Auto Service Professional - October 2021

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OCTOBER 2021 • VOL. 11, NO. 5

THE TECHNICIAN’S RESOURCE

KEEP IT DOWN Addressing customer concerns on noise

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contents Auto Service Professional > The Technician’s Resource

For Owners

For Managers

CONTENTS

For Technicians

October 2021 Vol. 11, No. 5

Departments 04

STRAIGHT TALK Shops need to pay attention to the suspension and steering

08

TECH TALK From power steering to flywheels

49

TECHNICAL SERVICE BULLETINS From Ford to Jaguar

50

AD INDEX Your connection to free information

49

Technical

49

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08

10

NOISE, VIBRATION & HARSHNESS Addressing customer complaints

28

MAF SYSTEM DIAGNOSTICS Mass airflow sensors are critical for obtaining proper air/fuel ratio

34

VEHICLE MAINTENANCE Keeping up with changes is critical

40

MODERN DAY TESTING STRATEGIES FOR MECHANICAL INTEGRITY ISSUES Tips for diagnosing high-mileage engines

COVER PHOTO GETTY IMAGES

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S T R A I G H T TA L K

High-Mileage Blues Suspension Work Needs Higher Profile

I

T’S NO SECRET THAT MANY CUSTOMERS

are keeping and driving their vehicles well beyond the 100,000-mile mark.

While they might be (hopefully) keeping up with maintenance in terms of engine oil changes and bringing the vehicles in when the dreaded check engine light rears its ugly head, when the brakes squeak, groan and growl, and when the tires are getting badly worn, are they paying attention to the suspension?

Every part eventually wears out. That’s simply a fact of life. While the vehicle may get them from point A to point B with no apparent problems, wear and exposure to the elements eventually begins to kill shocks/struts, control arm bushings, anti-sway bar bushings and links, rear suspension link bushings, watts linkage bushings, springs, tie-rod joints, etc. If they ignore these areas, there will come a time when one or more of these components decide to give up the ghost, leading to increasingly poor handling and potential breakdowns.

In addition to engine and driveline maintenance, shops need to pay particular attention to the suspension and steering. Competent shops routinely inspect the underbelly whenever a vehicle is on a lift, but in some cases, the customer simply wants “the broken part fi xed” and he/she wants to be on their merry way.

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In addition to engine and driveline maintenance, shops need to pay particular attention to the suspension and steering."

With odometer readings climbing higher and higher, folks are trying to get the most out of their vehicles before they are forced to bite the bullet and mortgage their souls for a new model. Make a point to emphasize the need to maintain the suspension to avoid breakdowns and the potential for accidents. Instead of merely checking for parts that are ready to fail, we need to more closely inspect all suspension components in an effort to keep their longtime rides in proper operational condition.

Obviously, suspension inspections are routine for most shops, the increased mileage examples we commonly see today make it even more important. Just a reminder.

M I K E M AV R I G I A N EDITOR

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OnlIne THE TECHNICIAN’S RESOURCE

3515 Massillon Rd., Suite 350, Uniontown, OH 44685 (330) 899-2200, fax (330) 899-2209 Website: autoserviceprofessional.com

Publisher: Greg Smith gsmith@10missions.com Editor: Mike Mavrigian birchwdag@frontier.com Managing Editor: Ron Ledgard rledgard@10missions.com Senior Editor & Digital Projects Editor: Joy Kopcha, jkopcha@10missions.com Production Manager: Karen Runion krunion@10missions.com Art Director: Zach Pate Graphic Designer: Emme Osmonson Production Artist: Lauren Coleman

CONTRIBUTORS Jeff Taylor, Diagnostics & Driveability Specialist Bill Fulton, ASE Master Tech Edwin Hazzard, Mobile Tech Specialist

ADVISORY BOARD Jake Sorensen, McNeil’s Auto Care

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, in-depth technical articles and the newest products. Our site also features news from suppliers and manufacturers to keep you up-to-date on what’s happening in the automotive industry.

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EXECUTIVE OFFICERS President: Jay DeWitt Vice President: Chris Messer

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Vice President, Content & Events: Bryce Evans

TODAY

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TECH TIPS FORD FLYWHEEL CRACK A customer brought a 2006 Ford E250 (equipped with a 5.4L engine and automatic transmission) into the shop, complaining about a knocking sound that he assumed was a connecting rod knock. However, engine oil pressure was right on spec. To make a long story short, it turns out that the flywheel (flexplate) was cracked almost all the way around the crank flange area. To make matters worse, while removing the inspection cover, we found that excessive corrosion (electrolysis) had built up between the plate and aluminum bellhousing, which we assume had led to excessive pressure which eventually caused the bellhousing to crack. Once the transmission was unbolted, a large chunk of aluminum actually broke free and separated. We also found a fine crack on the lower driver side of the bellhousing. The fix required either a transmission replacement or having the bellhousing properly cleaned and Tig welded. The customer opted for the weld repair. If you run into the same situation where you hear what appears to be a bottom-end rod knock but oil pressure is good, suspect a cracked flexplate and inspect the bell housing.

When assembling a new steel plate that will be sandwiched between the bell housing, apply a light coat of lube or anti-seize to reduce future corrosion.

This was a real mess, but luckily a local skilled Tig welder saved the customer from the need to buy a new transmission. Cracked flexplates are not uncommon, but the cracked trans bell housing was a real surprise.

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It may be hard to see in this photo, but the flywheel (flexplate) had a fine crack that ran almost all the way around, nearly separating the flywheel.

As a result of what appeared to be excess pressure caused by corrosion, a large section of the housing had been broken free. Again, the knocking/banging noise was initially thought of as a bad rod bearing.

Prior to Tig welding, the aluminum surfaces had to be thoroughly heated and cleaned of contaminants to assure a good weld, since oils tend to migrate into the aluminum casting.

Oils need to be heatcleaned out of the repair area in order to achieve a proper weld.

Additional cracks were also found on another area of the bell housing.

Obviously, the bell housing had experienced quite a bit of trauma.

From flywheel cracks to power steering loss

POWER STEERING LOSS If you have a customer who complains that his or her power steering loses its assist, ask when it happens. If the power steering seems fine when the engine is cold or during warm-up, but loses assist when hot, suspect the power steering fluid. Chances are the fluid has lost its viscosity as a result of overheating. If the power steering fluid level hasn’t been checked for a while and has gotten low, the temperature and pressure in the system may have cooked the fluid (check for darkness and a burnt odor). If this is the case, you must completely drain and flush the system and add fresh fluid. This happened recently with a customer’s latemodel Cadillac. The customer got into the habit of having the engine oil changed at a local “fast oil change” shop, where they likely never checked any other fluids.

One day, the owner experienced a loss of power assist, checked the power steering reservoir and added about 12 ounces of fluid.

The power assist seemed to work fine for about 2 miles, but after a few turns, it locked up again. We checked the fluid and it was black as charcoal and obviously smelled burnt. While a new pump was certainly an option, we flushed and refilled, and road tested for about 50 miles with the system working fine. The moral of the story: check all fluids on a regular basis.

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NVH

Noise, Vibration & Harshness

Noise, vibration and/or harshness can be caused by a variety of vehicle components/ areas. (art courtesy Hyundai)

Addressing customer complaints B Y M I K E M AV R I G I A N

GETTY IMAGES

A

VARIETY OF NOISE AND VIBRATION

levels exist in the normal operation of any vehicle. When noises and/or vibrations are perceived by the customer, the vehicle ends up in your shop, and it’s up to you to determine the cause and repair.

NVH (Noise, Vibration and Harshness) is the industrywide term used when discussing these conditions.

The NVH condition that may concern a customer does not necessarily need to be the strongest vibration or the loudest noise. It could be one that has recently developed that the owner now notices. For example, tire pattern noise from a vehicle equipped with aggressive tread tires may be acceptable to the owner of a 4x4, but a complaint on the same vehicle could be much more subtle, caused by a driveline problem.

Because we sense vibration and sound using different senses, we tend to discuss them separately. However, vibration and sound are essentially identical.

A sound is a vibration, or a “pressure fluctuation” of the air. Vibrations and sounds are both expressed as waves per second called Hertz (Hz).

Vibrations that are felt are under 200 Hz. Vibrations between 20 Hz – 20,000 Hz are audible by humans. Vibrations over 20,000 Hz are ultrasonic and are not audible by humans.

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There are three major sources of vibration in an operating vehicle. These include the engine and engine accessories, driveline and wheels/tires. Each of these sources usually rotate at different speeds or frequencies.

EXAMPLES OF SYMPTOMS While we don’t have the space in this article to discuss all potential NVH complaints, following are specific examples of complaints and their likely or possible causes.

INSPECT WHEELS AND TIRES FIRST Body shake, steering flutter and steering shimmy complaints all involve pinpoint diagnosis of the same components. The condition of the component is what determines which of the symptoms occur. The wheels and tires offer a good starting point.

Tire and wheel inspection includes checking all four tires regarding manufacturer, size and specifications. Proper tire pressure is also an important item to confirm. Look for damage, deformation and wear. The technician should also rotate the tire and wheel assembly, inspecting both the sidewall and tread to look for obvious conditions caused by road damage, flat spots or runout. It’s also vital to inspect and feel the tread for unusual wear patterns that may have resulted from worn shocks, incorrect wheel alignment, etc.

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construction (radial, bias ply, etc.). In other words, a radial force variation may prove to be the cause of a vibration that won’t reveal itself during a static or dynamic balance job, or by checking the mounted tire for runout in an unloaded state.

Radial force is determined by measuring loaded radial runout. On an average passenger car tire/wheel assembly, 0.001-inch of loaded radial runout is equivalent to approximately one pound of road force. For example, a measured 0.030-inch of loaded radial runout (about 30 pounds of road force) will cause the same amount of vibration as 1.5 ounces of wheel imbalance at 50 mph, which is five times greater than the .30 ounce imbalance limit.

Tire makers usually supply a red dot on the tire sidewall, which indicates the tire’s maximum RFV, or highest point of radial runout. When mounting the tire, this red dot should be aligned to a white dot on the wheel (if the wheel is so marked). The white dot on the wheel indicates the wheel rim’s minimum radial runout point (on a steel wheel, a dimple may be featured that indicates the wheel’s low point). When using alloy

While sometimes overlooked, inspect the tire(s) for proper bead seating. Improper bead seating can easily result in a radial runout condition.

While often overlooked, check the tire and wheel for proper bead seating along the entire bead circumference on both sides. An improperly seated bead will create a radial runout condition.

Check hub-to-wheel centering, to verify that the clearance is even and within the target value of 0.004 in. (0.1 mm) maximum. If the clearance is out of spec, rotate the wheel (wheel clock position relative to the hub). If the clearance is still out of specification, check the hub for runout to determine if the condition is in the hub or the wheel.

RADIAL FORCE VARIATION In addition to dynamic balance of a tire/wheel assembly, we need to consider tire radial force variation (RFV) when diagnosing tire-related vibrations that occur at varying speeds and conditions. Ideally, the wheel should be phase matched to align the tire’s point of maximum RFV with the wheel’s point of minimal radial runout (high point of tire to low point of wheel).

Radial force variation is a term that relates to a tiresourced out-of-round/vibration that occurs, and masks itself as an imbalance vibration, only under dynamic conditions… when the wheel and tire package rolls in a loaded state. It must be noted that the term “radial” refers to forces applied at the radius of the tire, not to the type of tire construction. Radial force vibration could potentially occur with any type of tire, regardless of its

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A red dot on a tire sidewall indicates the tire’s maximum radial force variation. Align a red dot to the wheels’ white dot (if featured) or with the wheel’s valve stem.

If the tire has a yellow dot/mark, this indicates the point of the tire’s “light” spot. Align this with the wheel’s valve stem, which in theory should be the wheel’s heaviest spot, allowing a cancellation of imbalance weight.

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If the tire features both red and yellow marks in the same location, this indicates the tire’s maximum radial force variation and the point of least weight. Align to the wheel’s white dot or valve stem.

wheels that don’t feature a white dot, the tire’s red dot should be aligned with the valve stem, as this should be the minimum radial runout point.

A yellow dot may be found on the tire sidewall which indicates the lightest point of the tire (in terms of weight from a balance consideration). If a yellow dot is found, this should be aligned to the wheel’s valve stem, which should be the wheel’s heavy spot in terms of balance.

Even if dynamic wheel balance (from a standpoint of weight) is correct, misalignment of the red and white dots will likely result in a vibration complaint. On OE tires and wheels, always align the red tire dot and the white wheel dot (or valve hole, in the case of alloy wheels) when mounting. If the tire features a red dot and a yellow dot, the red dot is more critical and should be aligned with the wheel’s low point (dimple or valve stem).

• Red dot on tire: Align to the wheel’s low-point dimple (steel wheel) or to the valve stem (alloy wheel), or to a white dot on the wheel if the wheel features a white dot.

• Yellow dot on tire: Align to the wheel’s valve stem.

• Both red and yellow dots on the tire: The red dot takes precedence. Align the red dot to the wheel dimple or valve stem.

• However, it has been found that aligning the red dot on the tire to the low radial runout point of the wheel doesn’t always correct a potential RFV, although in theory it should. Use of a load force machine is the most accurate method of correcting for RFV.

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NVH

When a customer complains of a “tire vibration,” although the root cause may simply involve a static imbalance, other factors may be at play, including a static radial runout of the wheel and/or tire, a suspension/ chassis problem, or a dynamic-only runout condition, known as radial force variation of the tire.

If static imbalance is the culprit, this is easily cured by balancing the tire/wheel assembly. If runout is the cause, this can be cured by replacing the faulty wheel or tire; or possibly by match-mounting the tire/wheel package. However, when that approach does not fix the problem, the technician must begin a diagnostic approach in order to locate the cause.

RADIAL RUNOUT

Radial Force Variation (RFV) can be pinpointed using a balancing machine that features a load force that applies pressure to the tire tread. (photo courtesy Hunter)

When a “mystery” vibration enters the shop, approach the problem in a systematic manner to eliminate possible variables. Naturally, check the tire/wheel assembly for balance on your shop’s balancer. If dynamic balance is verified, begin measuring for excessive runout.

First check hub runout in order to identify or eliminate the hub as the possible root cause of the problem.

With the wheel/tire removed from the vehicle, check the runout of the hub. This can be tricky because of clearance at the wheel studs, but can be accomplished with enough patience.

If the wheel is hub-centric (where the wheel relies on hub centering at the wheel hub hole to the hub protrusion), you’ll want to check the runout of the hub itself, at the contact area for the wheel’s center hole.

If the hub center protrudes far enough from the wheel studs, mount the dial indicator so that the plunger contacts the hub surface. In some cases, it may be necessary to remove the wheel studs to gain access to the hub contact area. Pre-load the plunger slightly and zero the dial. Rotate the hub slowly, watching for runout on the gauge.

HUBCENTRIC AND LUGCENTRIC

Inspect brake rotor thickness, both for comparing existing thickness to the minimum spec as well as checking for variations of thickness along the entire perimeter of the pad contact surfaces. Uneven thickness will result in brake pad bounce/pedal vibration.

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The terms hub-centric and lug-centric refers to the manner in which the wheels center onto the hubs. If the wheel relies on centering at the hub, it’s hub-centric. If the wheel relies on centering by the fastener locations, it’s lug-centric.

If the wheel is not centered onto the hub, radial runout will occur, resulting in a vibration/bounce.

Some aftermarket custom wheels that are designed for

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Using a dial indicator, rotate the brake disc slowly to check for lateral runout. If a slight deviation exists and the brake disc appears to be in good condition otherwise, mark the position, remove the rotor and reinstall at a different position (example: 180-degrees). If runout improves, this indicates that the hub is contributing to the issue.

then with a dial indicator). Inexpensive aftermarket wheels may feature slightly oversized bolt holes and oversized center holes, which can easily create a radial runout condition, resulting in a “thumping” vibration.

Check hub-to-wheel centering, to verify that the clearance is even and within the target value of 0.004 inch (0.1 mm) maximum. If the clearance is out of spec, rotate the wheel (wheel clock position relative to the hub). If the clearance is still out of specification, check the hub for runout to determine if the condition is in the hub or the wheel.

While we’re considering wheel centering, it’s important to note that if the wheel is centered improperly on the balancer, and installed properly centered on the hub, or if properly centered on the balancer but improperly centered on the vehicle hub, a vibrational problem is bound to occur. If the wheel does not provide a precise “slip fit” onto the hub (being centered by the hub/ hub-centric), extra care needs to be taken to center the wheel during installation. This situation can be common for some budget level aftermarket wheels.

SHIMMY hub-centric centering may be made with a large center hole that will accommodate the largest hub in a certain vehicle application. In order to adapt the wheel (and retain centering), hub-centric rings are required (for example to reduce the hub hole from 88 mm to 72 mm, etc., in order to center onto another vehicle make/. model. If the hub rings are not installed, and the wheel center hole is larger than needed for the hub in question, you can’t necessarily rely on the fastener locations to properly center the wheel on the hub.

Multi-pattern wheels are available in the aftermarket, designed to provide a fitment to more than one bolt circle dimension. While some of these wheels feature multiple bolt holes (for instance, ten holes where the application is intended for a 5-bolt hub), some multipattern wheels feature oblong lug holes, designed to accommodate more than one bolt circle. Instead of the holes being round, they’re oval shaped, allowing mating to likely two bolt circle diameters. In theory these wheels should be hub-centric so that the wheels are properly centered to the hubs. These wheels are not very common today, but if you encounter them, extra attention to wheel centering is a must. After mounting to the hubs, check for radial runout (visually at first,

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Wheel shimmy (steering wheel right/left oscillation) can be caused by a number of variables. Follow an organized step-by-step inspection: 1. Inspect the tires for excessive and uneven wear, and inspect for tire structural damage (badly deformed sidewall, etc.). Poorly constructed tires or damaged tires where plies are misaligned or separating can cause a shimmy/vibration. Check the tire and wheel for proper bead seating along the entire bead circumference on both sides. An improperly seated bead will create a radial runout condition.

2. Inspect and adjust tire inflation pressure. Low or uneven pressures on the same axle can cause pulls or wander.

3. Check for lateral runout. Using a dial indicator at the wheel rim, slowly rotate the wheel (on the vehicle) a full 360 degrees, noting maximum lateral runout. If excessive lateral runout is found, don’t automatically blame the wheel, since runout may be the result of hub or rotor runout and/ or a stack-up of tolerances between the hub, rotor hat and wheel.

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NVH

4. Before removing the wheel/tire assembly, with the suspension unloaded, check for wheel bearing looseness by rocking the tire inward/outward at the 12 and 6-o’clock positions.

5. Remove the wheel/tire assembly and inspect the wheel fasteners (studs and nuts or bolts, depending on design). Damaged threads can be an indication of abuse/over-tightening which can contribute to wheel/hub distortion.

6. Inspect the mating faces at the rear of the wheel, rotor hat and hub face. A buildup of corrosion can cause a lateral runout condition. Clean all surfaces as needed.

7. Check for lateral runout at the hub itself.

8. Inspect the wheel rims for damage (bent rims, signs of pothole/impact damage).

9. Check/adjust each tire/wheel assembly for dynamic balance.

10. Inspect the entire steering and suspension system. Looseness (caused by wear, damage or improper installation) can contribute to a shimmy, in addition to wander and directional pull.

11. On the alignment rack, measure all angles, paying particular attention to caster angles. An excessively positive caster (caster angle beyond factory specification for the specific vehicle) can promote a shimmy condition.

12. During reinstallation of wheels to the vehicle, always use a torque wrench and follow both the specified torque value and tightening pattern.

Uneven or excessive clamping torque can result in lateral runout, especially when dealing with thin-hat brake rotors.

ACCELERATOR PEDAL VIBRATIONS Accelerator pedal vibrations occur at frequencies associated with engine speed. They are usually of low amplitude and not in the direction of the pedal stroke.

They can usually be duplicated when the engine reaches a specific RPM regardless of vehicle speed. If the vehicle is moving, the vibrations will go away when coasting in neutral.

Pinpoint diagnosis includes inspection of the engine running condition at the RPM recorded during verification; idle quality (both normal and under load); fast idle quality both normal and under load; and cruise RPM. Pinpoint inspection also includes checking the engine,

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transmission and accessories for contact with the body; throttle lever and accelerator cables; and the accelerator pedal itself.

ENGINE NOISE

Several instruments are available to ease pinpointing vibration or noise concerns.

Wireless sets (a Steerman example shown here) allow mounting wireless transmitters to various locations for test drives, with information sent to a controller/ receiver.

Engine noise is engine-speed related and may require a change in load. Engine noise is most commonly diagnosed by searching for the source visually or with a stethoscope. Other techniques such as removing a plug wire and grounding it, or disconnecting an injector can help identify the location of an internal engine noise.

By changing the firing load in a cylinder, noises from a piston, piston pin or rod bearing condition may change, identifying a cylinder causing the complaint.

Vehicles with multiple belts can be diagnosed by removing the belts one at a time until the condition changes. Accessories associated with the belt and the condition of the belt should be checked. Components (depending on engine design) may include the fan, fan shroud, alternator, water pump, A/C compressor, idler pulley and power steering pump.

In this example, a wireless transmitter is clamped onto a control arm to check for bushing condition.

ASP | OCTOBER 2021

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NVH

Driveshaft universal joints can contribute to vibrations and/or noise if worn or out of phase.

The air intake system can also be a source of both noise and vibrations. This system is designed to deliver filtered, fresh air to the engine with minimal noise.

Many systems incorporate resonators to accomplish noise reduction.

A technician can inspect the air intake system for the proper components to determine if the complaint can be modified by pushing on or disconnecting components or hoses; for proper mounting and mount condition; and for foreign material that can make noise or cause an obstruction

SHIFT LEVER VIBRATIONS

Don’t overlook checking for loose/damaged/ rusted heat shields, which can cause irritating engine compartment noises.

Under-vehicle issues can easily transmit noises to the passenger compartment.

Check exhaust systems for loose/damaged heat shields, exhaust hangers, hanger bushings and excess exhaust system movement and contact with adjacent areas.

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Shift lever vibrations are generated by engine torque fluctuations or imbalance of revolving or reciprocating engine components (crank, rods, pistons). They may occur at particularly high engine RPM and may be amplified by imbalance in the propeller shaft or shaft joint angle on a FWD vehicle. They may also be associated with a “buzz” sound.

Check the engine and transmission mounting for overall alignment, contact or looseness at mounting points, mount clearance and deterioration of rubber quality due to an oil leak.

CLUTCH SHUDDER Clutch shudder can be reproduced during partial clutch engagement when the vehicle encounters rolling resistance. For example, this might include climbing a grade. This condition can be simulated by lightly applying the brake during clutch engagement. Don’t overlook the suspension components when pinpointing clutch shudder complaints as well. Suspension bushings can be inspected by prying them apart and checking the slits provided that are intended to minimize noise and vibration. The suspension system can be a transmission path for normal vibration during clutch engagement.

Also check the condition of the rubber insulators at the top mounting point of struts. Excess movement of the strut mounting can cause transmitted vibration during clutch operation. The clutch pedal height, free play and movement also need to be checked while operating the pedal. A driveshaft can cause a clutch shudder condition. The driveshaft(s) should be checked for smooth operation without excessive free-play.

When external inspections do not produce the

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CentricParts.com OCTOBER 2021 | ASP

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NVH

A thumping or banging noise might be caused by a loose/improperly secured spare wheel/tire assembly, something that is often overlooked.

clutch complaint condition, inspection of the clutch assembly is necessary. This includes the clutch release lever, checking for mounting, alignment and wear. The release bearing should be checked for proper alignment and smooth movement.

The pressure plate assembly and diaphragm spring should be inspected for wear, spring tension and alignment, evidence of heat that would affect spring temper and tension, evidence of discoloration or hard spots on the pressure plate and flywheel. Also check for scores, grooves or runout in the pressure plate or flywheel, warpage of the pressure plate mounting assembly due to uneven torque or loose mounting bolts, clutch disc surface condition, rivets, torsion springs and clutch disc female spline condition. Also check the transmission input shaft male splines and pilot bearing/bushing.

TAKE-OFF VIBRATION Take-off vibration occurs when the vehicle transitions from a stop to initial acceleration. It can be noticed in the dash, steering wheel (vertical movement) and floor on FWD vehicles. This type of vibration occurs at low frequency (15 to 30 Hz) for short periods of time and may be extended by idling slowly up a hill.

Torque fluctuations are transmitted to the body through a range of potential sources. Check the exhaust system both when cold and when hot, since it

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will expand and contract with temperature. Check for overall exhaust system tension by inspecting the load currently applied to each rubber mount. Loosening the entire system to relax the tension, and retightening may be effective in resolving many complaints. Perform a basic inspection of the entire exhaust system for damage, alignment and components. If a replacement or aftermarket exhaust system was poorly installed, this could easily explain the cause of the complaint.

Before delving into diagnosing internal or external engine components, check engine mounts. Engine torque type complaints relating to mounts or contact can be duplicated by rocking the powertrain. This is done by increasing the RPM with the vehicle in gear, wheels blocked and brakes applied. Both forward and reverse gears should be used.

The driveshaft(s) should rotate smoothly without excessive play. Both conditions are sensitive to torque fluctuations.

Take-off vibrations that are felt in the floor may be produced by the drive shaft and transmitted through the transmission/transaxle. An inspection of drive shafts includes checks for play at the extension housing and yoke, missing weight (look for a trace of a spot weld), joint phase, smoothness and runout and center bearing alignment. In front wheel drive applications, CV joints are targets for inspection.

ENGINE VIBRATIONS Engines can generate multiple vibrations. A first order engine vibration is associated with the rotational force or torque. It is usually associated with imbalance or runout conditions such as in an imbalanced crankshaft, flywheel, torque converter or harmonic balancer. Engine firing or combustion will produce vibrations relative to the number of cylinders in the engine, in which case injectors and ignition components may be suspect.

BODY SHAKE/STEERING FLUTTER/SHIMMY Body shake, steering flutter and steering shimmy complaints all involve pinpoint diagnosis of the same components. The condition of the component is what determines which of the symptoms occur. The wheels and tires offer a good starting point, especially if an NVH analyzer identifies this area as the generating force of the vibration.

ASP | OCTOBER 2021

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OCTOBER 2021 | ASP

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NVH

(inclination). As a U-joint rotates, it accelerates and decelerates twice per revolution. Therefore, conditions relating to U-joints will generate second order vibrations.

Fourth, fifth and greater order vibrations can exist, but the first three are most common, noticeable and useful for diagnosis. If the technician identifies and repairs any of the first three vibrations, the remaining vibrations will also be reduced.

HARSHNESS

Tracing cabin wind noises can sometimes prove frustrating. Inspect weather seals for wear, tears, cracks and improper positioning. Consider using a smoke machine to help pinpoint air leaks.

BEATING OR PHASING GROWL Beating or phasing occurs when two similar vibrations or sounds with slightly different frequencies exist in the same area or vehicle. Over a period of time, the phase of the two waves will change due to the slight difference in frequencies. At times, the two higher points overlap and create an even higher peak which raises the level or amplitude. Also, at times the two low points overlap to make an even lower point which lowers the level or amplitude.

This change in intensity or amplitude occurs in a repetitive manner at a constant vehicle speed as the phase of the wave changes over time. The resulting wave creates a sound called “beating,” which is associated with a vehicle having more than one tire out of balance. Tires are not always the same size during vehicle movement, and will rotate at slightly different speeds due to tread wear, inflation pressure and loads.

Driveline vibrations are caused by imbalance, runout, CV joint or U-joint condition. The force from a driveline imbalance or runout will usually cause a first order vibration because it occurs once per revolution of the shaft. Driveline complaints relating to U-joints are caused by phase, joint condition and/or working angle

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Harshness is the condition a customer senses when a vehicle contacts a single impact such as road irregularities, railroad tracks, speed bumps, etc. The level of impact that the customer senses depends on the type of vehicle suspension. A sports car suspension system may be designed for optimum handling and to give the driver a good “feel of the road.” In contrast, a luxury vehicle may be designed to provide the most comfortable ride possible, insulating the driver from unpleasant sensations.

A harshness complaint is relative to the type of vehicle involved and should be compared to other vehicles of the same type.

A vibration analyzer will not be the primary tool used to diagnose a harshness complaint, because the incident is momentary and difficult to isolate. A good visual inspection, starting at the location in the vehicle where the symptom seems to originate, will usually identify the component that has changed or deteriorated. When a harshness complaint appears, it is usually the result of a change in the path taken by the impact force. Examples include worn or missing bushings, over-inflated tires, broken or bottoming springs, worn or loose shock absorbers, etc.

WHEEL BEARINGS Loose/worn or improperly installed front wheel bearings/hub-bearing assemblies can contribute to shimmy/ wander, and will make proper wheel alignment impossible. Always check wheel bearing condition prior to any alignment work, and be sure to measure hub flanges for lateral runout. Note that some bargain-basementpriced hub assemblies may feature short-lived bearings and may feature excessive lateral runout. High-quality, precision-made hub assemblies produced by reputable makers offer higher quality bearings and tighter runout tolerances to avoid NVH issues.

ASP | OCTOBER 2021

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MAF

This shows the location of the MAF in the housing of a Ford Econoline Van. Note that you can’t see any of the sensor’s wires.

They are protected to prevent contamination.

MAF System Diagnostics Mass airflow sensors are critical for obtaining proper air/fuel ratio, but understanding this sensor is important for diagnostic efforts B Y J E F F TAY L O R

F

OR AN ENGINE TO RUN AT ITS MOST

efficient and supply the catalytic converter the proper gasses, it can convert to non-harmful emissions, the engine’s air-fuel ratio must run as close to the proper stoichiometric ratio as possible.

This means that for every one pound of fuel that is consumed in a gasoline engine, 14.7 pounds of air are needed for perfect combustion.

For years, the carburetor made this calculation, albeit inefficiently, but it worked. As emission controls and computing technology evolved, better ways of keeping the proper air-fuel ratio were developed.

The Powertrain Control Module (PCM) of today’s vehicles needs to know exactly how much air the engine is consuming at any given moment, so that it can calculate the amount of fuel to add to achieve the optimum air/fuel ratio. There have been several methods developed to do this, but the two most common methods are: speed density and mass air flow.

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Two methods: The speed density system determines the amount of air entering the engine by performing a complex calculation. The PCM will use information from the manifold absolute pressure sensor (MAP), intake air temperature sensor (IAT), coolant temperature sensor (ECT), and engine RPM to calculate the amount of air the engine is consuming. The PCM will then process this sensor information and cross reference it to a predetermined fuel map stored in the PCM to determine how much fuel the engine requires.

The mass air flow system will use a Mass Air Flow sensor (MAF) installed between the air filter housing and the throttle plate to precisely measure the amount of air entering the engine. This direct measurement of the air entering the engine makes the mass air flow system more accurate than the calculated airflow of the speed density system, and that is why the MAF has been adapted and used by almost all manufacturers today.

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MAF ... how it works There are two common MAF sensor designs: hot wire or sensing film. They function similarly but differ by the type of sensing device that is placed into the engine’s incoming airstream.

Each MAF sensor will ordinarily have 5 wires connecting it to the vehicle’s wiring harness. There will be an ignition circuit (12V), a low reference (sensor ground or chassis ground), a MAF signal circuit, a 5V reference circuit and an IAT (intake air temperature) circuit. Almost all MAF sensors will have an integrated IAT sensor, simplifying engine sensor installation and providing a more accurate air temperature reading to the PCM. There is an 8 wire multifunction Intake Air Sensor used on many GM products now, but more on that in a bit.

The hot wire design uses 2 sensing wires generally made of platinum: 1 hot and 1 cold. The MAF sensor circuitry will apply current to the hot wire, heating it up so that it is typically 392°F (200°C) hotter than the cold wire. The MAF sensor’s objective is to maintain this temperature difference.

The hot and cold wires of the MAF sensor are exposed to a portion of the air flowing into the engine. As this air passes over the hot wire it causes it to cool. The more air flowing over it, the more it cools, and the more current is required to maintain the temperature differential.

Hot wire MAF sensors are susceptible to contamination, and they are physically delicate. Some of the newer hot wire sensors encase the hot wire in glass to protect it from deposits and use unique housing designs to lessen the sensor wire’s exposure to debris from the incoming air stream.

MAF sensors that use a film, hot-film, or thick film (they use different names but are essentially the same) sensing component will function the same way, but instead of using two wires, the hot-film sensor will use a centrally heated film or metallic grid-type element.

One side of the film will be exposed to the incoming air while the backside of the film is shielded and maintains a lower consistent temperature. Film sensors usually have a lower temperature differential than the hot wire.

The current differential between the two sides is measured and then that information is sent to the PCM, so it knows the mass of the incoming air. Film type MAF sensors tend to be more robust and are less susceptible to the contamination of the hot wire type.

The MAF sensor will send the PCM information about the amount of current that is being used to maintain the temperature differential between the hot and cold wires. The signal from the MAF sensor to the PCM can be voltage or Hz but it’s this signal that the PCM will use to calculate the amount of incoming air into the engine.

Example of 8-wire MAF (left) and typical 5-wire MAF (right) connectors.

Nissan has had issues with MAF sensors setting a P0101 code. I keep a known good Nissan replacement for testing as many new aftermarket replacements won’t fix the issue.

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MAF

Both of the MAF sensor designs work using the same principle. They are measuring the cooling effect of the incoming air flowing into the engine by monitoring electrical current changes. The MAF output signal sent to the PCM will be in proportional to the sensed airflow according to this chart: Amount of Air Flow into Engine

MAF Output

MAF signal output

Air Flow Colling Effect on Hot Wire

Low Air Flow

Low Output

Low Voltage/ Low Hz signal output

Low

High Air Flow

High Output

High Voltage/ Low Hz signal output

High

The signal sent from the MAF to the PCM will be manufacturer-specific, but the function and results are the same whether the signal is Hz or volt.

What can go wrong with the MAF system The PCM is depending on the MAF to report all the air that is going into the engine so it can deliver the proper amount of fuel. Any air that is entering the engine after the MAF or unmeasured air or false air will cause a low MAF signal and normally result in a (lean) under-fueling condition. Cracked intake ducting, disconnected PCV breather hoses, intake/vacuum leaks and other conditions can cause this situation. The results are often low speed stalling, SES light or rough idle.

MAF sensor contamination is also a major issue.

Any debris that gets past the air filter and comes in contact with the wire or film sensing element can get baked on, effectively insulating the sensor. Over-oiled permanent (reusable) air filters, poor quality air filter elements, loose hard plastic inlet pipes, MAF sensor design and engine oil from the PCV are common causes of MAF contamination.

The opposite effect can happen if something becomes lodged or stuck onto the sensing wire or film. If an insect or dandelion seed for example, gets wedged against the sensing wire or film, it can absorb part of the heat and the MAF will then overestimate the incoming airflow, causing a rich mixture, creating an over fueling condition and possibly setting rich fuel trim codes (P0172/P0174).

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This is a screenshot of a Honda Civic that had a corroded fuse box and would set MAF and IAT codes because the 12V MAF supply voltage would drop out. The fuse also fed power to the downstream O2 sensor.

This is from a Corvette suffered from an over-oiled permanent air filter. The MAF was cleaned, and the air filter serviced and reinstalled. Typically, if there is a MAF code and fuel trim codes the MAF is the actual issue.

This shows good MAF values on a 6.0 Chevy Camaro at idle. Note the data the MAF is sending the PCM is in kHz.

This is the data from a multifunction Intake Air Sensor Equinox. This engine was at idle. You can see the humidity sensor, barometric pressure and IAT2 in Hz and °F. When increasing the RPM, the MAF Hz reading should smoothly increase as more air flows into the engine.

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Because the MAF was designed to sample only a small part of the actual intake airflow, the system can only assume that it is installed in a factory-built, factory-calibrated environment. This means that any changes to the air box, ducting, MAF housing or location, MAF screen etc. may cause undesirable effects because of turbulent airflow that the MAF wasn’t designed to see. The results could be undesirable engine performance, SES light and fuel trim conditions.

MAF sensors do not have the ability to detect a torn intake duct, a worn camshaft, skipped timing chain or timing belt, an EVAP fault or plugged exhaust that may be affecting the base engine’s ability to take in the required amount of air for proper engine operation.

These scenarios can result in the MAF sending the PCM an erroneous signal to the PCM, when in fact there may be nothing wrong with the MAF at all. It is important to remember the base engine must be working as designed before a MAF sensor is blamed as the root cause of the issue.

Early 2000’s Toyotas used a hot wire MAF that was prone to contamination. This would start off as a fuel trim issue and manifest from there. Because of the contamination coating and insulating the hot wire sensor, the MAF would under- report the amount of fuel needed, creating a lean condition. The fuel trims would try to compensate, but once they hit +35% on LT and ST, the check engine light would come on and the

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A partially restricted exhaust can set MAF code P0101 (Mass Airflow Circuit Operating Range) without setting any fuel trim codes. The reason for this is the MAF output is low because the airflow is low due to the restricted exhaust, so the fuel trims will be normal. The engine will have poor power, the PCM will see lower airflow for a given throttle position and blame the MAF for the problem.

MAF codes and fuel trim codes that are set together are usually an indication of a bad or contaminated MAF. MAF codes and O2 codes set together usually point to a bad O2 sensor.

A MAF can be cleaned, gently, but remember to allow the sensor to cool fi rst and use the appropriate electronics cleaner. Cleaning a MAF won’t fi x a glitch or intermittent dropping out MAF signal condition.

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MAF

You can clearly see the two sensing wires on this Subaru MAF. The design shields the hot wire from deposits. This vehicle had 134,000 miles on it.

most of the debris and restore the performance, but a replacement MAF was the best answer after verifying the concern. Cheaper replacement air filters are often the cause of such contamination from loose filter fibers attaching to the hot wire sensing element.

Late model Nissan Altima’s are prone to setting a P0101 MAF code often with no driveability concerns.

Nissan has issued a TSB asking the tech to inspect the PCV and update the PCM. This worked some of the time, but the MAF sensor or a corroded MAF sensor connector was often the actual issue. Replacing the MAF with a factory one, combined with the PCM and PCV update was often the only way to solve and repair the P0101 code. There is a specific idle air volume relearn procedure that must be carefully followed as well, but the most important part of the repair was to use a factory Nissan MAF sensor.

In 2013, GM started to use an 8 wire MAF. They even changed the name of the sensor to the “Multifunction Intake Air Sensor.” This sensor still works and functions like a normal hot wire MAF but now there are extra sensors integrated into the unit. The multifunction intake air sensor now has a barometer sensor, a humidity sensor and an extra IAT sensor (IAT2). This sensor allows the PCM to compensate for humid weather conditions that could lead to a rich air fuel ratio (water vapor displaces O2 molecules) and the barometer to adjust for higher altitudes, less O2 and a rich mixture. The sensor output for IAT2 and the humidity sensor share a common wire and the signal is sent as a frequency for IAT2 and a duty cycle for the humidity.

The MAF was developed to be a fast and efficient device that will accurately measure the amount of air going into the engine so the PCM and other sensors can keep the air fuel ratio as close to perfect as possible. The advances in electronics and computing power have allowed this to happen. Today’s MAF sensors are robust, resist contamination and aren’t prone to failure like their predecessors.

P0171 lean code would appear. Not very often would a MAF code be set. The first step in diagnosing was to remove the MAF and look at the sensor wires. They can often look like a fuzzy caterpillar with so much debris stuck on them. A gentle cleaning would remove

Jeff Taylor boasts a 34-year career in the automotive industry with Eccles Auto Service in Dundas, Ontario, as a fully licensed professional lead technician. While continuing to be “on the bench” every day, Jeff is also heavily involved in government focus groups, serves as an accomplished technical writer and has competed in international diagnostic competitions as well as providing his expertise as an automotive technical instructor for a major aftermarket parts retailer.

On this MAF, you can clearly see the coating and debris on the hot wire sensor, the cleaner cold wire sensor and the round IAT sensor. This is from a 2010 Silverado.

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ASP | OCTOBER 2021

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OCTOBER 2021 | ASP

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M A IN T E N A N C E

Vehicle Maintenance Keeping up with changes is critical

BY JAKE SORENSON

M

1. Corporation - Follow the vehicle manufacturers service tables. Every manufacturer provides service intervals for each fluid on the vehicle. The first service is easy since it is mileage or time based. The subsequent services can be more difficult if you do not have the history of the vehicle to know when the first service took place. That’s where the next two C’s come into play.

2. Contamination - Any contamination of any fluid warrants a fluid exchange (possibly more depending on the severity and type of contamination).

When inspecting fluid, look for things such as dirt, debris or incorrect fluid.

3. Color - Most fluids should still look and “smell” new when they are in good condition. I understand that discolored fluid does not in all cases equate to fluid being bad, however in most cases it is a good indicator. Use this “test” when service records are not available or when it is obvious the fluid is no longer providing adequate protection.

AINTENANCE MIGHT BE ONE OF THE

least exciting topics of automotive repair; at the same time, it is likely the most important. If you have been a technician or service advisor for any length of time, you probably know a lot about Auto Maintenance. That doesn’t mean you do not need to keep up with the changes though. With auto manufacturers using new materials, fluids and constantly changing technology, the way we maintain vehicles is changing as well.

The point of this article is not to bore you by repeating what you already know or try to emphasize why auto maintenance is important (I am sure you are well aware), the purpose is to keep you up to date with modern vehicle maintenance changes.

It seems like almost all the changes of how we maintain modern vehicles can be put into one of three categories: • New or better fluids • New and different materials • New technology Several systems or components might fall into more than one of these categories. Here are what I believe to be the biggest changes to vehicle maintenance needs in recent years.

Power steering - New technology

New or better fluids The majority of vehicle maintenance has been and still is maintaining the many different fluids used. With better made vehicles and better fluid technology, when and how we maintain these fluids has changed. When determining fluid exchange intervals I believe in a rule of thumb I call the three C’s:

3 C’s. Reminder of when to service fluids.

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For several years now we have all seen fewer and fewer vehicles coming into our bays that use hydraulic power steering systems. By 2013 about half of all new vehicles used electric power steering. Today, nearly every light duty vehicle sold does. This means the once common power steering fluid exchange will be nearly non-existent in the typical auto shop over the next few years.

While the power steering fluid maintenance may be going away, there are still some things you should be looking for.

Mechanical inspections of electric power steering systems are still every bit as important as before.

Search for TSB’s. Since the switch to electric power steering systems, I have seen a much higher number of steering system related TSB’s than the previous hydraulic systems.

Code scan - your vehicle inspection process should include a full system code scan of all modules. This will now

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include electric power steering systems. When trouble codes are found, they should be brought to vehicle owners’ attention and addressed.

Coolant - New and better fluids - New and different materials

of ownership, ability to advertise low maintenance vehicles and a few other subjective theories or thoughts I have; but let’s just look at the facts.

There are three large factors when deciding how many miles a vehicle can go between oil changes: 1. Oil type and quality 2. Filter size and capacity 3. Engine design and operation

There is no doubt you have noticed the many different coolant types, colors and brands used by the different auto manufacturers. Because of the many different formulas, it is recommended that you use the coolant called for by the vehicle manufacturer OR verify the coolant you are using meets or exceeds all the specifications called for. Every reputable coolant manufacturer will provide you with a list of what coolants their product can be used in place of. If they Automotive Technology Summit do not specifically list the coolant called for, do not use that product in that vehicle.

DECEMBER 5-7 • NASHVILLE On older vehicles coolant contamination or degradation was more visible. Engine blocks and cylinder heads were cast iron, water pumps and other components were steel. This caused rusting which led to discoloration of the coolant when the corrosion inhibitors were no longer providing sufficient protection. With modern engines utiliz• GAIN INSIGHT INTO THE FUTURE OF AUTOMOTIVE TECHNOLOGY ing aluminum engine blocks and heads and • LEARN HOW TO STAY AHEAD OF THE CURVE more components made of plastic, there is • SUCCEED FOR YEARS TO COME little or no opportunity for rust. This means coolant that is no longer providing sufficient protection can look new and clean long after CLAIM YOUR SPOT it’s service life. This makes service intervals A D A P T S U M M I T. C O M / R E G I S T E R more important when recommending coolant exchange. Don’t forget to test the freezing and boiling points of the coolant with a hydrometer and the alkalinity of the coolant THE ADAPT: AUTOMOTIVE TECHNOLOGY SUMMIT IS A THREE-DAY EVENT PROVIDING with test strips.

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Engine oil - New and better fluids - New and different materials This is likely the most debated service interval of any. With more manufacturers today recommending a 10k mile oil change, you and your shop will need to decide how you will be advising your customers. I could really go into the weeds on this topic and talk about things like long term cost

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I think most everyone agrees that modern synthetic oils themselves are more than capable of providing adequate protection for 10k miles or more. So on factor 1 let’s say the oil used should be a quality oil that meets or exceeds the specifications and recommended additive package standards published by the vehicle manufacturer.

Factor 2, the oil filter size and capacity. The more conventional canister type oil filters (Image 1) generally have smaller filter media than the now more commonly used cartridge type filters. The canister type filters will go into bypass operation at around 7,500 miles (depending on several factors). This means the filter media has reached it’s holding capacity, which causes oil pressure to lift the bypass valve allowing oil to flow without filtration. Obviously this is not an ideal scenario however, it is much more ideal than no oil flow. The cartridge style filters are themselves the filter media and are almost always larger than the canister type filters. This is allowing manufacturers to extend the typically 7,500 mile oil filter life to 10k miles.

Either way I think most can agree 10k is pushing the filtering capacity limits of any filter.

The third factor is engine or vehicle operation.

Most manufacturers list all service recommendations under one of two categories: Standard (may use different terminology) and Severe (again may use different terminology). Your customers driving habits and climate conditions dictate which category their mileage recommendation falls under.

• Severe driving conditions include: • Stop and go driving • Regularly short drives (under 5 miles) • Consistent idling • Towing or hauling • Dusty environments • Consistently high or low ambient temperatures A study by AAA found that only 6 percent of drivers polled said they felt like they drove mostly in severe conditions. But when asked about their actual driving behaviors, 62 percent said that their driving behaviors align with severe driving conditions all or most of the time.

Let’s look at one last factor before wrapping up the 10k oil change topic. I believe one of the most important benefits of an “oil change” or “oil service” is the vehicle inspection. Many drivers would not and do not bring their vehicle in for an inspection excluding their oil service visit. Things like oil leaks, road damage and failing components will now be unnoticed for a longer time. Think

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about brake service recommendations. Most shops recommend brake pad replacement at about 3 or 4/32”. Using some rough guesses or averages, brake pads wear roughly 1/32” every 4-5,000 miles. So a vehicle following the 10k mile oil change can use 2-3/32” between services. Hopefully you see the importance of a thorough brake inspection at every service. Mistaking a brake pad thickness for 4/32” when it is actually at 3/32” could result in a customer being told their brakes are good, yet they may not even make it to the next service to be inspected again.

So when to recommend oil service? Well, I think you and your shop will need to consider all these factors and educate your customers accordingly. I believe most customers can understand they fall under severe service conditions, which is likely a 7,500 mile recommendation.

Either way, I believe it is important to suggest they return between services for an inspection.

Transmission Fluid - New and better fluids New Technology It seems like for years we had relatively few transmission fluid types being used. Then came along CVT transmissions, 10 speed transmissions, dual clutch and several other transmission types. It now feels like every manufacturer has a new fluid everytime you look. This topic could be its own article so I just want to keep it simple and bring attention to two important changing factors: It is more important than ever on modern vehicles to verify the correct fluid type before performing a service.

Never assume a fluid is compatible without verifying first.

Many techs prefer dropping the trans pan to change fluid and filter while others prefer to use fluid exchange equipment to exchange a larger percentage of the fluid.

With changing transmission designs, you may have to compromise. Many transmissions no longer have a filter and or a serviceable fluid pan. Others do not have a method for attaching (at least easily) fluid exchange equipment. Consider a third less common method in these circumstances. When the preferred methods are not possible or ideal, I like to perform a drain and refill of the fluid. I then start the vehicle and shift through the gears a few times. Once the fluid is warm, I perform another drain and refill. A drain and refill is usually a fairly quick service, particularly when a drain plug is present.

When performed twice, a large majority of the total fluid capacity is exchanged.

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What about hybrid and electric vehicles New technology One of the fastest changing maintenance sectors is the move to hybrid or electric vehicles in place of internal combustion engines. It’s no surprise to most that electric vehicles require less maintenance but it certainly isn’t none. These new technologies are also presenting different maintenance needs than what we have been used to.

Cooling systems (Figures 2 and or 2A) Did you know most hybrid vehicles have 2 cooling systems (ICE and power electronics) and most electric vehicles have 3 cooling systems

(Power electronics, HV battery and HVAC). Each of these systems has its own water pump and coolant cap.

While the average ICE vehicle has somewhere around 10 coolant hoses, the average electric vehicle has over 20. Most of these hoses utilize plastic connections. This will certainly result in more cooling system repairs and maintenance than ICE vehicles. Here’s what you need to know to service these systems:

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Fig. 2: Under hood of a 2012 Chevrolet Volt, notice the three separate cooling systems.

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Fig. 3: GM electric vehicle underhood coolant warning label instructing the use of deionized water.

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• (Figure 3, on page 37) Coolant must be the correct type and meet all manufacturer specs including the use of deionized water (Not just distilled) when specified. When deionized water is specified, use premixed coolant from the manufacturer. Be aware, there are different standards or grades of deionized water, making it difficult to use the correct product for mixing with bulk coolant. Do yourself and your customer a favor and use premixed coolant that meets all the manufacturer specifications. Correct coolant must be used for all the same reasons as any other vehicle, with the addition of avoiding loss of isolation faults and corrosion of small electronic components such as heatsinks.

Fig. 5: Filling a hybrid vehicle inverter cooling system after inverter replacement.

• (Figure 5) Bleeding air from these cooling systems can be different. Be sure to read and follow the manufacturers’ process outlined in service information. It is good practice to use a vacuum assist coolant refilling tool anytime a majority of the coolant has been removed. (Image 7) Most systems utilize electric water pumps and will require the use of a scan tool to run the water pump, which will move coolant in the system and help free trapped air.

• (Figures 4 and 4A) Prevent this leading to premature brake pad wear by inspecting during normal vehicle inspection or service. To do this, use a small pry bar or flat head screwdriver to slowly and gently press against the brake pad pushing the caliper piston back just a small amount (~¼”), now grip the caliper and move it back and forth feeling for any restriction of the slide pins. If you feel restriction or they do not move, you should recommend a brake service to your customer. If the other brake components are in good condition I recommend removing all components to clean and lubricate as needed without parts replacement.

• While the brake fluid is no different than that in a typical ICE vehicle, it seems to be overlooked more frequently. Be sure to recommend brake fluid service when recommended by the vehicle manufacturer (typically 24 months). You should also be inspecting for any contamination such as dirt, copper, and moisture.

Fig. 4: Electric vehicle brakes.

Gently and slowly pressing the brake pad to depress the brake caliper piston.

Brakes Since both hybrid and electric vehicles use regenerative braking, they use the hydraulic braking system less.

Combine this with the light weight of the average hybrid / electric vehicle and you find the brake pads will generally last a long time. That doesn’t mean there is no maintenance to be done on these brake systems though. There are a few maintenance items you may not be aware of on these vehicles such as: • Slide pins are not “exercised” as often as those on a typical ICE vehicle; they tend to seize or become difficult to slide before the brakes would otherwise need service.

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Fig. 4A: Electric vehicle brakes. After compressing the brake caliper piston, grasp the brake caliper and verify the slide pins allow free movement of the caliper.

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• When servicing hybrid and electric vehicle brake systems there is a lot of misinformation out there causing fear for some. Be sure to read service information before performing any brake system repairs and you will be just fine. To be clear, you should be reading service information prior to any brake system service as these systems are different from what you may be used to.

vs repairs, but we will see. I have no doubt that those of us who continue to learn and follow new trends will have no problem keeping up with these future changes.

Jake Sorensen is the 2019 NAPA ASE Technician of the Year and 2019 Ratchet+Wrench All-Star technician of the year. He is an ASE Master Technician with L1, L2 and L3 certifications. He is the shop manager and diagnostic technician at McNeil’s Auto Care in Sandy, Utah, where he developed the NAPA Auto Care national apprenticeship program.

Air conditioning Be sure to verify the proper oil for any A/C system you are servicing. Hybrid vehicles have used several A/C compressor designs requiring different oil types and specs. Also, be sure to only use A/C dye that is specifically designed for use in hybrid / electric vehicles. Use of incorrect oils and dye can result in compressor failure and or loss of isolation faults.

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When the battery fails on a typical ICE vehicle it is usually fairly obvious, the engine will crank over slowly or not at all. Most hybrid vehicles use the motor / generator to crank the engine over; some hybrids use a second battery. Electric vehicles do not have an ICE to crank over at all. This means the onset of battery failure is less obvious.

Since the 12 volt battery is required to power on all the vehicle’s systems including the HV system, it is still a very important component. The vehicle may not power up, and on a plug-in vehicle it may cause the HV battery not to charge when plugged in. So be sure to test the 12 volt battery anytime you service a hybrid or electric vehicle.

Hopefully this article helps you to better educate your customer on their vehicle service needs. There have been many other changes to how we maintain modern vehicles not listed here. I only wanted to cover topics I believe have changed from what we are used to, and require a different method or process than what we have been using. Who knows what the future of automotive maintenance has in store for us. I believe it will include more software updates and calibrations as maintenance

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Modern Day Testing Strategies for Mechanical Integrity Issues Tips for diagnosing high-mileage engines B Y B I L L F U LT O N

Y

OU LIKELY HAVE NOTICED THAT A

significant number of vehicles that have come into your shop lately have six-digit odometer readings. What this could mean is that a mechanical integrity issue may be the cause of a misfire code or a misfire symptom. The average age of today’s vehicles is now over 11 years old. In addition, a common problem seen on GDI engines is leaking intake valves due to carbon build-up on the back side of the intake valve and valve seat and face causing compression leakage and misfire codes. The traditional cylinder leak down tester usually will not find this problem. We will cover this problem in detail later in this article. We have seen valve timing issues, leaking intake or exhaust valves and wiped cam lobes well before the odometer reading turns to a six-digit reading. In the past, mechanical integrity issues were often difficult to pinpoint with the old diagnostic strategies. With the use of a DSO coupled with a pressure transducer this now gives us a clear dynamic picture inside the combustion chamber to identify these problem areas. One of the major issues in this industry is what and how much do we charge for diagnostics.

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In this article we are going to cover some specific tests that can be done inside of one hour. I have had many tech calls to other shops whereas a misfire symptom and code existed when the technician had replaced the spark plugs, the injectors and the coils to no avail.

A simple relative compression test would have alerted the technician as to a low compression problem. An electronic compression waveform would greatly benefit technicians in pin-pointing cylinder mechanical issues.

We will cover this test in detail later on in this article.

I am dating myself here, but I bet some of you can recall a procedure we used to use on distributor equipped engines when we suspected a loose and worn timing chain that may be the cause of loss of power. The procedure pretty much went like this: With the distributor cap removed we simply used our breaker bar and a socket on the vibration dampener bolt and rotated the engine in a counter clockwise direction until the TDC marks lined up. Now as we rotate the crank in a clockwise rotation we simply note how many degrees the crank turned before the rotor moved. Typically any value over 14 degrees pointed to a loose or worn timing chain. Some of us actually put a degree wheel on the dampener to do this test.

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On modern day systems with engines equipped with variable valve timing, the rules have changed and in some ways are more accurate and easier to do with the use of scan tool data. There are some specific rules when looking at scan data if we have a variable valve timing issue. We will look at this data a little later on in this article. Also in this article we will cover valve timing issues, cylinder compression testing and cylinder leak down testing.

We will conduct most of these tests electronically using pressure transducers dynamically. We will also use a high inductive amp probe to conduct a relative cranking compression test to monitor the amperage value from the starter as each cylinder comes up on it’s compression stroke. When a cylinder is low on compression the amperage draw on the starter for that cylinder on its compression stroke will be lower. We will cover this test later on in this article.

Compression testing has been around since the advent of the internal combustion engine. The conventional compression gauge was only designed to do a wide open throttle cranking compression test. When using a conventional compression gauge keep in mind that there is a Schraeder valve inside the hose that acts like a one way check valve. What this means is that for example, during a 3 second wide open throttle cranking compression test, each compression stroke bumps the compression values up. What I have always taught is that the second compression reading is the one that should be noted.

The reason we don’t focus on the first is that we may not have gotten a full intake stroke. The second compression value will assure us that a full intake stroke would have occurred. Again the conventional compression gauges were designed to do wide open throttle cranking compression tests only. In reference to a retarded valve timing issue you can actually have good cranking compression values.

The tests we are going to conduct involve using a DSO and electronic pressure transducer coupled to our conventional compression gauge hose. If we leave the Schraeder valve in the hose you can see the compression values in Fig. 1. This test is on a good 4 valve Honda engine. Notice the second compression stroke indicates a good value of 170 PSI. During WOT cranking conditions most engines are in the clear flood mode by shutting off the injectors. If you are doing this test on an engine that doesn’t have the clear flood mode, simply remove the fuel pump relay or fuse and start the

engine until it runs out of fuel. Then you can proceed to do a WOT cranking compression test. The electronic pressure transducer will allow us to view compression values during cranking, at idle, off idle and during a wide open throttle snap condition with the Schraeder valve removed. The difference in compression values on good engines during these 4 tests are indicated on the chart in Fig. 2. These 4 tests can help us isolate a low

Fig. 1: This test is on a good four-valve Honda engine. Notice the second compression stroke indicates a good value of 170 PSI. During WOT cranking conditions most engines are in the clear flood mode by shutting off the injectors.

Fig. 2: These tests can help us isolate a low compression problem, a retarded valve timing problem, a wiped cam lobe or a restricted catalytic converter problem as you will see in our case studies. Notice that off idle at about 1,500 RPM the compression values are at only about 40% that are shown during side open throttle cranking conditions

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compression problem, a retarded valve timing problem, a wiped cam lobe or a restricted catalytic converter problem as you will see in our case studies. Notice in Fig. 2 that off idle at about 1500 RPM the compression values are at only about 40% that are shown during side open throttle cranking conditions. The reason being is that as the RPM increases and the throttle plates are barely off idle, the engine simply is not pulling in a lot of air under these conditions. In addition, note that a wide

open throttle snap test will equal that of a wide open throttle cranking compression test.

Now let’s look at the anatomy of a compression waveform with the Schraeder valve removed and the engine at idle. See Fig. 3. We can now view all four strokes occurring dynamically. We are now calling the power stroke the expansion stroke since we are not firing a spark plug. We can hook a spark tester to the plug wire or coil and sync off the firing event to verify good spark timing. We will demonstrate that later on. As you will see later on we can pin point the exhaust valve opening point (EVO) and the intake valve opening point (IVO) in the event we suspect a retarded valve timing problem or a wiped cam lobe.

Fig. 3: Anatomy of a compression waveform with the Schraeder valve removed and the engine is at idle. We can now view all four strokes occurring dynamically. We are now calling the power stroke the expansion stroke since we are not firing a spark plug. We can hook a spark tester to the plug wire or coil and synch off the firing event to verify good spark timing Fig. 5: This indicates a compression value during cranking at 125 PSI. This is a high mileage engine with an oil consumption problem.

Fig. 4: The cylinder leak down tester was improved in the early 90s whereas the amount of pressure applied to a cylinder at TDC has been reduced to about 40 PSI. The leak down gauge has been designed to be more sensitive. However, this tester may not be sensitive enough to detect leaking intake valves on GDI engines caused by carbon build-up on the valve face and seat.

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Fig. 6: Idle compression values in this example indicate 45 PSI.

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The cylinder leak down tester was improved in the early 90s whereas the amount of pressure applied to a cylinder at TDC has been reduced to about 40 PSI. The leak down gauge has been designed to be more sensitive. See Fig. 4. This tester may not be sensitive enough to detect leaking intake valves on GDI engines caused by carbon build-up on the valve face and seat. We are going to demonstrate a new strategy later on in this article.

Now we are going to diagnose cylinder pressures on a high mileage 3.8L Chrysler push rod engine during cranking, idle, cruise and WOT snap conditions.

Fig. 5 indicates a compression value during cranking at 125 PSI. This is a high mileage engine with an oil consumption problem. If you recall the wet test, a couple of ounces of oil was inserted into the cylinder and we repeat the compression test. An increase of 20% compression values pretty much indicated piston ring blow-by. Carbon build up on the compression rings may be the problem.

Please stay tuned for more info on that area.

Now let’s go ahead and look at the idle compression values in Fig. 6 indicating 45 PSI. Note that the off idle values in Fig. 7 indicate a value of 35 PSI. The reason for this is that the throttle plates are barely open and the RPM has increased and the engine is simply not pulling in a lot of air. Keep in mind that this is a high mileage 2-valve engine that indicates low compression values across the board.

Fig. 8 indicates a WOT snap compression value that matches that which we captured during WOT cranking conditions of 125 PSI. Compression values are measured from the exhaust pocket up to the TDC point.

Fig. 7: Note that the off idle values seen here indicate a value of 35 PSI. The reason for this is that the throttle plates are barely open, the RPM has increased and the engine is simply not pulling in a lot of air.

A new test involves performing a relative compression test using a DSO and a high inductive amp probe.

The amperage waveform values don’t represent cylinder pressures but the relative starter current flow values as each cylinder reaches TDC on its compression stroke. We simply clamp the amp probe around either the positive or negative battery cable. Make certain that the arrow on the amp probe points in the direction of current, towards the starter on the positive battery cable or towards the battery on the negative battery cable. We can use a synch probe around #1 secondary lead to sort out the firing or-

Fig. 8: This example indicates a WOT snap compression value that matches that which we captured during WOT cranking conditions of 125 PSI. Compression values are measured from the exhaust pocket up to the TDC point.

Fig. 9: Compression waveform during idle no load conditions by focusing on the exhaust valve opening point (EVO) or the point of intake valve opening (IVO). We have captured a single cylinder compression event with two TDC events. The distance between the two TDC events represent 720 degrees crank rotation, which is needed to complete all four strokes.

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der. If the vehicle is equipped with a Chrysler COP ignition or a Ford COP system we can synch off of #1 primary.

On COP systems where the igniter is integrated into the coil we can synch off #1 igniter trigger signal. Obviously we would need to have the firing order in hand. A cylinder low on compression will cause less starter draw current.

We will show some case studies later on in this article.

Let’s assume that you suspected a retarded valve timing issue or a wiped cam lobe. We can detect that by viewing the compression waveform during idle no load conditions by focusing on the exhaust valve opening point (EVO) or the point of intake valve opening (IVO).

Note Fig. 9. We have captured a single cylinder compression event with two TDC events. The distance between the two TDC events represent 720 degrees crank rotation which is needed to complete all 4 strokes. Note that the distance between the two cursors measures 176 milliseconds. We simply divide this value by 4 and can determine that a separate stroke will occur every 44 milliseconds. To find the 180 degree BDC point we simply drag the second cursor to the 44 millisecond mark. This identifies the 180 degree mark and bottom dead center.

Notice in Fig. 10 that the EVO point occurred before the 180 degree BDC cursor. The number of minor divisions between the TDC cursor and the 180 degree cursor indicates 20. !80 divided by 20 minor divisions tells

Fig. 10: Notice that the EVO point occurred before the 180 degree BDC cursor. The number of minor divisions between the TDC cursor and the 180 degree cursor indicates 20. !80 divided by 20 minor divisions tells us that the crank turned 9 degrees per minor division.

Fig. 11: Indicated here are the valve timing specifications on this 3.8L Chrysler engine. Notice that the OEM spec says that the exhaust valve opening should occur 46 degrees before BDC and the intake valve opening should occur at 1 degree after TDC.

Fig. 10A: Notice that the intake valve opening occurred 5 degrees after TDC. Notice how distinct and uniform the pressure changes were that occurred at the EVO and IVO points.

Fig. 12: On engines with fixed valve timing in this example, the 180 degree cursor should pretty much split the EVO ramp in the center.

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us that the crank turned 9 degrees per minor division.

Note that there are 5 minor divisions between the EVO point and the 180 degree cursor. 5 times 9 tells us that the exhaust valve opening occurred 45 degrees before bottom dead center. To locate the 360 degree mark we now move the cursor over to the 88 millisecond mark.

This identifies the 360 degree TDC mark.

Look at Fig. 10A. Notice that the intake valve opening occurred 5 degrees after TDC. Notice how distinct and uniform the pressure changes that occurred at the EVO and IVO points were. On an engine with a wiped cam lobe these points would be reduced. In addition, on engines with a wiped cam lobe, the valve would have opened later and closed earlier. The valve timing specifications on this 3.8L Chrysler engine are indicated in

Fig. 13: In this GM variance example, variance specification is +/- 5 degrees. This must be checked at road load at stable RPM. This is a good parameter to detect sloppy timing chains.

Fig. 14: Here we see GM cam variance data during a test drive.

Fig. 11. Notice that the OEM spec says that the exhaust valve opening should occur 46 degrees before BDC and the intake valve opening should occur at 1 degree after TDC. On engines with fixed valve timing in this example, the 180 degree cursor should pretty much split the EVO ramp in the center. See Fig. 12.

The good news is that on engines with variable valve timing systems we have robust scan data to alert us to a retarded valve timing issue. This data will not help us in diagnosing a wiped cam lobe, but it will help us pin point a retarded cam timing problem. When looking at this data, a very important cardinal rule is that the RPM must be stable. If you are in and out of the throttle you will see these values unstable on your scan tool. In addition, on most GM engines equipped with variable valve timing, the PCM will not vary the valve timing in your

Fig. 15: The Ford systems use the term cam error. Chrysler and the Asian systems may use the terms actual and desired. Not all scan tool companies will use this same nomenclature.

Fig. 16: Carbon buildup on the intake valves impedes the engine’s ability to breather. In addition, the carbon can cause the valves to leak compression.

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bay when you increase the throttle. The PCM must see a VSS input as in a test drive. You have the ability to command the variable valve timing control solenoid in your bay with your scan tool to say for example a 25% command and then to track the camshaft position. GM refers to the camshaft out of its desired position as cam variance. See Fig. 13. In Fig.14 we see GM cam variance data during a test drive. The Ford systems use the term cam error. Chrysler and the Asian systems may use the terms actual and desired. See Fig. 15. Not all scan tool companies will use this same nomenclature.

On domestic engines equipped with variable valve timing, the exhaust cam timing is advanced at idle with 0% duty cycle command to the variable cam timing control solenoid. Off idle, the PCM will increase the duty cycle control to the solenoid and retard the exhaust cam timing. The intake cam timing at idle is retarded with a 0% duty cycle command and off idle the PCM increases the duty cycle command to advance the intake cam timing. The net result is valve overlap which eliminates the EGR system and improves the engine’s volumetric efficiency off idle. The Asian engines equipped with variable valve timing will do the opposite of the domestic engines. The exhaust cam timing is retarded at idle and advances off idle while the intake cam is advanced at idle and retarded off idle. The net result is the same in that it creates valve overlap during off idle conditions.

The GDI engines have been plagued with a carbon build-up problem on the back side of the intake valves.

We no longer have the benefit of the solvent effect of fuel being sprayed on the backside of the intake valves as in the PFI systems, although some Lexus V-8 engines incorporate both GDI and PFI systems. This carbon build-up is caused by vaporized oil from the PCV system. This carbon build-up can occur on the valve which impedes the engine’s ability to breath and can cause compression leakage past the intake valve face and seat.

See Fig.16. Many chemical makers supply an aerosol spray to introduce into the intake system during off idle conditions. Two examples are shown in Fig. 17. This procedure is becoming very popular for GDI engines. In my opinion this procedure should fall under a maintenance requirement. In cases where the carbon build-up is extreme, some shops have reverted back to the walnut shell blasting process to remove the carbon. This would obviously require the intake manifold to be removed.

The folks at BG Products have come up with a kit that

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Fig. 17: Many chemical makers supply an aerosol spray to introduce into the intake system during off idle conditions.

Two examples are shown here. This maintenance procedure is becoming very popular for GDI engines.

Fig. 18: Left: Example of carbon buildup on piston ring lands.

Right: Example of normal condition with carbon removed.

Fig. 19: Example of good uniform cranking amps. Notice the uniform starter current draw as each cylinder enters its compression stroke.

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includes a chemical known as 44K, along with large wooden toothpicks along with a wire brush and some zip ties strapped together. The procedure involves removing the intake. On cylinders with the intake valves closed you would add a couple of ounces of 44K. After a 15 minute cold soak you would now use the wooden toothpicks to break apart the molecular bonding of the carbon. The wire brush is used to scrub the backside of the intake valves. A bunch of zip ties are supplied and tied together. The straight end of the zip ties are inserted into the end of a drill. This is designed to scrub the intake runners. Rotating the engine over until the other intake valves are closed, we simply repeat the process on the remaining cylinders. The Lexus dealers are well aware of this problem on their GDI engines. Some Lexus dealers use an additive during an oil change interval known as MOA (motor oil additive) also available from BG Products. The additive helps prevent vaporized oil from forming and building up on the intake valves.

Compression losses from carbon build-up on the intake valve seat and valve face normally causes an intermittent misfire code, usually flagged during a cold start up. The misfire usually goes away after the engine warms up. The cylinder leak-down gauge usually will not be sensitive enough to find this slight compression leakage thru the intake valves. Let’s say that the PCM has flagged a #3 cylinder misfire and the freeze frame data indicates it was flagged during engine cold conditions. Since this is a GDI engine, you may suspect this common intake valve leakage problem. Do you all have a smoke machine to help pinpoint EVAP leaks?

With a barb vacuum fitting we can apply smoke pressure to the #3 cylinder at TDC thru a conventional compression gauge hose. The flow gauge will alert you to a compression leakage from a carbon build-up on an intake valve and seat. With the air duct removed you should see smoke waffling out of the throttle body. Keep in mind that valves rotate when the engine is running.

If the flow gauge is bottomed out indicating no leaks, start the engine briefly and repeat the smoke test. This is best done on a cold engine. In addition, carbon build up on the compression ring lands is known to have been a problem on all engines and even on GDI engines. This carbon prevents the compression rings from expanding, causing compression blow-by. See Fig.18. The folks at BG Products have a special chemical known as 109 to help address this carbon build-up problem on the piston

Fig. 20: In this Pontiac 3.4L engine #4 cylinder miss example, notice that the first firing event for #4 cylinder occurred on the exhaust stroke due to a crossed spark plug wire.

Fig. 21: Starter current draw shows low compression on cylinder 3. This engine features a firing order of 1-2-3-4-5-6.

Fig. 22: Relative compression test on a DOHC V6 with a 1-2-3-4-5-6 firing order. Note that cylinders 1, 3 and 5 show less starter current draw on Bank 1. This could be due to a retarded cam timing issue on Bank 1, or a severely restricted catalytic converter.

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S T R AT E G IE S

the lowest cost potential fix compared to replacing the injectors.

Now let’s cover the diagnostic value of the relative compression test. Using a high inductive amp probe, we clamp it around a battery cable. With the throttle pedal to the floor and the engine in the clear flood mode let’s take a look at what the good cranking amps waveform is telling us in Fig. 19. Notice the uniform starter current draw as each cylinder reaches TDC on its compression stroke on this good engine.

EXAMPLES Fig. 23: Using the same DOHC V6 engine as an example, in this compression waveform capture at idle for cylinder 3, notice the increasing pressure during the exhaust stroke.

Fig. 24: Compression waveform, cylinder 3, during a WOT snap test. Notice the major rise in cylinder pressures after the point of exhaust valve opening caused by a restricted catalytic converter on Bank 1.

ring lands. I have had success using this chemical on low compression problems caused by carbon build on the compression ring lands on PFI engines as well GDI engines. In addition I have done many engine rebuilds where I have literally had to chisel out the compression rings due to carbon build-up on the pistons ring lands.

Carbon build-up on the tip of the injector can also cause carbon deposits which can easily cause a lean condition and a lean density misfire with double digit positive fuel trim values. In addition, carbon build-up on the GDI injector pintle can cause the injector to leak fuel, causing a rich condition and double digit negative fuel trim values. Chemically cleaning the injectors thru the injector rail may or may not solve these problems.

Technicians would need to communicate this with the car owner with regard to trying this procedure. It’s

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Now let’s share some case studies with you. The first example is from a tech call to another shop. The high mileage 3.4L engine had a dead miss on cylinder #4 with a MIL. The car owner had replaced his spark plugs and secondary leads. I decided to do a compression test on #4 cylinder. See Fig. 20. Do you notice that the compression values are low? But look closer...

Did you notice that the firing event occurred during the exhaust stroke from a crossed secondary lead? The cylinder’s compression was low because the injector was still pulsing fuel into the cylinder, washing down the cylinder walls, causing low compression readings.

I reversed the #1 and the #4 plug wires to their proper spark plugs.

Another case study involves a misfire on cylinder #3. A cranking amps test was performed. Note the waveform in Fig. 21 which indicates low starter current draw for the #3 cylinder on its compression stroke.

The next example is from a V-6 engine with misfire codes from all cylinders on bank 1. Notice in Fig. 22 that the starter current drawn from the cylinders on bank 1 are considerably lower than those on bank 2.

The firing order on this engine is 1 2 3 4 5 6. This could be caused by a retarded cam timing problem on bank 1 or a restricted converter on bank 1. We can verify an exhaust restriction by looking at a compression wave form. Look at a compression wave form captured at idle in Fig. 23. Notice the rising pressure during the exhaust stroke. Now let’s do a WOT snap compression test on cylinder #3. In Fig. 24 note the abrupt rise in pressure right after the exhaust valve opening caused by a restricted converter.

Thank you for your commitment to this industry.

This industry is better because of your commitment. Bill Fulton

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TeChnICal ServICe

bulleTInS HONDA

ELECTRICAL PROBLEM

Honda offers a tip when encountering “odd” electrical problems. If software errors develop, which can happen due to a low battery or an interrupted learn procedure, this can cause all sorts of strange problems that may be difficult to troubleshoot. Try doing a battery cable reset.

A battery cable reset forces all capacitors to discharge faster and clears and resets most control unit volatile memory.

Before you start, make sure that the battery is fully charged. Then get the antitheft code and write down the customer’s audio presets.

Turn the ignition switch to LOCK and remove the key. This lessens the chance of voltage spikes.

Disconnect the battery cables (negative first, then positive).

Short the battery cables together with a jumper wire.

Turn the ignition switch to ON and wait 10 minutes, Turn the ignition switch to LOCK and remove the key.

Remove the jumper wire and reconnect the battery cables (positive first, then negative).

Check ISIS and perform the required reset/relearn procedures for the specific vehicle.

Enter the anti-theft code and restore the customer’s settings.

BUICK

BRAKE PEDAL

Information courtesy of Mitchell 1

filler procedure (see section 303-03 in the service manual). If yes, proceed to Step 4.

Replace the signal return splice using the wire, lead-free solder, heat shrink tubing and instructions supplied in the wire splice solder repair kit. The kit is available as P/N CU5Z-14A411-A. Use Motorcraft orange coolant VC-3DIL-B.

On some 2016 Buick Cascada and 20122017 Verano vehicles, the accelerator pedal can break at the stalk just below the housing due to the driver entering or exiting the vehicle with their foot resting on the pedal. An improved pedal is available as P/N 13252702.

JAGUAR

STOP/START ISSUE

FORD

SIGNAL RETURN SPLICE

Some 2012-2014 Ford Edge and Explorer vehicles equipped with a 2.0L GTDI engine may exhibit concerns including difficulty to start, rough running, crank-no-start, lack of power, loss of idle RPM or hesitation. Codes may include P0106, P0236 or a repeat P0128. These conditions may be caused by a wiring concern in the signal return splice.

Using IDS service tool or another scan tool, check for DTCs. Does the PCM only have P0128 stored?

If no, proceed to Step 4. If yes, proceed to Step 3.

Is the coolant level full? If no, fill the system using the vacuum cooling system

Some owners of 2015 Jaguar F-Type, XE, XF and XJ vehicles may report while pressing the Auto Stop/Start button, a warning message may be displayed in the instrument cluster (Auto Stop/Start not available). DTC B12CD-87 will be logged in the gateway module (GWM).

The ignition live input into the vehicle quality module (VQM) may have a poor connection, and/or no LIN circuit between the VQM and GWM. Check ignition live circuit into the VQM 6-way connector pin 2. Repair as required.

For F-Type and XJ...check the LIN circuit between the VQM 6-way connector pin 4 & pin 13 of the GWM. Repair the connector as required.

For XE and XF...check the LIN circuit between VQM 6-way connector pin 4 & pin 58 of the BCM (body control module).

Repair as needed.

If these steps do not resolve the issue, replace the VQM.

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