Auto Service Professional - February 2018 by EndeavorBusinessMedia-VehicleRepairGroup

Auto Service Professional ®

February | 2018 | Vol. 8, No. 1

TPMS diagnosis and service

Moss Automotive Repair A family business taking care of ‘family’

Coil-on-plug An overview of COP technology and diagnostics tips

The ins and outs of EPB

Circle 101 on Reader Service Card

February | 2018 | Vol. 8, No. 1

Technical Page 12 Coil-on-plug technology An overview of COP technology and diagnostics tips

Page 22 There’s no stopping the electric parking brake EPB system can make servicing vehicles easier!

Page 32 TPMS diagnosis and service tips Advice from parts & equipment manufacturers

Business Reader profile Page 20 Moss Automotive Repair: A family business taking care of ‘family’

Departments Straight talk

Technical Service Bulletins

Random rants on current issues | Page 4

From a lifelong lube to a moody Ford Mustang | Page 53

Tech tips From Volkswagen Jetta problems to knee pads | Page 8

Products New and innovative equipment for your tool chest and shop | Page 55

Quik-Link Your connection to free information | Page 50 3 | ASP February 2018

Straight talk

Random rants on current issues Mike Mavrigian | Editor

o you fear the engine cover? Of course not. You work on late model vehicles every day, and you’re accustomed to popping them off in order to gain access to a variety of vacuum lines, spark plugs, sensors, etc. But did you know that a bunch of “do-it-yourselfers” are afraid of The engine bay of the 2017 Ford Fusion Sport. these things? Apparently, many car owners assume that these covers serve a purpose and can dream. The next time you pop one off, are afraid to try to remove them, thinking maybe you’ll chuckle to yourself when you that they’ll damage something or void their think of this. warranty. Plastic engine covers serve no purpose other Drivers really need education than to enhance underhood appearance. Making fun of TV commercials is easy They’re cosmetic items... period. They serve fodder. There are so many inane and really as a fancy hat to cover up the busywork of stupid commercials that relate to automotive sensors, actuators, coils and harnesses and subjects that it’s almost embarrassing. it’s an easy way for the car makers to slap on a Take the example of a current ad from an logo or engine model/displacement message. insurance company that depicts the insurer They serve no other purpose. “taking care of” a hapless and apparently We’re certainly not the first to point this helpless teen driver who “had a flat tire.” out. Haynes Books recently sent out a tongue- Here, the dumber-than-dumb teen seems in-cheek release commenting on the same completely perplexed in the middle of the issue. They even offered a few suggestions for night because one of his car’s tires had lost applications, including serving as an emerinflation. Rather than grabbing the jack and gency kitty litter box, a serving tray, etc. the lug wrench from his trunk and taking Here are a few more ideas: Turn it upsidecare of the problem, he naturally expects down, glue it to a workbench and use it as a someone else to handle the issue, and his tray for holding bolts, nuts, washers and clips. mom applauds the insurer for coming to the Or attach a strap to the backside and use it as aid of her “little baby boy.” a face shield when your coworkers start a food Are you kidding me? Have we reached the fight. Or let a small dog or cat use it as a snow point where a physically capable driver can’t sled. Or strap one on each foot and use them change a flat tire? Shouldn’t everyone who as snowshoes. Or better yet, just toss the obtains a driver’s license be expected to learn darned thing into the recycle bin. this simple task? It should be mandatory. It’s Of course, we can’t do that, because the car called self-sufficiency. owner probably wants to keep it in place to Apparently, people today expect everything keep the engine bay looking original. But we to be done for them. ■ 4 | ASP February 2018

Circle 102 on Reader Service Card

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ASP’s website is the go-to site for vehicle information 24/7. 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. Plus, go to our website to renew your subscription to ASP, read the digital version of each issue and sign up for a free subscription to our weekly eNewsletter!

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 Bob Marinez / Bob.Marinez@bobit.com (330) 899-2200, ext. 2217, fax (330) 899-2209 Marianne Dyal / Marianne.Dyal@bobit.com (760) 451-9216 Customer Service/Subscription Service phone: (888) 239-2455 / fax; (888) 274-4580 email: bobitpubs@omeda.com

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Technical

Tech tips From Volkswagen Jetta problems to knee pads JETTA COLD START If you run into a 2001 VW Jetta 2.0L that is difficult to start when cold, but seems to run fine when warmed, the issue may be a faulty coolant temperature sensor. During a recent diagnosis, the only code that popped up was P0422, which indicated a catalytic converter related issue. After verifying the converter as OK and after suspecting and replacing the ignition coil and fuel filter and cleaning the throttle body, the problem remained. The issue was finally resolved by simply replacing the coolant temperature sensor. The engine fired up easily when cold or warm and ran without further issues. Be sure to mask off the power seat motor and har-

SPEAKING OF JETTAS A fairly common problem with 2000-era VW Jetta models deals with a driver complaint of very little heat coming from the heater box ducts. The factory used some type of low grade foam to cover a series of holes in the flapper doors inside the heater box, which dried out and crumbled over time (the vehicle owner may mention that they’ve seem dust and small crumbs being blown out of the vents over time). Once the foam is gone, the flapper doors are open and can’t direct heat to the vents properly. The fix involves a bit of work to gain access to the lower portion of the box, but doesn’t require removal of the entire dash. Once you have access, you can fabricate and install fiberglass or Delrin or even metal plates to screw onto the doors. It’s a bit of a pain, but it’s do-able. Just don’t automatically assume that you’re dealing with a bad heater core when someone complains about no interior heat.

RUSTY FORD TRACKS Apparently, Ford didn’t coat the front seat tracks on the 2009-2012 Escape models

ness before sanding. After the assembly is clean and dry, remove the masking tape and re-mask the motor and harness. Do not use blast media.

very well, since they tend to rust more than “normal.” It’s worth inspecting a customer’s Escape when it’s in the shop for other service. If the tracks look rusty, it’s a good idea to address the issue now before it gets worse. Remove the affected seat track from the seat base. Clean the track assembly with wax and grease remover (Prep-Sol, etc.) and allow it to dry. Remove all traces of grease now, which will make it easier to remove rust. Mask off the power motor and harness to protect them from sanding grit. Attempt to remove rust using 220-grit sandpaper and a wire brush. You can speed this up by using a die-grinder equipped with a Scotchbrite pad for areas that are accessible. Blow the tracks with shop air to remove loose rust and residue. Remove the masking tape. Clean the entire track to prep for paint. You can do this with a brake cleaning solvent. Don’t dunk the assembly into a parts washer, unless you want to kill the power motor. After cleaning, make sure it’s clean and dry.

8 | ASP February 2018

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Technical

Again, mask off the seat motor and harness. but it’s a good idea to first spray a quality etching primer, such as SEM. Some brands of etching primer are worthless. SEM is the good stuff. You don’t need to apply a thick coat of etching primer. A dust coat will suffice. This will bite into the surface and provide a better grip for the paint. Allow the primer to dry at room temperature for at least 30 minutes. Then apply a good ceramic semi-gloss black engine paint. Allow the paint to dry for at least 30 minutes after it’s dry to the touch. Apply grease to the frictional contact surfaces of the track, remove the masking tape and reinstall the track assembly. Of course, all of this wouldn’t be necessary if the factory did a decent job in the first place.

ALLOY WHEEL SURFACE If a customer’s vehicle is equipped with alloy (aluminum) wheels that appear to be a bit dull or display isolated bad spots, don’t automatically assume that a polish job will fix the issue. Closely inspect the wheel surface, as the wheel may be clear coated. Using an abrasive aluminum polish can easily create new and further damage, making a small problem into a big one. If the wheel features a clear coat, this might be urethane or possibly a powder coat application, In either case, isolated poor adhesion can allow the coating to lift and allow moisture to migrate between the parent surface and the coating. Trying to rub/buff with an abrasive wheel cleaner will

Even though the example shown here is a hub-centric wheel (red arrows), this one should be mounted on the balancer with a lug-centric adapter to avoid damaging the plastic cladding.

only worsen the problem. If you determine that a clear coat is compromised, inform the customer that he or she has three choices: live with it, buy a new wheel, or have the existing wheel professionally stripped, polished and re-coated. If the aluminum is bare/uncoated, polishing with a quality aluminum polish is a reasonable approach. Be aware of factory wheels that have been “chrome clad.” This fake chrome plastic lamination used by several OEMs has a reputation for delaminating and popping off. If you notice a lift area where the cladding is beginning to separate, don’t mess with it, as you’ll only make matters worse and would potentially be on the hook for finish damage. Chrome cladding is basically a plastic cover that’s adhered to the wheel. It’s easily cracked if mishandled. When balancing, don’t use a cone, since this can apply enough pressure to the center hole to crack the plastic. Instead, use a flange that secures the wheel at its hub fastener locations. Cladding is a bad idea, but it allows the OEMs to spend less money to produce the finished product. Just be careful. If you break it, you’ll be forced to buy it.

SAVE THE KNEES Dropping to your knees on concrete or gravel will take its toll on your knees. Especially as we age, the knees become more susceptible to pressure pain and damage. Get into the habit of wearing knee pads. If your knees are healthy now, using pads will help to prevent damage in the long run. If your knees are already tender when kneeling, using quality knee pads will allow you to drop and work for long periods without discomfort. Instead of cheap pads that feature a single elastic band at the rear, which can pinch and become uncomfortable, buy the type that race team crew members use. A common style features a Velcro elastic strap at the top and bottom (above and below the knee), leaving the area behind the knee free to compress and breath without pinching. This style also allows use or removal without the need to remove your shoes and slip over the foot. ■

10 | ASP February 2018

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Technical

Coil-on-plug technology An overview of COP technology and diagnostics tips Coil-on-plug, or COP, features an individual coil dedicated at each cylinder, with the COP connected directly to the spark plug, eliminating the need for plug wires. Due to variances in COP design among auto makers, spark control, troubleshooting and diagnostics can vary. This article is intended to provide education relative to COP, along with tips and precautions regarding testing and diagnosing engine misfire issues.

By Bill Fulton

ignition waveform still exists. The diagnostics that were yielded to us on distributort the risk of dating myself, I can equipped engines are still available using this remember the good old days of method on COP-equipped engines by viewing distributor-equipped engines with a COP secondary ignition waveform (see external coils and a coil wire to which we Figure 2). The critical part of these secondcould conveniently attach our scopeâ€™s secondary ignition waveforms is the spark line in ary KV probe. And by using our number 1 reference to length, angle and the presence of trigger, we could sort out each individual turbulence. Lean conditions will shorten the cylinderâ€™s firing characteristic (see Figure 1), length of the spark line and bend it upward enabling us to detect lean cylinder conditions, and increase the turbulence, the same as the rich cylinder conditions, low cylinder comdistributor-equipped engines. pression problems, high secondary firing KV Remember air molecules are non-conducdemands, insufficient spark duration periods tive, which increases the voltage demand or any type of a density misfire. of the spark line to ionize them. Notice, Now on modern day engines equipped however, the length of the spark line on COP with COP-type ignition systems, access to ignition systems is significantly longer in all the diagnostics of reading and analyzing a duration simply because we only have the secondary ignition waveform creates a challenge and the need to be creative. Creative simply means using a secondary KV wire between the coil and spark plug and attaching our secondary KV probe to the wire and analyzing the single secondary ignition waveform. The necessity of understanding the secondary Figure 1 Figure 2

12 | ASP February 2018

Technical spark plug air gap of the spark to overcome, (no more rotor air gap). Remember when a failure of the coil on the old distributor-equipped engine was rare, when one coil was responsible for firing all the spark plugs of a four-, six- or an eight-cylinder engine? Now that most modern day engines are equipped with COP-type ignition systems, a COP coil failure is becoming common. This begs the question — how does single coil and distributor-equipped engine reliability compare to common COP coil failures? If you are a technician who uses and appreciates the diagnostic value of an amp probe coupled with a lab scope, most distributor-equipped engine coils required 4 to 6 amps for full coil saturation. As the rpm increased the point of primary turn on had to occur sooner to Figure 3 ensure enough charge time for sufficient coil saturation. Now with the new COP-type coils the PCM has sufficient time to individually control each individual coil’s dwell period or coil saturation times. The benefit is that at higher rpm a weak spark from shortened dwell periods (such as those experienced on distributor-equipped single coil engines) has been pretty much eliminated. By comparison purposes, the new COP coils are now saturated with nearly double the amperage values with no limitations with reduced coil charge periods as rpm is increased, a common concern on single coil systems. There are some distinct differences in the COP units now being used by the automobile manufacturers that can enhance our diagnostic strategies when addressing a misfire. Ford and Chrysler COP units are directly controlled by the PCM, meaning the coil drivers are integrated into the PCM. The concern here is that shorted primary windings or internal coil carbon tracking can take out the PCM. On the Ford COP-equipped engines, the PCM will multi fire the coils below 1,000 rpm to ensure good combustion during light load

lean conditions (see Figure 3). Above 1,000 rpm the PCM will revert back to one firing event In addition, as we all know a pattern failure misfire on the Ford Triton engines is a loss of insulation on the secondary spark plug boot causing voltage to arc to the plug well. Whenever replacing spark plugs on these engines it is always highly recommended to replace the boots and suppressor springs. These types of misfires usually occur under loaded acceleration conditions when the KV values increase as cylinder pressures increase. Also, I’m sure you have customers like mine who are waiting for the second coming to have their spark plugs replaced. On some modern Chrysler COPequipped engines the PCM will monitor the collapse time of each individual firing time (spark duration), however, the actual values are not accurate and should be used for comparison between each individual coil firing times. You can get these values from your scan tool (see Figure 4). Good spark duration periods on COP-type ignition systems will vary between 1.5 and slightly over 2 milliseconds during a park warm idle no load condition. On Ford and Chrysler systems, using a lab scope and probing the coil negative terminal will yield a primary ignition waveform (see Figure 5). The primary and secondary waveform will mirror each other in the spark line area. The spark line characteristics we discussed earlier still apply. Notice, however, the secondary ignition waveform voltage per division is at 1 and 2 KV while the primary ignition waveform will vary between 10 and 20 volts per division. The scope time base is at 1 millisecond per division. Also, keep in mind that the scope’s trigger level is best set just above the spark line voltage level. If the secondary KV demand is too high from, let’s say, worn spark plugs or lean

13 | ASP February 2018

Technical polarity, meaning that you must use the invert function of the scope. The secondary KV wand will not work on most Asian COP units because they are heavily potted causing the magnetic field to be too weak to be sensed by the COP wand. This will require a secondary lead between the coil and spark plug and using the conventional KV probe around the lead. Remember that we refer to the spark line characteristics as our electronic window inside the combustion chamber. There are several versions of the secondary KV wand available at www.AESWAVE.com Figure 4 On the GM coil near plug units found on the V-8 Vortec engines, there is a short 8.5-inch secondary lead between the coil and spark plug. The COP wand works very nicely on these systems by laying it next to the plug wire, or you can simply use the conventional secondary KV probe clamped around the plug wire. Again, the invert function must be used. There are three different vendors that supply the coils for GM. They are Delphi, Melco and Denso. The coils are not interchangeable, but the secondary leads look identical and are not interchangeable because the resistance values vary greatly. Figure 5 As we stated earlier, access to the primary density conditions the primary spark duration side of a Ford or Chrysler can be done by back periods will be too short and lean cylinder probing the negative terminal of these coils conditions will abruptly bend the spark line and thus viewing the primary side of the coil. voltage up during a power brake condition. That test is not possible on the GM coil near On the Chrysler and Ford COP units, a plug units because the ignitor is integrated into secondary KV wand can be used to pick up each individual coil. The PCM uses low current a secondary waveform by simply laying the drivers to bias (turn on) the coil current. The probe on top of the coil. Keep in mind the signal from the PCM is a 5 volt / 0 volt toggle. attenuation factor of the KV probes are 1,000 The rising edge to 5 volts turns primary on to 1. This means that if your scope is set to 1 while the falling edge to 0 volts turns primary volt per division the attenuation is now 1 KV off causing the primary magnetic field to per division. A time base of 1 ms. per division collapse, which is mutually inducted into is usually ideal. The secondary KV wand can secondary and multiplied to create the high also be used on DIS secondary leads, as well. secondary firing voltages needed. Half the cylinders are fired at a negative A tech tip here may be needed. During polarity and the other half are fired positively. KOEO we can bias these coils with a standard On the cylinders that are fired with negative 12 volt test light. By picking up 12 volts with polarity, you must use the invert function on the alligator end of the test light and by piercyour scope while turning it off while viewing ing the ignitor control wire and momentarily the positively fired cylinders. By the way, all touching the ignitor control wire, we will fire distributor-equipped engines and COP-type a 25 KV spark tester. ignition systems fire secondary at a negative While we are on the subject of using a spark 14 | ASP February 2018

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Technical tester, keep in mind that all good COP units can easily fire an ST125 spark tester. For those of you who use the adjustable spark testers, a 3/4-inch gap is very close to a 25 KV demand. One important note here on the GM coil near plug units: The coils are powered up from a single main ignition relay and all the coils and ignitors units get their ground at one location, so donâ€™t forget about power and grounds (see Figure 6). Your scan tool may have the ability to turn on this relay during KOEO. In addition, the PCM monitors this voltage from the ignition relay so you will have a scan tool parameter to monitor the ignition feed values from this relay. I recently had a 4.8L come in with an intermittent miss and a P0300 MIL. The owner had previously paid a shop $1,500 to replace the plugs, coils and secondary leads â€” to no avail. The freeze frame data indicated a 45% addition to the short- and long-term fuel trim values. Initially my first suspicions were from a lean density misfire, since all the cylinders on bank 1 indicated multiple live and history misfires. On my diagnostics using my secondary KV probe, I found no secondary events happening on the bank 1 cylinders. By probing the pink

Figure 6

power supply wire to the bank 1 coils I found no voltage. An open circuit at the connector on top of the valve cover was the fault. A current probe clamped around this power supply pink wire would have also pinpointed the problem. On most all Asian COP units the coils also have the ignitors integrated into them and are forward biased (turned on) by a 5 volts square waveform. As with the GM coil near plug units, the falling 5 volt to 0 volt toggle turns primary off and fires the coils. Using a COP wand in the Asian COP units does not yield a good secondary ignition waveform because the coils are so heavily potted the magnetic field is too weak to pick up. The website www.AESwave.com offers the secondary leads to marry the coils to the spark plugs, meaning you can use a secondary KV probe to view secondary in the conventional way. Again, access to the primary side is not possible due to the ignitor integrated inside the coil. However, an amp probe clamped around the coil positive feed wire can verify good or insufficient coil saturation values. The point here is most critical. A single cylinder misfire can easily be a bad coil, but looking at the design of the system, a control circuit issue or a bad PCM driver could also cause a loss of spark. In the real world of diagnostics, whenever a misfire problem occurs we as technicians usually rely on scan data initially. Having said that, the cardinal rule is that a single cylinder misfire from no spark will create very minor and very brief single digit fuel trim corrections while a lean density misfire from, say, a bad injector, low fuel pressure, vacuum leak or a bad MAF sensor will create double digit addition to fuel trim. Conversely speaking, a rich density misfire will create double digit negative fuel trim corrections. Also keep in mind that in most modern day systems, whenever the misfire is severe enough the PCM

16 | ASP February 2018

Technical will force the engine back into open loop and cut off the injector from the misfiring cylinder, which means the fuel trim values cannot be used as we explained earlier. It would be necessary to view the scan tool fuel trim parameters before the PCM forces the engine back into open loop. A recent case study involved a 2001 Honda Odyssey that came into my shop with a misfire symptom and no MIL with no codes, not even a pending code. Since this was a non-CAN-compliant system there were no misfire test results in the Mode 6 menu. You can’t say enough about the good old “feel through the seat of your pants,” the engine was running on five cylinders! The front coils were easy to get to so we manually disconnected one at a time and monitored the rpm drop. While disconnecting the number 4 coil we never got the rpm drop. Putting a spark tester on the number 4 coil showed no spark. Could it be a common COP failure? What about the ignitor drive signal from the PCM (see Figure 7)? You will

see a 5 volt/0 volt toggle, meaning that the PCM is sending the control signal and just like the GM systems the ignitor is forward biased by the PCM. Now let’s say the ignitor signal was flat lined at 0 volts. Could the ignitor have shorted the PCM driver? We could easily find out by unplugging the coil. The 5V ignitor control voltage is sourced at the PCM. If we get our 5 volts back then we know the ignitor has shorted the PCM control voltage. However, in this case the ignitor control signal was present and the problem was simply a bad coil. Once the coil was replaced we should still analyze the waveform (see Figure 8). Is there a noticeable lower coil saturation value on the number 4 coil? If your answer is yes, you are correct. If the primary feed voltage is good to this coil, then the coil should be returned to the parts supplier because the coil’s amperage saturation values are significantly lower. On the Toyota COP systems the ignitors are also integrated into the coils the same as the GM and Honda systems, so access to a

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Technical

Figure 7

Figure 8

primary ignition voltage waveform is not possible. However, the amp probe becomes a valuable tool to ensure good coil saturation values. These systems are unique in the fact that the PCM uses a separate IGT (ignitor trigger control circuit) for each individual coil. The PCM also monitors each coil’s firing event by monitoring the IGF (ignition confirmation circuit). In the event of a loss of the IGF signal to the PCM, the PCM will shut down the cylinders injector. A loss of all of the IGF signals will cause the PCM to shut down all of the injectors. The scenario you could have here is that on a no start you could have no spark and no injector pulses at the same time. We have had a case where Figure 9

a Toyota came in as a no start indicating no spark and no injector pulses. Monitoring the IGF circuit with a lab scope showed no IGF pulses at all. As we unplugged number 3 coil the IGF pulses came back and the engine started — on 5 cylinders. The point here is that a bad coil can pull down the IGF circuit and cause the PCM to shut down all of the injectors and disable primary on the other cylinders. Figure 9 indicates a known good representation of the Toyota COP systems showing the comparison of coil amperage saturation, IGT (trigger) and IGF (ignition confirmation) from a single cylinder firing event. The bottom trace is the IGT signal while the middle trace is the IGF signal and the upper trace is coil current using the amp probe. Let’s look at another example of an amp probe, not only looking at good coil saturation but also how well the energy is transferred between the primary side of the coil into the secondary side. Modern day ignition systems are known as “divorced,” meaning there is no hard-wired circuit between the primary coil windings and the secondary coil windings. There is simply an air gap. As the primary field collapses it is mutually inducted into the secondary windings across this air gap and multiplied several hundred times. Internal coil carbon tracking has a major effect on the smooth and complete transfer of this energy. Take a look at Figure 10. At the amperage waveform’s point of primary turn off, note the erratic oscillations caused by internal coil carbon tracking. This problem can easily take out the primary coil driver in the PCM as in the Ford and Chrysler systems. We talked earlier about the use of a secondary lead between the coil and spark plug and then using our secondary KV probe around the plug wire to analyze more completely the firing and combustion event. Figure 11 shows a good secondary ignition

18 | ASP February 2018

Technical from your scope to monitor not only spark but the combustion event as well. In addition, as you will recall there are some very distinct differences between the COP systems we covered in this article. ■

Figure 11

Figure 10

waveform from a Toyota engine. Notice the good spark duration period of over 1.5 milliseconds. In the real world we all certainly use spark testers to check for spark. As I stated earlier, all COP coils have the ability to crank out a good and consistent 25 KV demand. While that is the real world initial test, we explained the diagnostic value of using the amp probe and by looking at secondary with the secondary lead between the coil and spark plug and then by using the secondary KV probe

Bill Fulton is the author of Mitchell’s Advanced Engine Performance Diagnostics and Advanced Engine Diagnostics manuals. He is also the author of several lab scope and drivability manuals. He is a certified Master Technician with over 30 years of training and R&D experience. He currently owns and operates Ohio Automotive Technology in the Columbus, Ohio, area, which is an automotive repair and research development center.

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Business

Moss Automotive Repair A family business taking care of ‘family’

oss Automotive, located in Aldealerships, while Moss’s clientele primary pharetta, Ga., was started by consists of customers who both live and work Danny and Charlotte Moss in in Alpharetta. 1992. Alpharetta, located about 26 miles due north of Atlanta, boasts a population of over 57,000 and is the home of famed Georgia State University. The area still maintains many historic buildings, but in recent years, it has experienced a boom in high-dollar construction, including celebrity-level multimillion dollar mansions and upscale retail complexes and ritzy condos. Once a quaint small town, Alpharetta has blossomed into an upscale area. Moss Automotive Repair boasts an 8,400-squareAccording to Danny and Charlotte, develfoot shop with 12 service bays in the town of Alpharetta, Ga., about 26 miles north of Atlanta. opment has “just blown off the map,” with an influx of people who work in the Atlanta area but desire the lifestyle offered by both The beginnings the small town flavor and the burgeoning Moss Automotive was born out of a vitality. Charlotte noted that the majority of longtime desire to open a shop that offers well-to-do residents who now reside in town the highest level of quality, but there’s more but work in Atlanta tend to have service to the story. Charlotte and Danny met in done in the Atlanta area, closer to their work grade school and eventually became high places and the expansive array of new car school sweethearts. At age 17, Danny owned a 1965 Mustang, and decided to rebuild the worn-out engine. While he didn’t have access to a shop area at the time, Charlotte’s Moss Automotive Repair father offered to let Danny use his basement Alpharetta, Georgia for the project. Upon seeing an empty block • Owners: Danny and Charlotte Moss and parts scattered throughout the room, • Office assistant: Karla Jordan apparently Charlotte’s father shook his head • Business founded: 1992 and said “that engine will never run again.” • Number of bays: 12 Despite the pessimism, Danny finished the • Number of certified technicians: 2 engine, installed it into the Mustang, and it • Shop size: 8,400 square feet ran like a fine watch. • Vehicles serviced per month: 125 During the same period, his mother’s car • Hourly labor rate: $107.78 had a drivability issue, which he diagnosed and successfully repaired. With these pride• Average spent on tools and equipment inspiring results, Danny was hooked. He annually: $15,000 – $20,000 focused his efforts on bolstering his automo• Vehicle makes serviced: Domestic and tive skills, and subsequently worked at an area import, specializing in diagnostics service shop for 14 years, during which time • Website: www.mossautomotive.com he earned ASE Master Tech certification. Before and after they got married, the couple 20 | ASP February 2018

Business frequently talked about opening their own shop and working together. The day finally came when they decided to commit to their long-time dream, and in 1992 Danny gave his notice and Charlotte quit her job at an insurance company, and Moss Automotive was born. Along the way, both of the couple’s sons, David and Kyle, worked at the shop as well, exposing them to their father’s hard-work ethic. This was truly an example of dedicated people who chased the American dream and realized their goals. The business operated in a smaller facility for a few years before moving

aftermarket parts, they usually come from NAPA, O’Reilly or Advance.” “Danny is a stickler for quality,” noted Charlotte. “Brands are important and he is very particular, always striving to use only the best parts available, regardless of cost. The suppliers we use are close to our shop and offer great service, as well as better pricing, than buying from car dealers, with regard to ACDelco, Motorcraft, etc.”

Business philosophy

As both Danny and Charlotte noted, “We are a family-run business and we like to think of our business as ‘family taking care of family.’” They have always been hands-on: Danny works on vehicles and Charlotte does the service writeups and interacts with the customThe company’s customer waiting The roomy shop features multiple lifts and excellent lighting. The owners stay abreast room is furnished to provide a ers. “Having been of the current technology and routinely clean and comfortable “home” in business almost update the shop with the latest equipment. atmosphere, say the owners. 26 years, we have into the current 8,400-square-foot building, watched many of our customers’ children which Danny personally designed, with pargrow up and have families of their own,” says ticular attention to shop layout to maximize Charlotte. “And they are still our customers. efficiency.

Approach to training Parts purchases We asked, “On a scale of 0 to 5, with 0 having no influence and 5 having the greatest influence, what determines your parts buying decisions?” They said: Price............................................2 Brand name recognition ........3 Promotion in racing ................0 Perceived quality......................3 Availability/time ......................3 Danny noted that the shop probably uses more OEM parts than most shops. A substantial volume of their Motorcraft and Delco parts come from Parts Authority, Weaver Distributors and Southeastern Automotive. “We have accounts with many of the local car dealerships in town. If we do choose to use

Danny said, “We take advantage of all classes, training videos and manufacturer clinics that we have access to. We also subscribe to a number of OE parts and repair networks, staying up-to-date on new technology, diagnostic and repair information.” He routinely updates shop equipment hardware and software to make sure that his techs have the best tools and training to maximize diagnostic and repair performance.

How does ASP benefit your business? Danny said, “We look forward to each issue. The technical articles are always of interest, along with up-to-date insight into new tools and equipment. Auto Service Professional is one of the ‘must read’ publications we get.” ■

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Technical

There’s no stopping the electric parking brake EPB system can make servicing vehicles easier! The advent of electronic parking brake (EPB) systems offers advanced technology but can pose challenges for the service technician. This article explains the current systems and provides insight regarding understanding and troubleshooting these non-mechanical approaches.

The reasons behind EPB and the two common designs

By Jeff Taylor

he use of an electric parking brake (EPB) system is not new. It’s been on some vehicles since the late 1990s, but there seems to be a surge to move to the EPB system on many new models. One major worldwide brake supplier has now produced over sixty million caliper-integrated EPB units (the parking brake motor is part of the caliper) and has moved on to their fifth generation of EPB designed products. It is even showing up on popular pickup truck models. EPB eliminates the mechanical connection between the operator and the parking brakes; it’s now operated by wire. The system uses an electric switch to activate and deactivate the parking brakes. The EPB system requires an electronic control unit (ECU). Some earlier versions had a stand-alone ECU, but most of today’s versions of the EPB system are almost always integrated into the vehicle’s controller area network (CAN) architecture. This provides the EPB system the ability to use and share information from the other modules on board for a multitude of functions.

There are two common designs used in the EPB system: the cable puller system and the caliper-integrated system. It is important to note that neither system will function if there is no vehicle power. The cable puller design motorizes the traditional handbrake or parking brake pedal function by using a bidirectional motor. This bidirectional motor supplies the pulling force to the brake cables that run to either the rear calipers or the parking brake shoes (a drumin-hat rotor style). The advantage of this style of EPB system is that it lends itself to be an add-on solution, using some existing parts. Existing cable style brake calipers or parking brake shoes can easily be adapted to use the cable puller EPB. The CAN connected cable puller EPB controller/actuator can be tucked somewhere under the car or even in the trunk. Many of the first designed cable puller units provided some form of manual release mechanism in the event of a motor failure. Some manufacturers provided access ports and in some cases tools to release the cables. For example, Range Rover had a special

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Circle 108 on Reader Service Card

Technical

cable release under the center console. The cable puller design has been popular and is still being used, but the caliper-integrated design has gained popularity and its simplicity will likely make it the favorite. The caliper-integrated design incorporates a bidirectional electric motor on each caliper. This electric motor mechanically forces the caliper piston out to provide the necessary clamping force on the rotor. Most systems will use a gear reduction drive to provide the needed force with a small electric motor. There are several advantages to the caliperintegrated EPB design setup. It eliminates the need for brake cables and the hardware and packaging they require. Another advantage is that the vehicle manufacturing process is streamlined requiring only one hydraulic and

These are all examples of the EPB switches on older and newer vehicles. From top: the EPB switch on the 2016 F150, the EPB switch on a 2016 Cadillac CTS and the EPB switch on a 2010 VW Passat.

one electrical connection on each rear-brake assembly. An added advantage is weight reduction. One manufacturer claims it saves as much as 16 pounds on a full-size SUV/pickup. Reducing vehicle weight, reduced emissions and increasing fuel economy is a common theme in today’s automotive world. The will be CAN networked, allowing integration into other on-board systems. The caliper-integrated EPB system is commonly used on Volvo, VW, Audi, Ford F-150, Honda and many others. Space saving is another advantage to the EPB system. The area that was devoted to a pedal assembly or a parking brake handle unit in the traditional hump area, foot well, and center consoles, can now be used for other things. Some manufacturers claim there’s increased occupant safety by the removal of the handle or pedal assemblies during a collision. But the gains in safety don’t just stop there. It can function completely automatically (without driver input), applying and releasing the parking brakes as needed when the transmission is put in park or, in a vehicle with standard transmission, when the key is turned to the off position. It can apply the parking brake if the driver’s door is opened, if the driver’s seat belt is undone, or if the trunk or hood is opened. It can also be used as a hill holder to prevent the car from rolling back at a stop sign. Furthermore, it can be incorporated with the anti-lock braking system (ABS) to provide low-speed traction control, or be used as an immobilizer, locking the wheels when the vehicle is parked, and the ignition is off. And in the event of a hydraulic brake failure, it can bring the vehicle to a stop — much like an ABS stop — without the rear wheels locking up and causing a spin-out. The EPB could also be tied into the rear backup camera and apply the brake if the camera detects an obstacle. In both designs, the EPB module will control the action of the bidirectional cable motor or caliper motors that apply the clamping force. The EPB module will monitor

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Photo courtesy of Raybestos

Technical

These six photos are all hi-res photographs of caliper-integrated EPB units. They all show how the electric motor for the parking brake is integrated into various brake caliper designs.

specific aspects of its own system, including the yaw rate of the vehicle, the position of

the EPB switch, and the clamping force that is being applied to the brake cables or caliper

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Circle 109 on Reader Service Card

Technical

pistons (typically using the amperage that the applying motors are consuming). It can also monitor the temperature of the clamping motors and control unit. The EPB system also will perform selfdiagnostics and will set and record trouble codes if it sees a problem. Codes can be set for any number of reasons, including overheated motors, shorts, opens, unintentional grounds, communication errors. This information also aids in diagnostics. EPB provides a safer and more accurate parking brake system and while servicing them involves learning a few new tricks, itâ€™s not too intimidating. Proper up-to-date and valid service information is vital for proper and safe repairs of the EPB system. Vehicles equipped with EPB may experience unexpected parking brake application, which could result in personal injury and system damage. The EPB system must be in service or maintenance mode prior to servicing or removing rear brake components.

Cable puller EPB system tricks Performing certain brake services will depend on the EPB system you are dealing with. Rear brake pad service or even caliper replacement on GMâ€™s Chevy and Cadillac models with the cable puller EPB system is performed similar to a non-powered parking

brake system. But if any parking brake cable or EPB unit replacement is required, the EPB will need to be put into service mode. This can be done manually using the service port on the EPB module and backing the motor off by hand, using the proper tool. Donâ€™t be tempted to use a power tool, as it may cause damage to the EPB unit. A scan tool may also be used to get the EPB assembly into service mode and is the preferred method. But after the cables are replaced, the EPB needs to be tensioned and this can only be done using a scan tool following the specific reset calibration procedure. Lexus has a similar manual release procedure available for their cable puller design, but again after the service work has been performed, a scan tool that will communicate bidirectional with the EPB module is going to be needed to finish the repair, and turn off the EPB light. The BMW 750LI (other BMW models also use a cable puller design and the EPB unit is mounted under the rear cargo area) uses a cable puller EPB and the module is in the trunk. If anything gets spilled or the trunk has a water leak, the EPB module is in the low spot and can be damaged. This water intrusion can cause the EPB module to freeze, seize up or turn on the EPB light. The BMW tool kit does supply the tool needed to manually release the EPB if it will move (they are usually seized solid) and the

These photos illustrate the EPB caliper assembly on a 2017 Ford Fusion. These electronic-activated calipers can easily be retracted without the need of a scan tool, following a specific factory procedure to activate and deactivate the service mode by taking advantage of brake pedal and EPB switch inputs.

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Technical

ownerâ€™s manual explains how to perform a manual release. These BMW EPB motors also have a set of plastic gears that go bad and wear to look like an apple core. They are not available from BMW, but replacement gears are available online. The cost savings is substantial when the complete unit that the dealer will supply is more than $1,000. The EPB unit can be reinitialized manually after gear replacement by pressing the parking brake button three times with five-second intervals between pushes.

This scanner screen shot illustrates some of the options that are available when servicing an electric parking brake system on a 2007 BMW 76i that features a cable puller style EPB system.

The motor will try to release the brakes, then apply the brakes and finally release the brakes to complete the initialization. A BMWcompatible scanner also can be used.

Integrated EPB system caliper servicing tricks Using a scan tool is typically going to be the manufacturerâ€™s recommended method to retract the calipers to their service position to allow rear brake service or pad replacement. The scan tool is then used again to exit the service mode and automatically adjust the pads to the correct clearance after the rear brake service is performed. But there are several makes and models that allow maintenance or service mode to be reached without a scan tool. Ford integrated EPB system caliper servicing without a scan tool EPB Service mode or EPB maintenance mode can be entered on the 2016 F-150 or the 2015 Ford Fusion hybrid using the following

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Circle 110 on Reader Service Card

Technical

procedure without a scan tool. To enter service mode: 1. Place the ignition switch to the ON position (engine off). 2. Depress and hold the accelerator pedal to the floor while holding the EPB switch in the release position. Continue to hold the accelerator pedal and EPB switch. 3. Turn the ignition switch to the OFF position and then return it to the ON position within five seconds while continuing to hold the accelerator pedal and the EPB switch. 4. At this point the EPB system will be in service mode. The yellow EPB indicator will be illuminated on the dash and the Maintenance Mode warning will show on the message center. NOTE: When the system is in service mode, the parking brakes will not function until the mode has been deactivated. 5. Turn the ignition OFF and release both the accelerator pedal and the EPB switch. 6. Perform the needed rear brake service. The Ford caliper piston does not have to be rotated back into the caliper, but does need to be compressed using the proper tool. The use of a C-clamp or pliers may damage the caliper or motor, so they aren’t recommended. Exiting service mode, after the repairs are made: 1. Place the ignition switch to the ON position (engine off). 2. Depress and hold the accelerator pedal to the floor while holding the EPB switch to the apply position. Continue to hold the accelerator pedal and EPB switch. 3. Turn the ignition switch to the OFF position and then return it to the ON position

within five seconds while continuing to hold the accelerator pedal and the EPB switch. 4. The EPB system will apply the parking brake and release it into the proper position. 5. Release the accelerator pedal and the EPB switch. Dodge/Jeep integrated EPB system caliper servicing without a scan tool The EPB service mode can be entered following the menu driven instructions on the Uconnect driver’s information screen on some Dodge, Chrysler and Jeep models equipped with the integrated EPB system. You enter the brakes area from the settings screen and simply follow the on-screen instructions. After the repair is completed, the service mode must be exited again using the Uconnect screen (a scan tool can be used as well). Honda integrated EPB system caliper servicing without a scan tool Honda is using an EPB-integrated caliper on some of their newer models. A scan tool is the favored method of retracting the rear calipers for service, but they also have a factory recommended method if the appropriate scan tool isn’t available. The factory service manual instructs you to: 1. Turn the key to the OFF position. 2. Remove the two bolts retaining the electric parking brake actuator from the back of the caliper assembly. 3. Using a T45 Torx driver, turn the spindle shaft on the caliper 360 degrees clockwise to release the parking brake. Make sure the parking brake is released, and if not, repeat the turn of the worm gear shaft 360 degrees. 4. Remove the caliper and using a

This group of screen shots shows the procedure to enter service mode for rear brake repair on a 2017 Jeep Renegade. It can all be done on the Uconnect dash touch screen without a scan tool.

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Circle 111 on Reader Service Card

Technical

This screen capture shows some of the data that is available using a scan tool. Notice the clamping force, and EPB switch status are shown, something that could aid in diagnostics.

compressor, press the piston straight back (turning is not required). 5. After the rear brake service is complete, reinstall the electric parking brake actuator, using a new sealing O-ring and screws, making sure the mating surface is clean. 6. Turn the key to the ON position. 7. Pull the EPB switch to the on position to apply the parking brakes and push on the brake pedal at the same time. This will exit brake pad maintenance mode. 8. Turn the ignition off.

switch and holding both, switch the ignition OFF. You need to hold both the accelerator and EPB switch in this position during the next step. 4. Switch the ignition ON, while maintaining the depressed pedal and EPB switch. 5. If you have done everything correctly you should hear the caliper motors retracting. The yellow parking brake symbol with exclamation point will now be illuminated, indicating you are now in maintenance mode. 6. Switch the ignition off.

Mazda integrated EPB system caliper servicing without a scan tool Mazda provides a non-scan tool option for 2016/2017 CX-5s to retract the integrated caliper back for service, that is very similar to the process for Fords. This procedure can be followed to enter maintenance mode. Entering service mode:

NOTE: Mazda does not want the piston rotated when servicing the caliper, just pushed back. Rotating the piston may damage the caliper internal parts. Exiting service mode:

1. Switch the ignition ON, and don’t touch the brake pedal (the engine must be off throughout the procedure). 2. Release the EPB. Note Steps 3 and 4 must be done within five seconds. 3. While simultaneously pressing the accelerator pedal down fully, and pressing the EPB

Here is a screen capture of the scan tool electri parking brake’s park service options.

1. Switch ignition ON, engine off. Note Steps 2 and 3 must be done within 5 seconds. 2. While simultaneously pressing the accelerator pedal down fully, and pressing the EPB switch and holding, switch the ignition OFF. You need to hold both the accelerator and EPB switch in this position during the next step.

If you are servicing a Volvo with EPB, a scan tool is going to be needed. It is important to remember the ignition must be in the “ON” or “RUN” position for this to happen, even on a push button start.

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Technical

3. Switch the ignition ON, while maintaining the depressed pedal and EPB switch. 4. You should hear the caliper motors performing the automatic adjustment and the yellow warning light should go out, indicating maintenance mode has ended. 5. Switch the ignition OFF.

Other EPB tips and tricks If working on some models of VW/Audi with an integrated EPB, not only will you need a scan tool to put the calipers into service mode and then re-initialize them, but you may also need to enter the actual brake pad material thickness. The use of the EPB integrated caliper is becoming very popuThe EPB system will use an lar. These photos were taken over two days at our shop. algorithm to calculate the wear on the rear brake pads. This replaces the need Bring this to a stop for a pad wear sensor. Even if you have done Yes, a scan tool is going to be the manuthe pad replacement properly, the brake wear facturer’s recommended method for repair warning light may stay on and trouble codes or service, but many manufacturers provide may be present until this brake pad thickness a non-scan tool service mode, with the Fiat/ information is set into the EPB module. So, Chrysler process by far the easiest. make a quick measurement of the pad thickA scan tool will be required for diagnostics, ness just in case you need this information. but most good scan tools can perform the Many EPB-equipped vehicles need softneeded tasks. ware updates to fix issues that could cause Reflashing the EPB software is a different either the EPB to stick, drag, not release, or story and may need dedicated manufacturer’s illuminate the EPB light. GM’s Impala, some equipment and services. Cadillac models, Subarus and some Jeep RenMost techs will agree that working with egades have TSBs for reflashes and software an EPB-integrated caliper design is easier updates. These updates correct different EPB to service without a parking brake cable, issues from false applications to brake drag. and that’s something that most techs will Honda has a recall to eliminate an issue that embrace. ■ will cause the rear brakes to drag on some Jeff Taylor boasts a 32-year career EPB-equipped Civics, and the fix is a software in the automotive industry with update. Eccles Auto Service in Dundas, Mazda’s also has a recall on its EPB system. Ontario, as a fully licensed A sealing issue on the rear integrated caliper professional lead technician. design may allow water to enter, causing corWhile continuing to be “on the rosion. This corrosion can cause the caliper to bench” every day, Taylor is also jam or fail to properly engage. heavily involved in government focus groups, Some Jeep Renegade models have the EPB serves as an accomplished technical writer module located in the left rear cargo area and and has competed in international diagnostic water could enter the module or the conneccompetitions as well as providing his expertise tor. This can cause the EPB not to release or as an automotive technical instructor for a major aftermarket parts retailer. result in service light concerns. 31 | ASP February 2018

Technical

TPMS diagnosis and service tips Advice from parts & equipment manufacturers As you know, tire pressure monitoring systems (TPMS) have been mandatory on new vehicles since 2008. Servicing these systems involves sensor replacement, proper programming and relearning. However, there are a number of common misconceptions and misunderstandings of how some of these systems operate, especially regarding diagnosis, inspection, handling and vehicle-specific procedures. In this article, we’ll share advice and tips regarding TPMS service.

By Mike Mavrigian

ikely the leading cause of system failures lies with the condition of the sensor batteries. Sensor batteries are expected to last around six to 10 years, with newer sensors lasting longer due to battery improvements. The rule of thumb is that once a single sensor goes bad, it’s likely that the others are soon to fail as well. Make this an educational opportunity for the customer. Explain that sensor batteries have a finite lifespan. Let them know that it’s likely time to replace the other sensors. Otherwise they may need to return to the shop once another battery dies. Always give them the option of changing them now or letting them know that they will likely need sensors in the not-too-distant future. Replacing all the sensors at the same time avoids having the customer face another tire/ wheel disassembly, remount and balance in the near future simply due to dying or dead sensor batteries. In addition to the ability to perform

programming and relearning, TPMS scan tools are available that allow the technician to read individual tire pressure and individual sensor battery condition on-screen, alerting you of low/bad battery state.

Not the batteries? Other issues can arise that have nothing to do with sensor battery life. One or more sensors may have trouble getting the signal through to the module, which could be a damaged antenna or a wiring issue, or a bad module. EMI (electromagnetic interference) also can cause issues that disrupt the TPMS signals, such as another wiring harness running too close or touching the TPMS harness, similar to an engine misfire when (depending on the application) two spark plug wires run against each other. Depending on the design of the vehicle’s electrical system, keyless entry systems also can present problems if TPMS signals run through the keyless entry system, where a keyless system glitch can in turn prevent the correct TPMS signals from communicating properly.

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Circle 112 on Reader Service Card

Technical

Photo courtesy Dill

correct tightening values. The specified torque values must be followed to avoid valve, core and or sensor damage. TPMS sensor-related torque values are based on dry-thread torque. Do not apply lubricant to any threads, as this can reduce friction during tightening and can result in unintentional over-torquing.

Tips from AirTech TPMS An example of two fixed-value in.-lb. torque application tools, one labeled at 65 in.-lbs. and another at 40 in.-lbs. While 65 in.-lbs. is theoretically equal to 5.41 ft.-lbs., DO NOT be tempted to try using a ft.-lb. torque wrench dialed “a bit below” the tool’s lightest 10 ft.-lbs. mark in an effort to “guesstimate.” You absolutely must use torque-limiting tools calibrated to the specific torque break-away limit to prevent damage.

Don’t guess on torque! This basic service procedure is critical and cannot be over-emphasized. TPMS sensors can easily be damaged by improper tightening of stems, valve cores and/or caps. Seriously... this is no joke. Tightening “until it feels good” simply doesn’t cut it. All sensor and sensor service kit makers provide torque specifications for core to stem, stem hex nut to wheel and replacement stem to sensor installations. When a specification calls for 40 in.-lbs., for example, you must use a quality, and properly calibrated, torque wrench that will release torque at 40 in.-lbs. If you don’t want to use the correct tools and follow the correct torque specs, you shouldn’t be servicing TPMS. Since TPMS sensors require relatively light torque specified in inch-pound value, you need torque-application tools that are specifically designed for these applications. You can certainly source these from a major tool supplier, but obtaining specialty TPMS torque tools is best done through your supplier of TPMS sensors, since they offer torque-application and specialty tools that are specifically designed for TPMS service. Even pre-set 4 in.-lbs. valve core torque wrenches are available. We can’t over-emphasize the need to follow

There are no TPMS shortcuts. Following are steps to follow when troubleshooting TPMS. TPMS dashboard icon: solid or blinking? A solid icon indicates low or high tire pressure, or vehicle relearn required. A blinking light indicates a TPMS system error. This could indicate a wrong or dead sensor, or relearn required. Confirm if the vehicle is equipped with a spare wheel/tire assembly, and confirm if the spare has a sensor. 1. Inflate all tires to match the vehicle placard (including spare, if so equipped). Start the engine. If the warning light is still on, some vehicles require a short drive period. If tire pressure is not the issue but the light is still on, go to Step 2. 2. Scan all sensors with a TPMS tool. Verify that all sensors are functioning. If you can’t obtain correct data from a sensor, the battery may be dead. Write down tire position and the last 5 digits of the sensor ID. Verify that there are no duplicates. If you know the sensor brand, try to modify the sensor ID. 3. Perform a valid relearn. Be sure to follow the specific relearn procedure for the vehicle. There are many sources of abbreviated procedures for a specific year/make/model, but some models may differ. The wrong relearn procedure simply won’t work.

Tips from ATEQ TPMS To avoid issues with your TPMS sensors, be sure to take the proper precautions to keep the sensors functioning properly. Some common practices include: – Avoid flat tire repair sprays. Some brands display “safe to use with TPMS sensors.”

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However, the glue can stick to the sensor and prevent it from working properly. – Avoid over-torquing the TPMS valve stem nut. This can easily break the sensor stem. – When cleaning the TPMS sensor port during inspection, don’t allow any sharp objects to puncture the diaphragm, as this can damage the sensor. – For clamp-in sensors, always use new rubber seals between the sensor and the wheel to prevent sensor damage or leaks. For example, never re-use grommets or O-rings for clamp-in sensors. They develop set dimensions that eventually become permanent to the TPMS sensor. – When replacing a snap-in sensor, always replace the valve. If you cannot read tire pressure information from the vehicle using your TPMS tool, first determine which TPMS light is on... a malfunction indicator lamp MIL or telltale light. The MIL will blink when the ignition is turned on, indicating a failure of operating the TPMS, such as a dead sensor. The telltale light will remain solid to warn the driver when their tire pressure is below 25% of the placard pressure. Next, determine if the vehicle has a direct or indirect TPMS. Direct TPMS uses TPMS

sensors inside the wheels to report pressure data to the vehicle’s ECU in real time. Direct systems include domestic, Asian and European vehicles. An indirect system uses an ABS to monitor the speed of the wheel and communicate with the ECU. Indirect systems include some Asian and European vehicles. There are ways to determine whether the vehicle is equipped with a direct or indirect TPMS. – Use your TPMS tool to look up the make, model and year of the vehicle to determine the relearn procedure. It should list whether your system is a direct TPMS (auto, stationary or OBD II relearn procedure) or indirect TPMS. – Refer to the Tire Industry Association (TIA) or your service information provider relearn chart to determine the type of system. – Demount the tire to verify which system you are working with. If there is no TPMS sensor in the wheel, and the vehicle is 2008-present year, the vehicle has an indirect TPMS. If the vehicle is older than 2008, indirect TPMS were available in many vehicles, so be sure to visually inspect the valve. A TPMS sensor valve has a visible “shoulder” shape on the valve, where a valve with no TPMS sensor attached does not have the same shape and is easier to physically move back and forth. If you are working with a direct TPMS and your TPMS tool still does not display the vehicle make, model and year, you may want to update your tool to the latest software version.

Photo courtesy Dill

Tips from Autel Intelligent Technology Corp.

By taking advantage of a torque-limiting tool that is preset to one specific in.-lb. value, there is no need to adjust the tool. Apply rotation until the application torque releases.

One of the most common TPMS tool feature purposes that customers don’t understand is the difference between a sensor relearn and a sensor program procedure. They think programming and relearn are the same thing, but they are two different procedures that offer different benefits. Users don’t understand the fundamental differences between the features and why one is more useful than the other. The ability for a sensor to provide both

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Photo courtesy Dill

Technical

A seemingly straightforward tightening of a screw that secures a rubber valve stem to a sensor still requires adhering to the specific torque value listed by the sensor or stem maker. Never take any TPMS sensor tightening requirement for granted. Follow the specs!

options is an important profit saver, but better TPMS tools provide a clear understanding why a relearn procedure saves time and the ability to program a sensor helps shops cut down on their sensor inventory stock.

Tips from Bartec USA The following information is provided by Scot Holloway of Bartec USA. As we celebrate the 10-year anniversary of TPMS being a 100% mandate in the U.S., there still remains plenty of obstacles relating to the diagnostics and service of these safety systems. 1. Keeping the TPMS tool up-to-date: Vehicle coverage, new sensors and better features are always coming. Keeping the tool current is very important and can often mean the difference between a happy customer and one that’s talking about you on the internet. 2. Retrieving information from the tool: The collection of critical inspection, diagnostic and vehicle data are now part of the process for some TPMS tools. 3. Length of time to complete TPMS service: We often hear that dealing with TPMS service takes too long, whether it be extra steps dealing with replacement sensors or

redundant steps of looking up a customer, knowing the vehicle make, model and year at the point of sale, only to have to set up the tool separately. 4. Changing the recommended inflation pressure: We hear loads of stuff about this topic, mostly whether or not it can be changed, and this remains a significant obstacle. TPMS placard changing is necessary if plus-sizing or “up-fitting” tires. 5. What kind of sensor is inside the wheel? A few years ago, we knew that the vehicle was fitted with OE sensors, but you cannot be so sure today, since the wheels may have been serviced previously. Do you have the proper service kit or tools for the possible aftermarket sensor that’s inside the wheel?

Tips from Continental VDO Listed here is an assortment of tips that refer to TPMS service, provided by Sean Lannoo, sales technical training specialist, and Lindsay Smith, product manager. – Refer to the placard pressure when inflating tires, not the max pressure listed on the tire sidewall. – Use the 10th digit of the vehicle VIN to

36 | ASP February 2018

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Autel Intelligent Technology Inc.

Technical

Photo courtesy 31inc.

identify vehicle model year, not the build date. you might have to rotate the tire so the – Make sure that the shop has an assortment vehicle can receive the RF (re: interferof service kits in-house for easy access. ence from body panels, modules, brake – Protect the wheel when pulling the valve components and steering/suspension stem through. More rubber stem sensors are components). used on aluminum wheels. • If one sensor battery is dead, the others are – Follow the specific vehicle relearn likely close (if all were installed at the same procedure: time). • Always change service kits to prevent ghost • Some vehicles must be driven immediately leaks and comebacks. after relearn for a length of time at or above • Some GM vehicles must be put into Service a specific speed. Mode in order to access the relearn mode. • Some vehicles must sit for a predetermined • Newer Fords have Auto-Relearn capability. time after relearn before driven for a length • Newer Fords have a tire rotation relearn and of time at or above a specific speed. a sensor replacement relearn. The tire rota• Some vehicles require sensors to be trigtion relearn will not learn a new sensor ID. gered a second time after relearn. • Be sure to keep your TPMS tool fully – Sensor battery life typically lasts seven to charged and updated with the latest 10 years. These batteries are not replaceable software. as they are fully enclosed in the sensor body. • When triggering sensors, it is possible that Attempting to replace the battery can compromise the integrity of the sensor assembly, ultimately leading to system failure. – Aluminum stem corrosion must be addressed. Regularly checking the condition of the valve stem and replacing the service kit hardware during every tire service are ways to reduce the risk of corrosion issues. It is also important to use only hardware that is approved for use with TPMS sensors. For example, older non-TPMS valve cores that are made of brass cannot be used with TPMS valve stems. Nickel plated valve cores must be used in order to prevent corrosion.

Tips from Dill Valves

TPMS sensor manufacturers offer individual tools as well as complete tool kits that are dedicated specifically for TPMS service.

38 | ASP February 2018

The information here on aluminum stem corrosion is provided by Tyson Boyer of Dill Valves/Dill Air Control Products. Aluminum is a lightweight

alloy but is susceptible to long-term corrosion, similar to other aluminum vehicle components. Aluminum tire pressure monitoring valves must be inspected during every tirerelated service, as they may corrode over time, leading to potential failure. While some OEM sensors cannot be retrofitted with a new valve, note that some OEM aluminum valve stems are not permanently attached to the sensor and may be serviced without the need to replace the sensor. These two-piece sensor and valve stems must be replaced during tire service or replacement when corrosion is evident, allowing the continued use of a good sensor. Dodge, Chrysler, Jeep, BMW and VW, as examples, feature sensors equipped with a replaceable aluminum valve stem. Service kits are available that include the valve stem. The valve stem attaches to the sensor body by inserting the valve head from the bottom side on the front of the sensor before installing into the wheel. The hex nut is then installed and tightened to a torque value of 58 in.-lbs. The most common type found on makes such as Audi, BMW, Mini and VW is installed into the wheel first in order to obtain the proper alignment of the sensor. Using a mounting pin to hold the base of the stem, tighten the hex nut to a value of 40 in.-lbs. Next, attach the sensor to the base of the stem and torque the screw to 35 in.-lbs. Kits are available that include a locking hex nut that features a shear ring internal to the nut that will shear off as the hex nut is tightened short of full torque value, ensuring that the valve stem and sensor are locked together. The ring is sheared prior to reaching 35 in.-lbs., after which the nut is then final tightened to 35 to 40 in.-lbs. Some OE designs feature an easy to replace valve stem. The stem should drop into the clip at the narrowest section of the threads, and then pulled into place. Once you install it into the wheel, align the flat surface of the washer to the underside of the sensor body. Slide the rubber grommet on the stem with the angle edge up and straight edge down. Install the hex nut while adjusting the valve to

Photo courtesy Dill

Technical

Note the cracking and deterioration of this TPMS sensor stem-to-wheel grommet. This may have occurred as a result of age and temperature or by over-tightening, or a combination. Even if a grommet appears to be in good condition visually, never assume condition,. Always replace the grommet whenever the sensor is serviced.

the wheel angle and torque it to 71 in.-lbs. If the grommet and washer are of the one-piece design, there will be no flat side so alignment is not important. This simple to install OE stem is found on numerous European, Asian and domestic vehicles. Kits for Dodge six-wheel dually applications with alloy wheels may feature inner duals equipped with a rubber valve stem. During replacement, be sure to torque the sensor to the valve stem first with the hex screw at 12 in.-lbs. After inserting into the wheel hole, install the nut and torque between 80 and 125 in.-lbs. Always verify the proper part for the application you are working on before installing and follow all instructions that are provided with replacement TPMS components. Editorâ€™s note: It is critical to pay attention to the specified torque values listed for any given TPMS sensor. Under- or over-tightening can easily result in leaks and/or sensor damage. NEVER guess at torque value. Be sure to carry the inch-pound torque wrenches that are dedicated for TPMS service. Editorâ€™s note: Do not be tempted to apply any type of lubricant to aluminum stems or hex nuts or any threaded connection on the

39 | ASP February 2018

Photo courtesy Dill

Technical

tool and relearned with a scan tool before the system will operate normally again. In the case of a Set 1 and Set 2 system, the system will need to be relearned twice...once for Set 1 and once for Set 2, including the spare. If tire/wheel assemblies are taken from a different year of a similar model vehicle, improper sensors may learn to the vehicle, but may report the wrong tire pressure. Correct If you’re under the assumption that an aluminum TPMS valve stem can’t sensors must be be damaged by over-tightening a cap, think again. Here’s an example. installed. For programsensor. There will be no advantage in terms mable sensors, the correct year, make and of reducing corrosion, and the application of model must be input. thread lube may result in incorrect torque. Some aftermarket programmable sensors All TPMS sensor threaded torque values are “lock” after the tire has been inflated. It is based on dry threads. important to program the sensor before Use of a lubricant can easily result in installing the sensor to the rim. After airing over-torquing. up and installation, the relearn process can be followed normally. Tips from JS Products Inc. Many technicians get confused as to the The following information was provided by difference between “programming” and JS Products’ Michael Christopherson. “relearning” the TPMS sensors. Programming is when a programmable sensor is assigned Toyota and Lexus a protocol and ID previous to installation. Toyota and Lexus vehicles commonly have Relearning is a process of the vehicle system a sensor in the spare that will trigger a TPMS recognizing the IDs and the positions of each light. Always check the spare when looking wheel. for a source for the warning light. Toyota and Lexus vehicles may have a Set 1 and Set 2 Ford button. This is so customers can run winter Newer Ford vehicles can be manually tires. Sometimes the button is pushed by learned or they may auto-learn wheel posimistake, generating a code. It may be necestions. With auto-learn, the wheels may learn sary to push the switch to turn the TPMS to the wrong locations. This is especially true light off. with aftermarket sensors. A best practice is to On Toyota and Lexus vehicles there is manually learn wheel positions. commonly a “set” button that reassigns the tire positions when tire/wheel assemblies are Kia and Hyundai rotated. If a new sensor is added to the system Before installing programmable sensors and the button is pushed before a scan tool in Kia and Hyundai vehicles, verify that the relearn process, it will lock the system. The sensor is applicable to the system, as there system will need to be unlocked with a scan are High Line and Low Line systems. High 40 | ASP February 2018

Circle 114 on Reader Service Card

Technical

Line systems will display the pressure at each wheel. Low Line systems feature a TPMS lamp that indicates a problem in the system. The applicable sensors are different even in the same model year.

photo courtesy Bartec

General Motors Certain GM vehicles require the use of the key fob or factory tool to put TPMS into the learn mode. Make sure the customer has the key fob and verify that it is broadcasting before starting service.

Tips from Schrader/Sensata Technologies The following information is provided by Jacki Lutz at Schrader/Sensata Technologies. “Our call center’s number 1 call is always concerning the difference between programming vs. relearning a sensor,” says Lutz. “Some of our customers don’t understand the difference and when instructed to program a sensor, they try to relearn the sensors, causing errors. “Our number 2 call is in regards to relearning the vehicle, in terms of how to relearn the vehicle and the importance of following the unique application instructions to every last detail.”

Reprogramming a TPMS to accept a change in tire pressure must include a new modified placard indicating the supplemental tire cold inflation pressure. In this example, the original placard indicates that the vehicle was originally equipped with 225/50R17 tires with a factory-recommended inflation pressure of 31 psi. The modification placard shows a change to 305/35R24 tires, with an inflation pressure of 41 psi.

Note that other sensors are available that are pre-programmed and require no in-shop programming and are ready for installation Programming and relearning and relearning. Editor’s note: Our intent is not to promote Various sensor designs are available from any specific brand of sensor. However, folaftermarket manufacturers. lowing is an example of the steps required to Relearning: A relearn is required whenever program and relearn an aftermarket proa new sensor ID is introduced or when the grammable sensor. wheel/tire assemblies are rotated. Lutz offers the following advice. The vehicle’s ECU records the sensors (four Programming: Depending on the aftermar- or five, depending if a spare is in the vehicle). ket brand and model of sensor, sensors may This allows the unique sensor IDs are be pre-programmed or may be initially blank correctly recognized by the vehicle’s ECU. On and must be programmed to the specific vehicles with a pressure-by-location function make, model and year vehicle, with the use of (where the system lets you know which tire a programming tool. is low), the ECU is now ready to display the The TPMS tool programs the sensor with correct wheel location of each tire’s pressure. the vehicle-specific protocol so that the sensor Using a TPMS scan tool, you’re able to relearn will communicate with the vehicle’s receiver. the sensor IDs to the vehicle’s ECU. The sensor can either be created with a new The tool will wake up (ping) each sensor, ID or it can be copied from an existing sensor one at a time (LF, RF, RR, LR, spare) and store and programmed onto the new sensor. individual sensor IDs. 42 | ASP February 2018

Technical RDAY

EVENING

POST

Tips from Standard Motor Products Inc. (SMP) Today’s motorists don’t trust what they don’t understand, which is why there’s such a great opportunity for service technicians to help with TPMS. Common questions that need answers include, “What sensors should I use — OE or universal?”, “When should I clone a sensor and why?”, “When should I perform a ‘re-learn’ on a vehicle?”, “What is the best scan tool to use?”, and maybe the most critical question, “When should I talk to my customer about TPMS?” If you want to position your business as an expert in this service category, you should be prepared to talk TPMS. Here are a few expert tips: 1. First perform an inspection When a customer visits your repair facility for a tire replacement, tire rotation, or TPMS-related concern, your first action before performing any work should be to obtain their information and conduct a quick system check. This extra effort up front will help you explain potential damages later and, most importantly, ensure that your customer is pleased with their service experience. Here’s what to do: To start, perform a bulb check by turning the ignition key from OFF to RUN. All of the warning lamps on the dash should illuminate and go off in approximately 5 seconds. If not, there’s an error. 2. Know the difference between a solid and flashing light If during your bulb check the warning lamps don’t illuminate and go off in 5 seconds, here’s what it means: Error #1: Low Tire Pressure Telltale (Solid Light) If the light remains illuminated, the TPMS system is indicating that one or more tires has an inflation error. Some vehicles (if the previous service provider performed a relearn) provide an additional message indicating the position of the fault. For low tires, check the placard on the vehicle to find the recommended pressure, fill up the tire accordingly, make sure the warning light goes out, and repair the cause of the leak.

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43 | ASP February 2018

Tire Gauges

Circle 115 on Reader Service Card

Technical

Photo courtesy Bartec

Error #2: Malfunction Indicator Lamp (MIL) (Flashing Light) If the light flashes for 60 to 90 seconds during a bulb check and then stays solid, there is a fault with the TPMS, such as the sensor, receiver, or module. Use a tool to retrieve Diagnostic Trouble Codes from the vehicle, or use a TPMS tool to read each sensor. For more information on these procedures, refer to the videos on our YouTube channel at www.youtube.com/standardbrandparts.

Tire Manufacturers Association (USTMA), and the Motorist Assurance Program (MAP) require that every time a tire is removed from the wheel you should replace TPMS service parts such as the valve stems, seals, washers, nuts, valve cores and caps.

Advice and tips from Xtra Seal/Group 31 Inc.

The following advice and recommendations are offered by John Rice of Group 31 Inc. All sensors must be programmed prior to 3. TPMS relearn installation. This would apply to universal The final step of any tire or TPMS-related programmable sensors as well as selectable work should be a TPMS relearn. This step will programmable sensors. ensure that the correct ID numbers are stored All sensors must have a unique ID (no two in the proper location. In the event of a future can be the same on the same vehicle). Many fault, the relearn will indicate the correct universal programmable sensors allow the position to the driver and future repair user to create a copy/clone of the OE sensor, technician. and it’s important after the OE sensor is copied/cloned that no two sensors with the 4. Keep an same ID end up being installed on the vehicle. inspection sheet Many Audi, VW, Mazda and Honda Once the work vehicles feature indirect TPMS. Vehicles is complete and equipped with indirect TPMS do not have the money is sensors in the wheels, therefore no sensor collected, it’s will be detected when trying to scan/activate/ helpful to have wake-up the sensors. an inspection Typically, the only service required is to sheet to show the inflate to the proper pressure and reset by customer. The pressing a reset button. inspection sheet Not all vehicles relearn the TPMS by simply should docudriving the vehicle after TPMS service. ment as much Actually, only about one-third of all vehicles information as are Auto Relearn. The remaining systems are A TPMS scan tool allows you to reprogram the TPMS possible, including either Stationary Relearn or OBD II Relearn. tire pressure setting to customer inforKeep your TPMS tool(s) updated. It’s imporaccommodate a change in mation, TPMS ID tant to update your tools whenever updates tire inflation as a result of a numbers, DTCs, are available. change in tire size. and more. Also, Updates can include new vehicle applicayou can use the inspection sheet to inform tions, new features, software fixes, etc. By the customer that 1.) a relearn was performed, keeping your tools up-to-date you’ll always and 2.) they can feel safe knowing their TPMS be ready for the next vehicle that enters your system is functioning and reporting properly. shop. In the end, this simple communication can Some TPMS tool manufacturers charge an go a long way toward ensuring a successful annual fee (typically $200-$300) for updates, TPMS repair and a happy customer. but there are some TPMS tools available with lifetime free updates. 5. Don’t forget the service kit Keep sensors in stock. It is inevitable that The Tire Industry Association (TIA), U.S. the customer needing a replacement sensor 44 | ASP February 2018

Technical

shows up at 5 p.m. on a Saturday, and the last thing you want is to have to wait for your local parts store to deliver a sensor, assuming that they are even able to do so. With universal/programmable sensors, you can stock one to two sensors and be covered, with no huge inventory investment. Don’t forget to replace the TPMS service kit. OEMs recommend replacing the TPMS sensor components (rubber valve for a snap-in style sensor) and core, cap, grommet, etc., if it is a clamp-in style sensor during every tire service (including installation of new tires, new wheels, tire repair, etc.). These special sealing elements are designed for a single use and should be replaced periodically to ensure a proper seal between the sensor and wheel. Several distributors offer service kit assortments covering many vehicle applications. There are even TPMS valve assortments that cover the ever-growing number of replacement rubber TPMS valves. Note that a valve-mounted sensor (snap-in or clamp-in) can be used to replace a banded sensor. NOTE: Ford has two relearns available, one for tire rotation which uses the hazard switch to initiate the relearn (listed in the owner’s manual), and another relearn when a new sensor has been introduced on a vehicle and uses a sequence of steps to put the vehicle into relearn mode by cycling the ignition switch (not listed in the owner’s manual). Another tip: When one or more of the tires are significantly underinflated, the TPMS indicator will be solid at start-up. If a malfunction occurs (typically a sensor issue), the MIL will blink for 60 to 90 seconds and then go solid. The first step in properly diagnosing a TPMS issue is to note what the TPMS light/ MIL tells you at start-up.

value resetting (the steps will vary depending on the make and model of tool), change the factory OEM values to the new desired values, again following the prompts on the specific tool in use. Once the system has been reprogrammed to alert based on a new inflation pressure value, fill out a supplemental tire cold inflation pressure placard and attach it near the factory tire placard. Include the new tire size, load rating and new cold inflation pressure.

Winter wheels/tires It’s common for many customers to switch to dedicated winter tires for their region’s cold/snow weather period. Obviously, we have several options. The original or “summer” tires may be demounted and the winter tires of the same size may be mounted to the same wheels. Since a tire service is being performed, it’s best to take the opportunity to install new TPMS sensors and service replacement parts to ensure proper sealing and

Upgrading tires and changing placard value Apparently, the process is quite simple. For direct-TPMS, using the appropriate scan tool that allows this reprogramming function, select the mode that enables tire pressure 45 | ASP February 2018

Circle 116 on Reader Service Card

Technical

battery performance. The sensors may be pre-programmed or need to be programmed (depending on make and model of the sensors). The winter tires should feature the same overall diameter as the OE tires in order for the ABS to function, so the winter tires may require the same inflation pressure as the OE tires. If not, the inflation pressure would have to be reprogrammed to the TPMS ECU. Once the wheel and tire assemblies have been installed to the vehicle, the sensors need to be relearned. However. some customers prefer to run different wheels with their winter tires, for two reasons: to save the OE or aftermarket alloy wheels from salt, ice and slush, and for the ability to run a narrower tire with a taller sidewall, which is better suited for snow and ice traction and handling as compared to a wider tire with a shorter and less-compliant sidewall. Tire size would be based on finding a size that is equal or near-equal to the original tire overall diameter in order to provide the ABS module with the proper overall diameter and rotational distance, while being narrower and still providing a load index that is suitable for the vehicle. For example, a vehicle is equipped with OEM alloy wheels and 205/55R16 tires. This size tire features an overall diameter of 24.9 inches. The customer wishes to move to steel wheels and a narrower winter tire with a taller sidewall. One choice would be 15 x 6 or 6.5-inch wheels with 195/65R15 winter tires, which have an overall diameter of 25 inches, but with a narrower section width and taller sidewall. In order for the TPMS to remain operational, TPMS sensors would need to be installed to the new steel wheels, using sensors that have stems compatible with the valve holes in the wheels. Once the sensors are programmed (along with any change to inflation pressure that may be needed), the assemblies are installed to the vehicle and relearned. DO NOT be tempted to install any wheel

with no TPMS sensor on any vehicle that was originally equipped with direct TPMS. The National Highway Safety Administration’s interpretation of the Motor Vehicle safety Act prohibits service providers from installing aftermarket tire and wheel assemblies without working TPMS sensors. Depending on the state, the TPMS might not need to be functional in order to pass an inspection, but a shop is not allowed to omit the sensors on a vehicle that was equipped with TPMS. From a purely functional aspect, if the winter wheels are not equipped with TPMS sensors, no sensor signal would be sent to the ECM, which will result in no system monitoring of tire pressure, and the TPMS warning light to remain on during the months of winter tire use. However, a shop is not allowed to omit the sensors.

TPMS module replacement After replacing modules that contain TPMS data, it is required to relearn TPMS data. It’s interesting to note that on Ford vehicles, proper module programming and TPMS relearning is required. The vehicle’s dome lamp will flash until all needed programming and relearning is complete.

Tip for sensor programming The best practice is to program sensors away from where other sensors in your inventory are stored. Multiple sensors might be programmed by mistake. Typically, a flashing TPMS light indicates a TPMS fault and a solid light indicates a tire pressure issue. To make sure that there is not a system fault, cycling the key is necessary. Once driven for a time, the flashing light will go solid. Cycling the key will reset the system and allow for either a solid or flashing light. It’s best practice to relearn the TPMS anytime the wheels are removed. You never know if the “last guy” rotated the wheel/tire assemblies and did not perform a relearn.

46 | ASP February 2018

photo courtesy Autel

Technical

Scan tools are available to allow activating, reading and relearning all known TPMS sensors.

Relearning tips Once one or more TPMS sensors have been replaced, or a service such as tire/wheel rotation has been performed, a relearn procedure is likely required. There are three basic types of relearns, depending on the make, model and year vehicle. These include auto-relearn, stationary relearn and OBD II relearn. Auto Relearn applies to vehicles that are designed to learn sensor IDs without the need for a TPMS tool. Once the service has been performed, the vehicle simply needs to be driven for a predetermined amount of time in order for the system to reset. Depending on the vehicle, this may require as little as 5 minutes to as long as perhaps 20 minutes. However, to prevent wasting your time, it’s advisable to first use a TPMS tool to trigger each sensor to verify that the sensors are functioning properly. It should be obvious that all tires must first be inflated to the placard’s recommended pressure. A Stationary Relearn allows sensor IDs to be transferred to the vehicle ECU while in the shop. This typically requires a TPMS tool or an OBD II scan tool. An RF signal communicates with the ECU to inform the computer as to the location of each sensor wheel position. According to ATEQ, an example is the 2014 Ford Escape that features a standard ignition. Inflate all tires to the specification, turn the ignition off, press and release the brake pedal, cycle the ignition off to run three times,

finishing with the engine in the run position. Next, press and release the brake pedal again, and then turn the ignition to the off position. Once again, cycle the ignition from off to run three times, finishing with the engine in the run position. At this point, the horn will sound twice (at least, it should). Use the tool to activate the left front sensor, at which point the horn should sound once. Repeat this process for the right front sensor, followed by the right rear sensor, followed by the left rear sensor. The sequence must be followed properly (LF, RF, RR, LR). The OBD II Relearn requires a TPMS tool to transfer the new sensor IDs directly to the vehicle’s ECU. With the tool connected to the OBD II port, each sensor is scanned, following the prompts on the tool. The sensor IDs are then transferred to the ECU. Most Asian and European vehicles currently require the OBD II relearn procedure. Referring to a 2011 Toyota Camry as an example, the procedure is as follows: 1. Inflate all tires to specification. 2. Read all sensor IDs using a TPMS/scan tool. 3. Connect the tool to the OBD port. 4. Reset the ECU using the tool. 5. Turn the ignition off, then to the on position. 6. Drive the vehicle at a speed of about 12 mph for about five minutes. Again, this is merely one example. Always follow the procedure provided by the auto maker’s service manual or the instructions provided by the sensor and/or tool maker.

GM keyless entry/TPMS problem Several GM models require the use of the keyless entry remote fob in order to perform a TPMS relearn. If the keyless entry system malfunctions, TPMS relearn may not be possible, as well as the dashboard information center showing TPMS faults. A cause of the issue may be related to allowing the vehicle’s battery to drain. After

47 | ASP February 2018

Technical

charging the dead battery, the issue may be maintain its information. Another possible presented. glitch with GM systems involves the addition Apparently, the dead battery problem may of a two-way remote start option that may have caused the RCDLR (remote control door have been dealer-installed. lock receiver) and RKE (remote keyless entry) If the customer complains about having a transmitter to not function after the serial constant or intermittent “service tire pressure data bus has gone to sleep. system” message, along with key fob range The RKE transmitter rolling codes may issues and/or remote start issues, check to become out of synch with the RCDLR, result- see if a two-way remote start system has been ing in intermittent operation of the keyless added. entry system, poor RKE range and service tire Possible trouble codes include C0750 (low monitor system message. LF tire pressure), C0755 (RF low pressure), If the key fob(s) are inoperative and the C0760 (low LR pressure) and C0765 (low RR TPMS is not reading correctly (dashes on pressure). all four tire readings), the technician may Check for the proper placement of the find DTCs C0775 (low tire pressure system remote start antenna and check for pinched sensors not programmed), C0569 (system wires between the antenna and the receiver. configuration error), B3105 (keyless entry fobs Antenna placement differs with the vehicle not programmed) set in the RCDLR module. model, so check with the Accessories InstalThe technician may find that the TPMS lation Manual in the service manual for sensors are unable to be programmed to the vehicle-specific antenna placement. vehicle by adding or releasing pressure to the Apparently, a small change in antenna locatires while in the TPMS learn mode. tion can drastically decrease the operating According to GM, you need to reprogram range. If the antenna is damaged, it’s available the RCDLR with an updated software calibra- separately. ■ tion using a Tech 2. Once the module has TPMS PARTS AND TOOL SOURCES been re-flashed, it may be necessary to relearn all AirTech TPMS JDI Dynamic/John Dow keyless entry transmitter www.airtechtpms.com Industries fobs, reconfigure the tire www.dynamictpms.com ATEQ TPMS pressure placards and www.ateqtpmsusa.com JS Products Inc. tire type and relearn all www.jsproducts.com TPMS sensors. Autel Intelligent Technology Corp. If the Tech 2 cannot www.autel.com Regitar USA Inc. establish communicawww.regitar.com tion with the RCDLR Bartec USA and the programming www.bartecusa.com Revolution Supply Co./Oro Tek event ended with “error,” www.revolutionsupply.com attempt to reprogram by Continental Automotive Systems selecting “remote control Inc./Continental VDO Schrader-Bridgeport Internawww.redi-sensor.com tional Inc./Sensata Technologies door lock receiver with www.schraderintl.com E4399 error....pass thru Dill Air Control Products only.” www.dillvalves.com Standard Motor Products Inc. However, if reprogram(SMP) ming does not work, Hamaton Inc. www.standardbrand.com the RCDLR module www.hamaton-tpms.com may need to be replaced Xtra Seal/Group 31 Inc. because it went to Huf North America www.31inc.com sleep and can no longer www.huf-group.com 48 | ASP February 2018

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113

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Automechanika Atlanta

111

www.aspquiklink.com/11111

Automotive Distribution Network

108

www.aspquiklink.com/11108

Bartec USA

116

www.aspquiklink.com/11116

Bosch Automotive Service Solutions

IBC

118

www.aspquiklink.com/11118

Brake Parts Inc.

OBC

119

www.aspquiklink.com/11119

Clore Automotive

110

www.aspquiklink.com/11110

Dealer Strategic Planning Inc.

117

www.aspquiklink.com/11117

Drew Technologies

103

www.aspquiklink.com/11103

Electronic Specialties Inc.

109

www.aspquiklink.com/11109

Federated Auto Parts

102

www.aspquiklink.com/11102

Innovative Products of America Inc.

107

www.aspquiklink.com/11107

Lang Tools

106

www.aspquiklink.com/11106

Mahle Aftermarket Inc.

IFC

101

www.aspquiklink.com/11101

Motorcraft

O’Reilly Auto Parts

104

www.aspquiklink.com/11104

Schrader Performance Sensors

115

www.aspquiklink.com/11115

Standard Motor Products Inc.

114

www.aspquiklink.com/11114

VDO TPMS Replacement Parts

112

www.aspquiklink.com/11112

50 | ASP February 2018

Technical Service Bulletins There are two areas of concern: One is at the rear of the front door opening. The other is at the front of the rear door opening. If necessary, peel the tape from the area and look for any damaged wires. Repair as necessary.

Cadillac LIFELONG LUBE? The bulletin applies to 2000-2010 Cadillac Escalade models. The service information and owners manual do not show a service interval for the 7.6, 8.6, 9.5, 9.75, 10.5 and 11.5-inch rear axles with or without G80 locking differential. According to Cadillac, these axles do not need to be serviced under normal operation due to the synthetic fluid that is installed at the factory. As long as the fluid level is correct, thereâ€™s no need to change the gear lube.

Acura OVERLY SENSITIVE ACURA

This bulletin applies to all 2000 and later Acura models with SRS. The OPDS (occupant position detection system) sensors in the front passenger seat back pad are very sensitive and can set SRS DTC 15-3 (faulty OPDS sensor) or 86-11 (faulty OPDS seat back sensor) if they are exposed to even small amounts of electronic interference. Some electrical devices that plug into the Chevrolet accessory power socket, especially those using RUBBED THE WRONG WAY a power inverter/converter, can interfere with Some owners of 2009-2011 Chevy Traverse the seat back sensors and cause a false DTC. vehicles (as well as 2008-2011 Buick Enclave, According to Acura, even fluorescent lights 2007-2011 GMC Acadia and 2007-2010 Saturn can cause this when placed close to these Outlook) may complain about an intermittent sensors. no-crank/no-start, lift gate inoperative and/ Find out if the customer is using any plug-in or warning lights on. Another concern may electrical devices or fluorescent lights near be that there is no communication on the low the front passenger seat. Typical plug-in speed LAN with devices include laptops, DVD players, cell any combinaphone/laptop charging units, A/C inverters, tion of the etc. following codes If the answer is yes, clear the DTC and set: U0073, let the customer know how sensitive these U0140, U0151, plug-ins can be and to advise them not to use U0155, U0159, such items. U0164, U0170, U0184, U0194, Volkswagen U0198, U0214 VW AUXILIARY HEATER TIP and U0249. This bulletin applies to all Volkswagen Note the two possible areas Inspect the TDI diesels. The auxiliary heater is designed for wiring chafing. wiring harness to improve the heating performance under at the base of the left B pillar for chafing that certain conditions via three glow plugs in the may result from rubbing as the harness routes coolant flange. along the floor sheet metal. If just one of the glow plugs becomes 53 | ASP February 2018

Technical Service Bulletins P/N AE8Z-9J279-L AE8Z-9J279-M 9L3Z-14526-BA BE8Z-14526-AA

defective, the entire flange with the three glow plugs must be replaced to avoid coolant leaks.

Ford FAULTY FIESTA FUSE Some 2011 Ford Fiesta vehicles may exhibit a MIL on with DTC U029F set in the PCM, and/or a no-crank condition with no communication with the PCM. 1. Disconnect the battery. 2. Inspect fuse F27 in the battery junction box for a possible open condition. Replace the fuse as required. 3. Remove the rear seat cushion. 4. Determine the vehicle build date. Is the date on or before 3/29/2011? a. Yes... Install the in-line fuse included with the natural vacuum leak detection (NVLD) service kit. b. No... Inspect the in-line NVLD fuse. If the fuse is open, replace the 1A fuse and install a new NVLD service kit. If the fuse is closed, install the rear seat cushion and connect the battery. Refer to the Powertrain Control/ Emissions Diagnosis manual, pinpoint test HZ for normal diagnostics. 5. Install the rear seat cushion. 6. Connect the battery.

This photograph shows that the in-line fuse is accessed by removing the rear seat cushion.

PART NVLD module and hose assembly (4 door) NVLD module and hose assembly (5 door) BJB fuse 1A fuse

Chevrolet START WITH THE BASICS Some owners of 2010-2013 Chevy Camaro SS models may complain about an SES light along with a misfire. Upon inspection, any of the following DTCs may be present: P0300, P0301, P0302, P0303, P0304, P0305, P0306, P0307 and/or P0308. This problem may simply be the result of a loose spark plug wire at an ignition coil.

Ford MOODY MUSTANG Some 2011-2013 Ford Mustangs may exhibit an intermittent drivability condition, crank/ no-start, or a blown fuse 13 in the battery junction box. DTC P0627 may be stored in the PCM. Follow this procedure to fix: 1. Remove the rear seat cushion. 2. Inspect the fuel pump module wire harness for chafing. 3. If chafing is found, re-route the wiring harness so that it will lie in the recess area of the rear seat when the seat cushion is installed. 4. Reinstall the rear seat cushion and verify the repair. If the number 13 fuse was blown, replace with a 15 amp mini-fuse, P/N F2UZ14526-N. â–

Route the fuel pump module wiring harness in the recess area so that the rear seat cushion does not depress and rub on the harness.

54 | ASP February 2018

Products Electronic Specialties unveils clamp meter The new 400 amp DC/AC AutoRanging Clamp Meter (model #684) from Electronic Specialties is designed to measure currents and applications up to 400 amps, such as fuel pumps, electric motors, alternators, starters, lamp circuits and more. The company says current measurements are easily made by clamping over any wire, and the clamp meter is safe to use on sensitive automobile circuits. A built-in, full-function autoranging digital multi-meter measures AC or DC volts, resistance, continuity, frequency, duty cycle, capacitance, diodes and temperature in both Fahrenheit and Celsius. ELECTRONIC SPECIALTIES INC. Circle 160 on Reader Service Card www.aspquiklink.com/11160

Astro Pneumatic Tools has a new portable work light Astro Pneumatic Tool’s new portable work light features a collapsible hook design and a lithium battery that provides longer battery life. The new 40SLMax 450 Lumen Rechargeable LED Slim Light with XL battery has a 3,350mAh lithium battery to provide a continuous 13 hours of work time at 50% power, or 3.5 hours at full power. The 40SLMax light also has a 20-pound magnetic swivel-and-stay base and overcharge protection and auto idle mode.

compartments as well as high speed for fast rundown (280 rpm). The new series is available in two sizes, 1/4-inch and 3/8-inch, and are an upgrade to the company’s existing CP825 series. The CP825C series is lightweight (1.1 lbs. – 0.5 kg). CHICAGO PNEUMATIC TOOL CO. Circle 162 on Reader Service Card www.aspquiklink.com/11162

Ford adds TPMS sensors to its Omnicraft brand Ford Motor Co. has added tire pressure monitoring system (TPMS) sensors to its Omnicraft brand of replacement parts for nonFord vehicles. Ford says Omnicraft TPMS sensors combine 314.9, 315, and 433 MHz applications into one sensor. The sensors are programmable using any of the major TPMS programming devices and replicate original equipment functionality including auto-locate features. They are quick and simple to program using a large range of programming tools; have easy-to-install rubber snap-in stems; and support new and planned OE system technologies. OMNICRAFT

Pico Technology’s NVH kits provide real-time diagnosis

Chicago Pneumatic upgrades composite air ratchets

PicoDiagnostics NVH (noise, vibration and harshness) kits are designed to provide a real-time diagnosis to the technician, in the form of either a bar graph, a frequency chart, a 3D frequency chart, rpm order, road speed view or a time domain view. Pico Technology says the ability to start the recording before a road test and play back and analyze the recording back in the shop, ensures that the driver’s attention remains on the road. The files are simply saved to the laptop’s hard drive.

Chicago Pneumatic Tool’s new CP825C series composite air ratchets are designed to offer high accessibility to tight spaces such as motor engine

PICO TECHNOLOGY LTD. Circle 163 on Reader Service Card www.aspquiklink.com/11163

ASTRO PNEUMATIC TOOL CO. Circle 161 on Reader Service Card www.aspquiklink.com/11161

55 | ASP February 2018

Products Odyssey battery has more amps EnerSys Energy Products has upgraded its Odyssey Performance Series Group 31 battery for commercial trucks and tractor trailers from 800 cold cranking amps (CCA) to 925 CCA. The company says the new Odyssey 31-925 battery is designed to handle the increased use of onboard accessories in today’s commercial trucks and tractor trailers. Manufactured with Thin Plate Pure Lead (TPPL) technology, the Odyssey 31-925 battery can handle 400 charge-discharge cycles at 80% depth of discharge.

powder-coating for maximum corrosion protection and on-car performance enhancement, new OE ring and pinion gears inspected for correct backlash and wear patterns, OE quality bearings, dust shields, seals and gaskets; and are pre-filled with oil. CARDONE INDUSTRIES INC. Circle 166 on Reader Service Card www.aspquiklink.com/11166

Continental offers ATE brake parts

ODYSSEY Circle 164 on Reader Service Card www.aspquiklink.com/11164

Baxter has oil filter adapters for Ford, GM and Mopar Baxter Performance, a manufacturer of cartridge oil filter adapters for Toyota engines, has added adapters for Ford, General Motors and Mopar applications. The company produces machined adapters to convert from cartridge filters to spin-on style filters and remote filter mounting applications. The company says that with the automotive manufacturers reverting to cartridge style filters, there is no other way to appropriately invade these systems to add additional cooling accumulators or simply relocate the filter to a more accessible location. BAXTER PERFORMANCE LLC Circle 165 on Reader Service Card www.aspquiklink.com/11165

Cardone offers drive axle assemblies Cardone Industries says its drive axle assemblies simplify the servicing process for the rear differential/axle by replacing the whole unit. All bearing preloads, axle housings and shafts are inspected using precision measuring equipment to ensure drivability. Features include

Continental Commercial Vehicles & Aftermarket is offering the ATE Brake Parts line in the North American market. The ATE brand encompasses brake pads and rotors, boosters, master cylinders, wheel speed sensors, brake wear indicators, calipers, brake fluid, hoses, reservoirs, as well as wheel cylinders. Continental is a global supplier of brake systems and components, and the ATE line offers many genuine OE parts. CONTINENTAL COMMERCIAL VEHICLES & AFTERMARKET Circle 167 on Reader Service Card www.aspquiklink.com/11167

Tenneco expands Monroe Quick-Strut coverage Tenneco launched a record 296 Monroe Quick-Strut part numbers in 2017. Several of the part numbers in the latest release are the first available in the aftermarket, according to the company. Monroe Quick-Strut assemblies are now available for the following additional vehicle applications: 2005-2007 Ford Five Hundred (front — first to market); 2005-2007 Ford Freestyle (front — first to market); 2005-2007 Mercury Montego (front — first to market); 2006-2008 Subaru Forester (rear — first to market); 2009-2013 Toyota Highlander (rear); and 2013-2015 Toyota Venza (rear). MONROE Circle 168 on Reader Service Card www.aspquiklink.com/11168

56 | ASP February 2018

Products Cheetah Bead Seaters are designed for difficult tire beads Cheetah Bead Seaters are engineered to make seating the most difficult bead safe, simple, fast and economical. Manufactured by Tire Service Equipment Mfg. Co. and Saf-Tee Siping & Grooving Co., Cheetah Bead Seaters are equipped with a high-quality butterfly valve for faster, easier and surer discharge of air. Features include state-of-the-art construction with robotic welds and a durable powder-coated finish. Cheetah Bead Seaters are manufactured in Monticello, Minn. TIRE SERVICE EQUIPMENT MFG. CO. INC. Circle 169 on Reader Service Card www.aspquiklink.com/11169

Raybestos releases friction lines for street and track Brake Parts Inc. (BPI) has introduced Raybestos friction lines for street use and professional racing. New Raybestos Performance Specialty brake pads are engineered to deliver superior stopping power on domestic and foreign street performance applications such as muscle cars, sports cars and import tuner cars. The company says all formulations are designed to provide sport drivers with aggressive braking, stability, consistency and fade resistance. BPI also released Professional Racing brake pads for high performance track use. RAYBESTOS Circle 170 on Reader Service Card www.aspquiklink.com/11170

IPA unveils electric brake force meter for 7-spade vehicles The new #9107A Electric Brake Force Meter with dynamic load simulation and circuit testing from Innovative Products of America (IPA) is designed for use on

7-spade equipped vehicles. IPA says this new technology automatically recognizes the electronic signature of both integrated (ITBC) and aftermarket trailer brake controllers, simulates trailer load and displays real-time, brake-controller output gain and application time. The Electric Brake Force Meter can quickly troubleshoot truck-side tow circuits, e.g., tail lights, turn signals, 12 V+, reverse and ground condition and the 25-foot cable allows for one-person, in-cab testing. INNOVATIVE PRODUCTS OF AMERICA INC. Circle 171 on Reader Service Card www.aspquiklink.com/11171

Philips offers headlight restoration kit The Philips Headlight Restoration Kit from Lumileds is designed to restore headlights to a like-new condition and finish in just 30 minutes. The company says the kit quickly and effectively removes the cloudy haze and yellowing that is caused by sunlight, ozone, and road pollution. The Philips Headlight Restoration Kit also adds a protective UV (ultraviolet) coating that can help to prevent future clouding. PHILIPS Circle 172 on Reader Service Card www.aspquiklink.com/11172

Centric Parts has new line of StopTech GCX disc brake rotors The new line of StopTech GCX disc brake rotors from Centric Parts is engineered to restore OE performance and provide superior protection from rust and corrosion, even in extremely harsh conditions. The company says these rotors feature a partial Geomet coating on the friction surface, resulting in a 10% faster pad bed-in while eliminating annoying corrosion rings. They also have a full Geomet coating on all non-mating surfaces, which inhibits rust formation and helps provide long-lasting corrosion resistance. CENTRIC PARTS Circle 173 on Reader Service Card www.aspquiklink.com/11173

57 | ASP February 2018

Products Tech200Pro works with shop’s point-of-sale system The Tech200Pro from Bartec USA is designed to work with a shop’s existing point-of-sale system or Bartec’s Service Center System to make it easy, fast and accurate to inform customers of their tires’ condition. The Tech200Pro is set up for a make, model and year by accepting the vehicle lookup from a shop’s point-of-sale system. When the inspection is complete, the data is then sent wirelessly to the P.O.S. or tablet. A color report with gauge tire pressure, TPMS tire pressure, remaining tread, tread wear, and TPMS sensor battery state can be printed. BARTEC USA LLC Circle 174 on Reader Service Card www.aspquiklink.com/11174

Standard and Intermotor lines have been expanded Standard Motor Products Inc. (SMP) has added 324 part numbers to its Standard and Intermotor lines. With the introduction of seven VVT sprockets and one VVT solenoid, Standard’s VVT line now totals more than 300 parts. The release of 119 sensors includes 51 exhaust gas temperature sensors. The company also released 83 switches including 36 power window, six stoplight, and four clutch starter safety switches. Other additions include 26 fuel vapor canisters, 10 exhaust gas recirculation (EGR) tubes, and four EGR valves. STANDARD AND INTERMOTOR Circle 175 on Reader Service Card www.aspquiklink.com/11175

CarSmart A/C inspector analyzes system performance The CarSmart A/C Inspector from CPS Products is designed to provide quick and easy non-invasive A/C system performance analysis that accurately measures and records temperature and relative humidity of the air entering the air conditioning system. In two minutes, the CarSmart A/C Inspector indicates whether the A/C system is operat-

ing within original equipment manufacturer specifications by comparing outside humidity and temperature coming from the A/C vent. The information can be displayed on any smart phone through a CPS Link or through a CPS mechanic’s tablet. CPS PRODUCTS INC. Circle 176 on Reader Service Card www.aspquiklink.com/11176

Lisle offers 12-piece oil funnel set Lisle has released a 12-piece multi-application oil funnel set that includes five new adapters and an adapter holder for storage. The set (#19612) helps eliminate oil spills when refilling crankcases, especially those with baffle valve covers. The 1.6 quart translucent funnel comes with 12 different color-coded adapters and a 45 degree elbow to work on many applications and save valuable storage space. LISLE CORP. Circle 177 on Reader Service Card www.aspquiklink.com/11177

Worktech offers headlight restoration kit Worktech’s Professional Headlight Restoration Kit (#WT300) is designed to quickly and safely restore, maintain and protect all types of smooth, shiny plastic and acrylic headlights to crystal clarity. It cleans away yellowing and stains, and even buffs out unsightly hairline scratches, smudges and flaws in a single step. The company says the product polishes to restore crystal clarity, leaving a tough protective, oxidation-inhibiting polymer layer to guard against future degradation from the elements. WORKTECH Circle 178 on Reader Service Card www.aspquiklink.com/11178

58 | ASP February 2018

Products Robinair has three new A/C leak detectors Robinair, a Bosch Automotive Service Solutions brand, has released three leak detectors for quickly finding R-1234yf and R-134a leaks. The company says these air conditioning leak detectors are compatible with nearly all refrigerants used today, including R1234-yf and R-134a. The leak detectors, LD3, LD5 and LD7, meet all industry standards. Robinairâ€™s new leak detectors are made in the U.S. with globally sourced components. Each of the new A/C leak detectors feature an audible alarm with a stable, long-life sensor that lasts up to 10 years. ROBINAIR Circle 179 on Reader Service Card www.aspquiklink.com/11179

Rotary adds to its line of heavy-duty tire changers The new line of Rotary heavy-duty tire changers is designed to quickly change tires on virtually any vehicle, including trucks, buses and agricultural equipment, in the shop or on the road. Vehicle Service Group (VSG) says the R501N Speed Changer HD demounts and mounts a truck tire in 30 seconds. Its compact design is ideal for truck tires, bus tires and super singles. The R560 Mobile HD is designed for both roadside and workshop service. The R511 Commercial HD services the widest range of wheels, including truck, bus, super single, lock ring and agricultural. ROTARY Circle 180 on Reader Service Card www.aspquiklink.com/11180

Clore adds Light-N-Carry COB LED work light Clore Automotive has added a 500 lumen COB LED (chip-on-board light emitting diode) rechargeable work light, model LNC 1541, to its Light-N-

Carry brand product line. The company says the LNC 1541 is an ideal shop tool, combining high lumen output, long run times, multiple lighting functions, a dust/water resistant housing and an easy-to-use micro-USB charging system. CLORE AUTOMOTIVE INC. Circle 181 on Reader Service Card www.aspquiklink.com/11181

Lumax has new oil drain plug swivel wrench set Lumaxâ€™s new 8-in-1 SAE and Metric oil drain plug swivel wrench set features eight socket sizes in one tool. Model numbers LX-1865 and LX-1866 fit most oil drain, transfer case and differential plugs. The swivel head allows for easy access and fits all angles. Lumax says the heavy-duty yoke support withstands high torque applications. The wrench features a built-in magnet to hold drain plugs or nuts. The SAE sizes are 3/8, 7/16, 1/2, 9/16, 5/8, 11/16, 3/4 and 13/16 inch. The metric sizes are 8, 10, 12, 13, 14, 17, 19, and 21 mm. LUMAX LLC Circle 182 on Reader Service Card www.aspquiklink.com/11182

Permatex offers sponge for oil spills The new Permatex Fast Orange Grime Magnet is a soap-infused sponge designed to quickly and effortlessly absorb oil and other petroleum products from vehicle surfaces, garage floors, shop tools, and hands and arms. The Fast Orange Grime Magnet can also be used to clean oil and petroleum products on hands and arms. The company says it works with or without water. PERMATEX Circle 183 on Reader Service Card www.aspquiklink.com/11183

59 | ASP February 2018

Products Mahle unveils ShopPro Line for commercial vehicles Mahle Service Solutions has partnered with Gray Manufacturing to offer the ShopPro line of hydraulic and pneumatic equipment for the commercial vehicle market. The ShopPro product line includes 12 product categories: air lifts, axle jacks, component lifts, engine stands, fluid handling, forklift jacks, service jacks, shop cranes, shop presses, support stands, vehicle lifts and wheel service equipment. Each piece of ShopPro equipment is made in the U.S. at Grayâ€™s manufacturing facility in St. Joseph, Mo. MAHLE SERVICE SOLUTIONS Circle 184 on Reader Service Card www.aspquiklink.com/11184

ACDelco offers new brake calipers for all makes and models ACDelco has added brake calipers to its aftermarket offerings for all makes and models. The brake calipers are new, not rebuilt or remanufactured. They are available in cast iron and aluminum with no core charge. The cast iron parts are zinc-plated to help with corrosion protection. Critical components come pre-lubricated for smooth operation, including the pistons and bleeder screws. The company says the new calipers are launching just as remanufactured aluminum calipers for vehicles built in the 1990s and 2000s are becoming harder to find. ACDELCO

Hunter brake lathe is designed for speed and accuracy Hunter Engineeringâ€™s AutoComp Elite brake lathe features patent-pending automatic compensation technology. The system directly determines the position of the internal plates to maximize speed and accuracy without operator

intervention. The company says the result is the fastest, highest quality brake job possible. The new 7-inch touchscreen provides a user-friendly interface that allows technicians to quickly look up required adaptors, operate the lathe including changing cutting direction and speed, and view instructional videos. HUNTER ENGINEERING CO. Circle 185 on Reader Service Card www.aspquiklink.com/11185

Steelman adds wheel stud cleaner set The new Steelman Wheel Stud Cleaner Set (par t number 60099) can be used by hand or with a cordless drill using the quick-chuck adapter. The Steelman Wheel Stud Cleaner Set comes complete in a blow molded case to professionally clean wheel studs. Six quick-change brushes are supplied in the set and fit both SAE and metric studs. The company says the larger brush sizes make this set perfect for commercial vehicles. Replacement brushes are available individually in all sizes. STEELMAN Circle 186 on Reader Service Card www.aspquiklink.com/11186

Prestone offers treatment for cooling system leaks The Triple Seal Protection line from Prestone Products Corp. is designed to seal leaks from the inside of the affected product area without blocking or corroding the cooling system. Each Triple Seal Protection product is designed for the unique heat and pressure of the specific leak location (engine block, head gasket or radiator). The company says the product is delivered through three proprietary technologies that work together to repair the source of the leak. All three Triple Seal Protection products are safe to use with all colors of antifreeze. PRESTONE PRODUCTS CORP. Circle 187 on Reader Service Card www.aspquiklink.com/11187

60 | ASP February 2018

Driven by

EXPERTISE

3896 Evolve 3893 Encore Bosch is the number-one engineering and technology partner for automakers. Technicians who want coverage and repair information for vehicles they see in the shop every day trust diagnostic systems from Bosch. Professional repair and collision diagnostics f Faster, accurate diagnostic reporting with Evolve’s f Newest Bravo 2.13 software includes more than dual cameras to document damage, on-tool wiring 30 million fixes, 2017 MY coverage for select diagrams and wireless J2534 VCI vehicles and other troubleshooting tips f Dynamic and static calibration instructions for forward-facing collision avoidance systems f All-system diagnostic code scan for pre- and postscan vehicle report f Wi-Fi enabled to wirelessly print, send and save reports for customers or insurers

f Optional 3914 tester wirelessly tests battery, starting and charging systems with Bravo 2.10 software

f New Wi-Fi video scope for pairing with Steelman PRO(R) Wi-Fi video scope, purchased separately, to use your Encore or Evolve to wirelessly inspect vehicles

boschdiagnostics.com/pro

Circle 118 on Reader Service Card

What drives you, drives us

COMBINED EXPERIENCE DRIVING INNOVATION

Remy and Raybestos have a proud history of product development, engineering excellence and state-of-the-art manufacturing. From Acura to Volvo and every make in between, Raybestos and Remy are well known for quality starts and stops of domestic and import nameplate vehicles and together are driving innovation into the future.

Circle 119 on Reader Service Card