent, Bank 1, Sensor 2) may be found. This involves verifying excessive diesel exhaust fluid (DEF) deposits in the decomposition tube collected. If present, it is necessary to replace the catalytic converter shield with a “clam shell” shield that features a metal exterior.

The condition may be caused by insufficient heat retention in the exhaust at or near the DEF doser. When diagnosing and repairing 2011 trucks with a blanket-type catalytic converter shield, replace the shield with P/N 68086554AB after completing diagnostics and repairing any concerns.

Buick ZIP TIE FIX This bulletin applies to 2013 Buick Encore FWD vehicles only. A customer may comment that the fuel gauge is operational but will not go past 7/8 full after filling the gas tank. Upon diagnosis, no codes will be found in current or history and the scan tool data matches the ECM data for the fuel level.

Be sure to replace the retaining clip (A), dust cover (B), locknut (C) and wheel bearing (D).

Dodge CAT DOESN’T LIKE THE BLANKET This bulletin applies to 2011 Dodge Ram Cab Chassis models equipped with a 6.7L diesel engine. A MIL on and DTC P1C56 41 | ASP February 2017

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5

102

www.aspquiklink.com/11102

Gates Corporation

45

116

www.aspquiklink.com/11116

Lang Tools

35

113

www.aspquiklink.com/11113

O’Reilly Auto Parts

25

109

www.aspquiklink.com/11109

Philips Automotive Lighting

17

106

www.aspquiklink.com/11106

Raybestos Brakes

OBC

119

www.aspquiklink.com/11119

Schrader Performance Sensors

37

114

www.aspquiklink.com/11114

Standard Motor Products Inc.

IFC

101

www.aspquiklink.com/11101

42 | ASP February 2017

Technical Service Bulletins may find DTC P0171 for lean fuel trims. If published diagnostics have been performed with no trouble found, one area of concern that has been noted is the engine oil fill cap.

The cap may not be properly seated in the camshaft cover. The cap O-ring seal may be cut or damaged. It is further possible that the engine oil dipstick may not be seated in its tube. Repair as needed.

This concern has been found on FWD models due to the design of the fuel tanks being different on the AWD models.

Remove the fuel tank and inspect for the float arm contacting the plastic EVAP vent tube inside the fuel tank. Reposition and secure the tube away from the level sender using a zip tie.

Chevrolet OIL CAP THROWS CODE This bulletin applies to 2010 Chevy Aveo vehicles. The customer may comment on a service engine soon light on. The technician

Volkswagen ALL GLOW PLUGS ARE NOT EQUAL Be aware that there are two suppliers for the Volkswagen TDI diesel glow plugs (Bosch and Beru). An example is the TDI-equipped 2011 VW Tourareg. When replacing glow plugs, it’s important not to mix brands. The vehicle must have the same brand glow plugs, or DTC P-380 (glow plug monitoring) may set.

BMW CONFUSED TEMPERATURES This bulletin applies to 2009 BMW 328i vehicles equipped with the N51 engine.

Circle 116 on Reader Service Card

45 | ASP February 2017

Technical Service Bulletins The “Service Engine Soon” lamp may be on, accompanied by fault code 2AD8-EAC Sensor, monitoring – implausible. The cause is DME diagnostic software error.

When performing the EAC function test module, the EAC sensor may show an implausible temperature status, e.g. 0 degrees Celsius in relation to the ambient temperature. Since this function test is performed on a cold engine (less than 40 degrees C), both values should be similar.

Reprogram the vehicle using the current ISTA/P version 2.40.0 or higher. The vehicle integration level after reprogramming should be E89x-10-12-501 or higher.

Dodge HUMMING RAM This bulletin applies to 2012 Dodge Ram 1500 trucks equipped with the 5.7L engine.

A whine, howl and/or humming noise at

Circle 117 on Reader Service Card

speeds below 30 mph and with engine speed between 1,200 – 1,500 rpm may be heard.

This applies to vehicles built before May 10, 2013. The transmission pump may emit this noise.

The cure involves installing an insulating package onto the transmission cooler lines.

Install one foam sleeve (from kit P/N 68217310AA) on each cooler line between the metal crimp fittings.

Ensure that the foam slit is facing downward. Secure the foam sleeves with tie straps.

Tighten the tie straps just enough Install foam insulators onto to secure the the transmission cooler sleeves in place. ■ lines as shown.

Sponsored by

Products

OTC system removes broken studs The OTC 6982DGS Drilling Guide System assists in removing a broken stud by helping technicians more efficiently prepare to use an extractor. Bosch Automotive Service Solutions says the Drilling Guide System uses a good stud to center a drilling alignment guide over a broken stud. Fitting the appropriate size bushing and loosely anchoring to the good stud, technicians align the system and drill into the broken stud to bore a well-centered hole. The 6982 Drilling Guide System comes with four alignment guides as well as four bushings in 6 mm, 8 mm, 10 mm and 12 mm sizes.

BOSCH AUTOMOTIVE SERVICE SOLUTIONS Circle 160 on Reader Service Card www.aspquiklink.com/11160

SideWinder tire handler works with overhead crane The LiftWise division of Diversified Product Development has introduced the SideWinder, a hydraulic tire handler designed to work with an overhead crane or lift to move, mount and handle tires directly from a horizontal position. The SideWinder has a capacity for tires with diameters from 58 to 75 inches and up to 2,200 pounds.

DIVERSIFIED PRODUCT DEVELOPMENT Circle 161 on Reader Service Card www.aspquiklink.com/11161

Gabriel offers Ultra shocks and struts Ride Control LLC has introduced Gabriel brand Ultra shocks and struts, Ultra ReadyMount and MaxControl ride control products for a wide range of light

vehicles including Dodge, Mazda, Hyundai and Jeep. The company says the Ultra product family delivers fast response, long life, improved comfort and control, and maximum shock performance. Ultra products are designed with a chromed piston rod and leak-proof piston seal, ensuring long service life.

RIDE CONTROL LLC Circle 162 on Reader Service Card www.aspquiklink.com/11162

IMI unveils loose nut indicator Checkpoint from IMI is a loose wheel nut indicator for commercial and heavy-duty applications. Accurate and simple to use, Checkpoint Point-to-Point indicators are installed on each wheel nut with each pair of indicators pointing directly at each other. With two times the teeth of competitive indicators, Checkpoint provides more accurate results, according to IMI. This system provides a clear visual pattern for the driver, indicating which wheel nuts need tightening.

INTERNATIONAL MARKETING INC. (IMI) Circle 163 on Reader Service Card www.aspquiklink.com/11163

Bosch Offers Strut Tamer II Extreme B osch Automotive Service Solutions has introduced the OTC Strut Tamer II Extreme to assist technicians when replacing struts.

The tool is available with a stand to increase mobility in a shop. New features include forged locking jaws as well as larger pads and offsets to clamp onto and compress springs even tighter than before. To provide additional strength, stability and safety, the compression arms are thick 5/8-inch steel. Locking trunnions allow for optimal stability during spring compression, according to the company.

BOSCH AUTOMOTIVE SERVICE SOLUTIONS Circle 164 on Reader Service Card www.aspquiklink.com/11164

47 | ASP February 2017

Sponsored by

Products Lisle has new LED quick change terminal tool set

for access on truck and tractor wheel lugs. The D-handle design with side handle ensures opLisle Corp.’s new LED Quick Change Terminal Tool erator control along with the side exhaust that Set is designed to light the work area and re- directs air away. move wires from terminals without damage. The K-TOOL INTERNATIONAL INC. (KTI) company says the lighted handle Circle 167 on Reader Service Card illuminates electrical connec- www.aspquiklink.com/11167 tors. The tool set includes 24 quick-connect terminal discon- Continental VDO has air actuators nect tools, a sheathing ripper and electronic throttle valves and a terminal pin repair Continental Commercial Vehicles & Aftermarket tool. The compact handle offers a line of VDO OEM direct air actuators uses three LR626 batteries, and electronic throttle valves for popular late which are provided. An application model Audi, BMW, Mini, Mercedes-Benz and cross-reference is printed in the lid of the blow- V W vehicles. The molded case. The product number is 71750. company says these LISLE CORP. VDO brand parts are Circle 165 on Reader Service Card the exact OEM part as www.aspquiklink.com/11165 supplied to European carmakers worldwide.

Hunter heavy-duty tire changer The VDO OEM air actuator and electronic throttle Hunter says its new TCX625 Plus heavy-duty tire valves line is built in ISO/TS certified facilities and changer takes is now available at competitive pricing through out the backmost major parts suppliers. breaking work CONTINENTAL COMMERCIAL VEHICLES & o f m o u nt i n g AFTERMARKET and demountCircle 168 on Reader Service Card ing heavy-duty www.aspquiklink.com/11168 tires with hammers and pry Bar’s seal repair solves oil leaks bars. It is ideal for wide based and specialty Bar’s Leaks Concentrated Rear Main Seal Repair assemblies. A pedal-controlled inner roller saves from Bar’s Products Inc. is designed to quickly the operator time and effort, bringing service and inexpensively solve oil leaks. It fixes slow oil times that are comparable to manual methods, leaks from the rear main seal, but are much safer. A lever improves traction which is the most common when mounting the outer bead. cause of an oil-soaked starter HUNTER ENGINEERING CO. in an older engine, according Circle 166 on Reader Service Card to the company. The product www.aspquiklink.com/11166 is a high-tech blend with reinforced synthetic polymers deKTI’s impact wrench has 6-inch anvil signed to expand and restore The new 1-inch impact wrench (part no. elasticity to renew main seals, KTI81798A) from K-Tool International (KTI) deas well as cam seals, O-rings, livers 1,600 ft.-lbs. of maximum torque with timing cover seals and other three forward op- gaskets. It works with all gasoline and diesel tions and three re- engines using conventional, high mileage and verse options. The synthetic oil. company says the BAR’S PRODUCTS INC. impact wrench’s Circle 169 on Reader Service Card 6-inch anvil is ideal www.aspquiklink.com/11169 48 | ASP February 2017

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Products Arnott offers new front air strut for Jaguar XJ series

a full accessory package. The chargers promote long battery life while delivering spark protection, overheating protection, reverse polarity protection and overcharging protection. ApArnott has introduced a new, not remanufac- plications include passenger vehicles, classic tured, air strut for the front of the 2004 to 2010 cars, motorcycles, boats, ATVs, snowmobiles Jaguar XJ series with Comfort Suspension. Arnott and delivery vehicles. The SmartCharge Pro is part number AS-2888 features a custom-made also compatible with heavy-duty trucks. and tuned premium monotube shock absorber. ROBERT BOSCH LLC The company says the Arnott-designed strut Circle 172 on Reader Service Card eliminates many of the common high wear www.aspquiklink.com/11172 weaknesses of the OE strut, such as the leaky upper seal, noisy upper mount, and the weak ACDelco adds engine gasket kits lower rubber seal. The strut has a new Conti- ACDelco has introduced nine GM OE engine nental ContiTech air bladder, heavy-duty crimp- component gasket kits ing rings, new O-rings and a new, OE-inspired to the aftermarket. Four dampening coil. new intake manifold ARNOTT INC. gasket kits and five new Circle 170 on Reader Service Card head gasket kits cover www.aspquiklink.com/11170 GM engines from the 1997-2009 model years.

Every ACDelco GM OE gasket kit includes installation instructions validated by GM’s engineering team and maniDana offers Spicer 1350 driveshafts fold bolts when required. Any included bolts Dana has new Spicer 1350 Series driveshafts also have rubber seals for enhanced durability for the Ultimate Dana 60 axles for the Jeep and easier installation.

Wrangler JK. The company says the Spicer 1350 ACDELCO Series driveshafts are designed as a bolt-on replacement for the original equipment on both Philips offers D5S Xenon HID bulb two-door (front only) and four-door (front and The Philips D5S Xenon HID bulb from Lumileds rear) models. The driveshafts feature Spicer Life is available as an aftermarket replacement. The Series 1350 U-joints and a longer slip length of bulb is standard on all factory HID-equipped 6 inches. It comes with a new Spicer 1350 series 2016 and 2017 Chev y transfer case yoke. and GMC full-size pickDANA INC. ups and SUVs as well as Circle 171 on Reader Service Card other makes. Delivering a www.aspquiklink.com/11171 bright white 4,500K light temperature and a wide Bosch unveils battery chargers and homogenous beam, Robert Bosch has a new line of SmartCharge bat- the bulb design integrates the electronic high tery chargers/maintainers with self-monitoring voltage starter and ballast into the lamp base, functions and options for a wide range of vehicle according to the company. It does not contain applications. The com- mercury. Lumileds Holding B.V., a subsidiary pany says the ergonomi- of Royal Philips, is the manufacturer and sole cally shaped chargers are supplier. designed with advanced LUMILEDS safety and smart features Circle 173 on Reader Service Card and come equipped with www.aspquiklink.com/11173 49 | ASP February 2017

Sponsored by

Products Delphi unveils battery line Delphi Product & Service Solutions has introduced MaxStart batteries, a full line of conventional and AGM (absorbent glass mat) batteries for passenger vehicles. MaxStart batteries are available for almost every vehicle on or off the road today in North America. The company has also introduced a MaxStart heavy-duty line.

The company says Delphi MaxStart batteries provide extended life, superior corrosion resistance and maximum power delivery.

access Wells’ proprietary library of more than 10 million diagnostic records, and clear powertrain trouble codes. Users also can identify technical service bulletins and recall information as it applies to each specific vehicle. The tool works with OBD-II vehicles (model years 1996 and newer) and is compatible with iPhone, iPad and Android devices.

WELLS VEHICLE ELECTRONICS Circle 176 on Reader Service Card www.aspquiklink.com/11176

New impact wrench can be tuned

The new 3/8-inch W5132 impact wrench from Ingersoll Rand can be tuned for specific joints. The power control system offers four Cardone offers remanufactured modes: max power, mid instrument clusters power, wrench tight, and hand tight, so there’s Cardone Industries has added remanufactured no need to switch tools for different jobs. Techs instrument clusters to its replacement parts select the proper torque via a dial on the tool. offerings. The company says its remanufac- The company says the tool’s compact size (6.5 tured instrument clusters are engineered to the inches tall), and task light provide increased highest quality standards. Many components access and visibility. are 100% replaced, INGERSOLL RAND PLC and critical items Circle 177 on Reader Service Card are tested for acwww.aspquiklink.com/11177 curate calibration.

Units come preBartec’s Revive cleans turbochargers programmed with Revive Turbo Cleaner from Bartec USA uses a VIN, mileage and engine hours, if applicable, patented chemical process to clean a turboto minimize downtime and get drivers back charger without dison the road. assembling the turbo CARDONE INDUSTRIES INC. itself. The patented Circle 175 on Reader Service Card chemic al pro cess www.aspquiklink.com/11175 strips carbon and soot build up from inside Wells has a new smog test app for its the turbo as well as GoTech diagnostic tool the engine, reviving Wells Vehicle Electronthe vehicle’s performance and potentially saving ics has introduced a money, according to the company. Revive comes smog test for use in two application kits: the single application with its GoTech mofor engine displacements smaller than 5 liter, bile OBD-II diagnostic and the Big-T Kit for large displacement engines tool. With the GoTech typically found in turbo diesel pickup trucks. device and free app, users can use their compat- BARTEC USA LLC ible mobile devices to scan vehicles and monitor Circle 178 on Reader Service Card performance, define powertrain trouble codes, www.aspquiklink.com/11178 DELPHI PRODUCT & SERVICE SOLUTIONS Circle 174 on Reader Service Card www.aspquiklink.com/11174

50 | ASP February 2017

Sponsored by

Products Prestone has new antifreeze/coolant Prestone’s antifreeze/coolant with patented Cor-Guard corrosion inhibitors is guaranteed for all vehicles. The company says the new coolant is five times more effective at protecting against corrosion than its leading competitor and delivers longer engine life. Prestone’s Cor-Guard formula is available in two products. Prestone Concentrate Antifreeze/Coolant should only be used to fill radiators after a thorough flush and clean. Prestone 50/50 Prediluted Antifreeze/ Coolant is a quick and convenient way to top off a car’s cooling system and can be added to any existing fluid.

PRESTONE PRODUCTS CORP. Circle 179 on Reader Service Card www.aspquiklink.com/11179

Permatex cleaner and degreaser Industrial Strength Cleaner and Degreaser from Permatex has an advanced biodegradable formulation. The company says the cleaner and degreaser completely removes tough carbon, oil, and grease without petroleum solvents, fumes, abrasives or acids. A proprietary corrosion inhibiting formula leaves a clean surface. It is safe to use, non-flammable and VOC-compliant, the company notes.

PERMATEX Circle 180 on Reader Service Card www.aspquiklink.com/11180

SMP adds 269 parts to Standard and Intermotor lines

sors includes ABS speed, accelerator pedal, crankshaft, knock, steering angle and vehicle speed.

Also added were 36 clock springs and eight fuel vapor canisters.

STANDARD MOTOR PRODUCTS INC. Circle 181 on Reader Service Card www.aspquiklink.com/11181

Bendix Premium line covers late-model vehicles The new Bendix Brakes brand Premium line from Mat Holdings includes automotive brake pads, discs, shoes and complete brake shoe kits with copper-free formulations for late-model vehicles. The company says Bendix Premium brake pads feature four-layer noise eliminating shims. They are available in ceramic and semi-metallic formulations, and include hardware when applicable. Bendix Premium rotors are platformspecific and are sold in pairs within responsible weight limits, streamlining installation.

MAT HOLDINGS INC. Circle 182 on Reader Service Card www.aspquiklink.com/11182

StickPro kits for wheel weights Plombco says its new StickPro kits contain everything a shop needs to remove old adhesive wheel weights and attach new ones. The kit contains StickPro brand wheel cleaner and adhesive wheel weights, along with removal pliers, scrapers, buffing discs, and a buffer. The StickPro wheel cleaner is an improved formula with more cleaning power. The colored StickPro brand wheel weights are available in black and chrome and come in boxes or in rolls and in sizes from 1/4 ounce to 2 ounces.

Standard Motor Products (SMP) has added 269 part numbers to its Standard and Intermotor lines, expanding coverage through the 2016 model year. The new part numbers include 56 variable valve timing (VVT) solenoids and 6 VVT sprockets. The company also released 101 switches, including cruise control, hazard warn- PLOMBCO INC. ing, headlight, ignition push button, toggle, and Circle 183 on Reader Service Card windshield wiper switches. The release of 39 sen- www.aspquiklink.com/11183 51 | ASP February 2017

Sponsored by

Products Ken-Tool’s Rust Hog removes rust and debris

rechargeable, violet light LED leak detection flashlight with on-board recharging. The kit includes EZ-Ject A/C dye injector assembly; The new Rust Hog .5 oz. (15 ml) EZ-Ject R-1234yf/R-134a/PAG abrasive tool from multi-dose A/C dye cartridge; R-1234yf hose/ Ken-Tool is designed coupler with purge fitting; smart A/C charger to remove surface rust and fluorescence-enhancing glasses. The leak and debris on studs and flat mating surfaces of detection kit comes in a rugged carrying case wheels, wheel hubs and brake rotor hats. The and services up to 14 vehicles.

Rust Hog (P/N 30167) uses a dense, aluminum TRACER PRODUCTS oxide-infused polypropylene abrasive material Circle 186 on Reader Service Card attached to a 4-inch (10 cm) hub used with a www.aspquiklink.com/11186 1/2-inch. drive electric or pneumatic impact tool. The company says the tool can be safely MAS Industries used on steel, aluminum, magnesium and al- adds 113 part loy wheels and assists in complying with the numbers Tire Industry Association’s wheel mounting MAS Industries, a North procedural standards.

America-based manufacKEN-TOOL CORP. turer of chassis parts and Circle 184 on Reader Service Card control arms, has introwww.aspquiklink.com/11184 duced 113 new part numbers which cover over 38 million vehicle service possibilities. The 113 Gates releases new numbers are available now and include turbocharger the following popular late model applications: steel tube kit 2004-14 Chevrolet Malibu, 2007-14 Honda CR-V, Gates Corp. has intro- 2006-16 Dodge Charger, 2003-06 Ford Expediduced an application- tion and 2009-14 Nissan Murano. specific turbocharger MAS INDUSTRIES steel tube kit with all of the OE quality parts Circle 187 on Reader Service Card needed for a complete repair. The kit is for www.aspquiklink.com/11187 2003-2007 6.0 L Ford Super Duty pickups (F250, F-350, F-450 and F-550) as well as 2003- Shure offers new tambour door 2005 Ford Excursions. The company says the detail cabinets kit provides direct replacement, ensuring exact Shure Manufacturing’s new tambour door detail fit and ease in installation. Each kit comes with cabinets (model #310152) have a large lockoil-resistant lined hoses, clamps and a corrosion- ing slide-up tambour door with handle as well resistant steel tube for the intercooler to engine as a side handle. application.

Other features GATES CORP. include four lockCircle 185 on Reader Service Card ing swivel casters, www.aspquiklink.com/11185 three adjustable slide-out storage Tracer has new A/C leak shelves with mats, detection kit additional adjustTracer Products has introduced able slide-out storage shelf with mat, and heavythe Tracerline TP-8658 duty steel construction. The company offers 22 OEM-Grade R-1234yf A/C signature powder coat paint colors.

Leak Detection Kit. The kit SHURE MANUFACTURING CORP. features the company’s TP- Circle 188 on Reader Service Card 8655 Opti-Pro Plus cordless, www.aspquiklink.com/11188 52 | ASP February 2017

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Circle 119 on Reader Service Card