Auto Service Professional - December 2016

December | 2016 | Vol. 6, No. 6

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Auto Service Professional ®

December | 2016 | Vol. 6, No. 6

4WD and AWD systems

GASOLINE Owner Tim Lasley talks about:

WILSON’S GARAGE

Circle 101 on Reader Service Card

December | 2016 | Vol. 6, No. 6

Technicals Companies Helping Techs Page 17 Targeted advice from automotive parts manufacturers and suppliers

Techs Helping Techs Page 36 Our 6th annual advice column written by technicians working on the front lines

Servicing 4WD and AWD Systems Page 44 Their popularity will enhance our future vehicle services

Gasoline Page 54 A designer product for the whole world

Business Reader profile Page 42 Wilson’s Garage: Modern technology with country pride

Departments Straight Talk

Quik-Link

Autonomous vehicles | Page 4

Your connection to free information | Page 60

Technical Service Bulletins

Products

From fouled Cadillacs to Toyota EVAP issues | Page 6

New and innovative equipment for your tool chest and shop | Page 65

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Straight Talk

Autonomous vehicles They’re coming, and we should embrace them Mike Mavrigian | Editor

W

hen I was a kid and obtained my first driving license, I realized that it was my responsibility to learn to operate a vehicle. The thought of punching in a street address and having the car deliver me there would never, ever cross my mind.

However, today the trend is moving toward software programmers driving the vehicle for us. Forrest Gump’s now-iconic quote “Stupid is as stupid does” immediately comes to mind, but there’s more to the story.

I’m certain that I’m not the only one who is incensed at the lack of attention many drivers display. Between texting, fiddling with their iPods, applying makeup at 65 miles per hour, etc., these “drivers” pose a real danger. Too many vehicle owners today simply do not realize that they are operating a potentially lethal weapon and that they have assumed the heavy responsibility to operate the vehicle properly.

The issue of driver inattentiveness is compounded by the plethora of “innovations” offered by the auto makers, such as eye-drawing display screens, self-parking capabilities, lane change warnings, sensorassisted braking, and more. While many of these systems certainly contribute to safety, the public perception is slowly being altered from being responsible for vehicle operation to “going along for the ride,” relieving themselves of the task of paying attention and controlling the vehicle.

Am I the only one bothered by the current car ads that show a driver doing something stupid, only to be saved by the car’s driver aids?

As far as I’m concerned, the driver should be pulled out of the car and forced to watch while the officer tears up the driver’s license!

But I digress. Putting my personal feelings aside about autonomous vehicles, there’s really a number of cases where this technology will prove invaluable. Face it... some people are afraid to drive, or simply don’t like to drive.

Most importantly, as drivers age, they can reach a stage at which their eyesight and reflexes have diminished to a point where they can no longer safely control a vehicle.

The advent of self-driving vehicles allows seniors who cannot safely control a vehicle with the continued mobility that they need.

While self-driving vehicle technology platforms still need to be refined, the systems are being improved at a rapid pace. Current estimates are that within the next 10 to 20 years, the technology will reach a point of being viable and safe.

Instead of wearing blinders and ignoring this advanced technology, learn about it and embrace it. With education and training your shop will flourish and succeed in the years to come. And you can count on ASP to continue to keep you up-to-date with the latest in new technologies. ●

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Technical Service Bulletins

Cadillac FOULED CADDY Owners of a 2009 Cadillac Escalade Hybrid (built before Sept. 2, 2008) equipped with a 6.0L engine may complain of an engine misfire, oil consumption, and/or an SES light.

Upon inspection, oil deposits may be found on the #1 spark plug, which may cause #1 cylinder to misfire and set DTCs P0300 and/ or P0301. This may be the result of excess oil splashing into the #1 cylinder wall due to a worn #1 cam bearing.

Inspect all of the spark plugs for oil fouling and cracks around the electrode porcelain.

If an oil-fouled spark plug is found without an oil consumption concern, it may be the result of the cracked spark plug electrode.

If cracked, replace the spark plug(s) and reevaluate the misfire.

If the #1 spark plug is the only plug found with oil fouling and the electrode porcelain is not cracked, insect the related valve seals to ensure that they are not damaged or missing and repair as needed.

If the valve seals are fine, inspect the #1 cam bearing for possible cause of this concern.

The cam bearing can be replaced using part numbers from the catalog. If the cam bearing has spun, the engine will need to be replaced (or rebuilt).

Jeep COMMANDING THE JEEP This bulletin applies to 2009 Jeep Commander models equipped with a 3.7L V6 Magnum engine and automatic transmission.

The MIL may be on, with DTC P013A (O2 sensor 1/2 slow response – rich to lean) and/ or P013C (O2 sensor 2/2 slow response – rich to lean) stored in the PCM.

The fix involves selectively erasing and reprogramming the PCM with new software.

The wiTECH software level must be at release 10.03 or higher.

Using a scan tool (wi TECH) with the appropriate diagnostic procedures available in TechCONNECT, verify that all engine and transmission systems are functioning as designed. If DTCs other than those listed here are present, record and repair as needed before proceeding.

Reprogram the PCM with the latest software. Follow the detailed procedures available in DealerCONNECT/TechCONNECT. Refer to Group 8 – electrical > electronic control modules – service information > module – Powertrain control > standard procedures > PCM/ECM programming – gas.

After PCM reprogramming, clear any DTCs that may have set in other modules. Type the necessary information on an authorized modifications label and attach it near the VECI label.

Chevrolet TICKING EXPRESS This bulletin applies to 2012-2013 Chevy Express vans equipped with the 4L60E automatic transmission. On vehicles manufactured prior to Jan. 15, 2013, some customers may comment about a ticking noise when driving above 30 mph in third and fourth gear. The noise is present with the TCC engaged or disengaged and may be present in second gear under certain driving conditions. This concern may be caused by a mis-machined reaction carrier which may cause the low reverse clutch plates to stick and release, creating the ticking noise. The reaction carrier may have an out-of-round

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Circle 103 on Reader Service Card

Technical Service Bulletins condition due to being mis-machined. that is fully vaporized is warmer by about 20 Replace the reaction carrier, low and reverse degrees Fahrenheit or more. roller clutch race, low and reverse roller clutch The most likely cause is a low refrigerant and the low and reverse clutch plates. charge, possibly due to a leak. Another culprit may be a restricted line or component that’s Part number................................ Item cutting the flow of liquid refrigerant.

24241237...................................... Reaction carrier To find and fix the problem, follow the A/C 24217231...................................... Roller Performance leg of the online job aid A/C 08673300..................................... Race Diagnostic Process.

Buick BUICK KEY

Honda WARM AND COLD This bulletin applies to all Honda models equipped with air conditioning. If the left dashboard side vent is warmer than the right side vent with the A/C on, chances are the evaporator core isn’t being flooded with enough liquid refrigerant, causing it to fully vaporize halfway through the core. As a result, the side of the core with some refrigerant (the right duct) stays cold, while the side

Refrigerant vaporization with low charge.

Owners of some 2010-2012 Buick LaCrosse vehicles may comment that intermittently the key will not insert fully or rotate in the door or ignition lock cylinder. With repeated attempts and additional force, the key will insert and will operate the lock/cylinder.

This vehicle uses a style of key called a “side-mill” key. Debris may build up in the key groove, preventing full insertion. Some side mill keys have the cut along the key’s edge as opposed to the central cut shown in the accompanying photo.

Clean the debris from the groove with a fine wire brush and a soft cloth. If the customer’s key is free of debris and the original concern was limited to the ignition lock cylinder, the customer may be experiencing torque locking of the ignition cylinder. If the key seems stuck in the lock position and cannot be turned, turn the steering wheel left and right while you firmly turn the key by hand. Never use a tool to force the key, and the key or ignition switch may break.

Inform the customer that when parking and after coming to a full stop, to let go of the steering wheel and allow the steering to relax before turning the key to the lock position and removing the key.

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Resources

24/7 RESOURCE

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

ASP’s website is the go-to site for vehicle information 24/7.

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

Plus, go to our website to renew your subscription to ASP, read the digital version of each issue and sign up for a free subscription to our weekly eNewsletter!

Advisory Board: Dan Paddy/Dan Paddy Service, Seville, OH Frank Dannemiller/Mobile Service & Repair Co., Wadsworth, OH Bob Fall/Fall Automotive Machine, Toledo, OH Scott Gressman/Gressman Powersports, Fremont, OH Greg McConiga/O’Daniel Automotive Restorations, Ft. Wayne, IN Art Director: Neal Weingart / Neal.Weingart@bobit.com Production Manager: Karen Runion / Karen.Runion@bobit.com Sales: Dan Thornton / djtinc@gmail.com (734) 676-9135, mobile (313) 410-0945 Michele Vargo / Michele.Vargo@bobit.com (330) 899-2200, fax (330) 899-2209 Marianne Dyal / Marianne.Dyal@bobit.com (760) 451-9216 Customer Service/Subscription Service phone: (888) 239-2455 / fax; (888) 274-4580 email: bobitpubs@halldata.com

Auto Service Professional is a Bobit Publication Executive offices: 3520 Challenger St. Torrance, CA 90503 Chairman (1961-2014): Edward J. Bobit CEO & President: Ty F. Bobit Chief Financial Officer: Armand Del Duca VP & COO: Cyndy Drummey

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Technical Service Bulletins Dodge COLD MOPAR

Ford ON THE EDGE Some 2012 Ford Edge vehicles built on or before Nov. 23, 2011, and equipped with a 2.0L engine may exhibit a MIL on with DTC P00C6. In addition, a long crank time may be experienced.

1. Use the IDS tool to perform a low pressure fuel system test. a. Select the following from the IDS tool: – Powertrain – Fuel – Fuel system test – Low pressure test b. Did the low pressure fuel system test pass?

– Yes... test passed. Proceed to Step 2.

– No... test failed...Proceed to Step 3.

2. Perform a pinpoint test... HP high pressure fuel delivery system. Did the high pressure fuel system test pass? a. Yes. Continue with normal diagnostics.

Refer to the Powertrain Control/Emissions Diagnosis manual. b. No. Test failed. Proceed to Step 3.

3. Remove the fuel tank.

4. Inspect the fuel pump module part number located on the top of the module. a. If CT43-9H307-CE, proceed to Step 5. b. If CT43-9H307CF, the procedure does not apply. Reinstall the tank and continue with normal diagnostics.

5. Replace the fuel pump module and O-ring seal.

6. Reinstall the fuel tank.

7. Clear any DTCs and confirm that the condition is resolved.

PART NUMBER CT4Z-9H307-F 4L3Z-9276-AA

PART Fuel sender and pump Fuel pump O-ring seal

2011-2012 Dodge Caliber vehicles equipped with a 2.0L engine may experience long crank times when temperatures are between 0 and 50 degrees Fahrenheit after an eight-hour soak time. In order to correct this condition, PCM calibration has been changed to add cranking spark and reduce the start fueling.

Using a scan tool (wiTECH) with the appropriate diagnostic procedures available in TechCONNECT, verify that all engine systems are functioning as designed. If DTCs are present, record and correct before proceeding further.

Install a battery charger to ensure that battery voltage does not drop below 13.2 volts or rise above 13.5 volts during the flash process.

Reprogram the PCM with the latest software. Follow the procedures available in DealerCONNECT/TechCONNECT. Refer to Group 8 – Electrical > Electronic Control Modules – Service Information > Module – Powertrain Control > Standard Procedures > PCM/ECM Programming.

After reprogramming, clear any DTCs that may have set in other modules. Type the necessary information on an authorized modifications label and attach it near the VECI label.

Volkswagen VW A/C INFO This bulletin applies to 2011 Volkswagen Routan and other 2000-2011 VW models with A/C and a three-wire G35 pressure sensor.

The A/C pressure sensor G65 is an electronic pressure sensor. It is mounted in the high pressure side of the A/C circuit. The A/C pressure sensor G65 is not a pressure sensing switch like F129, but outputs a digital square wave pulse width modulated signal in proportion to changes in refrigerant high side pressure. The sensor provides additional information to the control module, sensing the refrigerant pressure throughout the working range. The signal pulse width varies in proportion to system pressure. At a low pressure of 20.3 psi, the pulse width = 2.6ms

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Technical Service Bulletins

Examples of low and high pressure pulse widths.

or 13% duty cycle. At a high pressure of 536.6 psi, the pulse width = 18ms or 90% duty cycle.

Toyota TOYOTA EVAP This bulletin applies to checking EVAP performance on 2008 Toyota Yaris vehicles.

If DTCs P0456 or P0455 and P0441 are set, refer to inspection procedure A. If DTCs P043E, P043F, P2401 and P2419 are set, refer to inspection procedure B. Procedure A 1. Visually inspect the fuel cap and all EVAP lines and connections for leaks.

2. Disconnect the fuel tank vent hose (between the fuel tank and canister) from the charcoal canister.

3. Seal off the fuel tank vent hose connection at the charcoal canister to isolate the canister side.

4. Clear any DTCs and run the auto EVAP system test again. If DTCs P0456 or P0455 and P0441 appear, the leak is on the canister side. If the system passes with no pending DTCs, the leak is on the tank side.

NOTE: The canister side consists of the charcoal canister, purge line and purge VSV. The tank side consists of the fuel tank, fuel cap and filler neck. Pressurize he EVAP

system through the fresh air vent line using the EVAP tester and SST adapter (SST: 00002-6872A/00002-6872A-ADP2).

Procedure B 1. Perform an active test using Techstream (vacuum pump).

2. Measure the voltage of the leak detection pump wires with the vacuum pump active test on. Refer to the repair manual for the voltage specification. NOTE: Back probe the leak detection motor with the electrical connector connected. Wire colors and pin numbers for the leak detection pump may vary by vehicle.

3. If voltage is not present, diagnose the electrical circuit failure. Proceed to the next step if battery voltage is present.

4. Remove the EVAP lines connected to the charcoal canister and inspect for fluid intrusion.

5. Replace the charcoal canister assembly with vacuum pump if liquid intrusion has occurred.

NOTE: For vehicles equipped with a separate vacuum pump and canister, replace only the vacuum pump. Canister replacement is only necessary if liquid intrusion has occurred.

6. Clear any DTCs and run the auto EVAP test again to confirm the repair. â—?

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Companies Helping Techs

Next-Gen OE Diagnostic Tool Helps Technicians Service GM Vehicles

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CDelco and General Motors recently introduced an enhanced version of the Multiple Diagnostic Interface (MDI 2) for GM vehicles.

MDI 2 is a communications device that manages the transfer of data between a GM vehicle’s Electronic Control Unit (ECU) network and a personal computer. It replaces the MDI introduced in 2007 and offers a compact communication module with increased processing power and security to offer faster transfer of data between a vehicle’s onboard ECU network with an auxiliary CAN bus.

The MDI 2 adds enhanced connectivity, plug-and-play setup, operation during engine cranking, extended temperature range, rugged design and many other improvements.

It also fully complies with the latest SAE J2534 and ISO22900 standards.

“As automotive technology continues to advance more rapidly than ever, ACDelco service technicians have a new tool with the introduction of the GM MDI 2 interface,” said John Latner, an ASE certified master technician and technical trainer, ACDelco.

“The next-generation interface allows them to diagnose and repair onboard automotive electronic systems in current GM vehicles, as well as future models.”

Although other manufacturers offer similar interface tools, MDI 2 is the only GM-supported tool that is fully functional for every 1996 and newer GM vehicle.

Key MDI 2 Enhancements include increased processing power for faster data transfers; pass-thru programming on all GM vehicles built since 1996; new wireless connection option eliminates Access Point or IT support; and compact design for easy handling and storage.

Other Features and Benefits • Wireless connectivity (802.11bgn) enables simple plug-and-play configuration.

• High-speed USB 2.0 connection provides power without an AC adapter, protects against ground offset failures, improves firmware download speeds.

• Super-caps provide improved stability during engine cranking, and eliminate the need for batteries.

• Extended temperature range prevents overheating.

• Durable enclosure design protects against drops and exposure to fluids.

• Includes protocols for Global B vehicles with faster data buses, and is compliant with the SAE-J2534 and ISO-22900 standards.

• Longer DLC cable includes a twisted pair wire for global B vehicles.

• USB expansion ports and SD memory card slot provide access for quick future software upgrades.

The MDI 2 aftermarket kit (#EL52100-AM) includes the MDI 2 device, DLC cable, USB cable and internet cable. The kit is backed by a two-year limited warranty and multilingual technical support.

Tech2WIN software is required for 1996-2013 model year GM vehicles. For 2010 and later models, the requirement is GDS 2 software running on a local personal computer while MDI 2 is connected to the vehicle. The required software is licensed through ACDelco.

To learn more or order the MDI 2, call 1-800-GMTOOLS or visit GMToolsandEquipment.com. Independent aftermarket service technicians can access the required diagnostic software packages for the MDI 2 (Tech2WIN and/or GDS2) by visiting ACDelco.tds.com or 1-888-212-8959.

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Companies Helping Techs

Premier Supplier of OE Quality Brake System Products

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he ADVICS brand and brake system expertise was introduced more than a decade ago by combining the original equipment brake system engineering teams that have been in the automotive market since the 1960s. Sumitomo combined their engineering excellence with AISIN and Denso to create ADVICS – a brake parts supplier to which produces the best overall brake systems in the world.

Today, ADVICS is a premier supplier of original equipment brake system products to well-known manufacturers such as Toyota and Lexus.

safety, performance and rotor life. Rotor wear is due to a number of reasons, includADVICS manufacturers OE quality, ing the type of brake pad on your vehicle. performance-driven braking components When replacing rotors with ADVICS Disc that are built to precise tolerances through Brakes, it’s a good idea to also replace the vehicle movement simulations, brake squeal brake pads with ADVICS Ultra-Premium and vibration analysis, dynamometer Brake Pads. ADVICS rotors allow the air to performance testing, durability assessment, flow freely and provides even heat dissipaand in-vehicle calibration studies. The tion while ADVICS brake pads are designed ADVICS manufacturing process ensures to virtually eliminate vibration, noise and safety on all road conditions and climate pedal shudders. These USA manufactured conditions, and offers these benefits: rotors are made with the same materials and processes as the ADVICS original • Smooth operation and longer life for equipment rotors found on Toyota, Lexus reliable braking and other well-known vehicle brands.

• Precise fit for consistent, safe and reliable braking performance • Engineered to virtually eliminate vibration and noise • Exacting tolerances ensure immediate response to pedal input • Tight, heat-resistant seals prevent leaks and contamination 1650 Kingsview Drive, The combination of ADVICS Brake Discs Lebanon OH 45036 • 800.225.4081 and Ultra-Premium Brake Pads maximize www.ADVICS-na.com 18 | ASP December 2016

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Companies Helping Techs

5 Tips to Prevent Brake Install Come-Backs

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rom a customer’s perspective, there’s nothing more frustrating than laying down big cash on a brake installation only to return a week later with “a pulsing brake pedal from a warped rotor.”

At least that’s what they’re coming back to complain to you about. Technically, the actual problem isn’t a warped rotor — it is most likely brake judder caused by improper bedding of the brake pads to the rotor.

A few simple steps before delivering the customer’s car could have prevented this brake judder and other costly come-backs, because many issues can be attributed to improper installations.

Here are the secrets to reducing come-backs: 1. Choose the correct friction material Step one in preventing future come backs – install a friction compound most suitable to the customer’s specific driving circumstances. Interview the customer to determine what and how they drive before choosing the appropriate pad.

2. Keep It Clean Even the slightest amount of oils and contaminants can cause problems bedding in new brake pads to brake rotors. Warm soapy water is more than adequate for most jobs.

Don’t forget to clean the hub of any surface rust and road debris, then clean and lube the caliper slide pin and the abutment clip mating surfaces in the caliper bracket as well.

3. Measure Installed Lateral Run-Out Even with new rotors, it is important to measure the lateral run-out of the entire rotating assembly after the rotor is installed on the vehicle. Recognizing that new rotors seldom have any run-out themselves will help you spot hub issues that may cause problems down the road.

4. Bleeding and ABS A bad bleed is going to make the best brake systems turn to mush, but even worse, could lead to premature brake pad and rotor failure. Properly bleeding the brakes after changing pads almost always results in a firmer, more responsive brake pedal and better performance.

5. Properly Bed the Pads This is probably the most important part and can make or break a proper functioning brake job. Especially when dealing with a high performance, high temperature friction, proper bed-in is critical in order to take full advantage of the pad’s performance and prevent judder issues.

If performance is not as expected, DO NOT RELEASE THE CAR TO THE CUSTOMER. Problems rarely solve themselves.

Centric Parts 14528 Bonelli St. Industry, CA 91746 Phone: (626) 961-5775 Fax: (626) 961-5877 www.centricparts.com

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Companies Helping Techs

Keep the CEL off with OEM parts.

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hen you’re servicing an engine management or fuel system, you can’t side step the issue of quality, because the ‘Check Engine’ light will bring it to your attention… and your customers’. This kind of work needs to be done right, with the right parts. That means replacing failed or worn components such as Electronic Throttle Valves, Air Actuators, MAF and MAP Sensors, Fuel Injectors, Fuel Modules, Electric Temperature Controlling Water Pumps and Fuel Flex Sensors with OEM parts you can trust.

Part of the problem is that you usually have to go to the OE dealer for these parts and pay a steep price. While there are aftermarket parts that cost less, they may not deliver the OE quality and performance your customers expect. These non-OE parts may look and fit the same, but they may not work the same.

Engine management and fuel supply components are essential to the vehicle’s well-being, and can directly affect overall drivability, power response, efficiency, fuel economy…and in some cases, even warranty.

Genuine OEM parts With its VDO OEM Direct Parts Program, Continental gives you an unbeatable solution with an exceptional range of competitively priced VDO branded OE replacement parts. They come directly from Continental, the manufacturer, and they are the same OE parts supplied to vehicle

manufacturers around the world.

VDO OEM Direct Parts are not just ‘meets OE spec’ or ‘like OE’; they are genuine original equipment. So there is never any question of quality. The parts deliver exact fit and function for the trouble-free, labor saving installation you would expect from an OE part. They are vehicle specific with OE connectors and install right, the first time, every time. No pigtails or universal fits in this line.

Remember, all aftermarket parts are not created equal, but all OEM parts are. So when you’re working on your customers’ vehicles, do it right, the first time, and keep ‘the light’ off with VDO OEM Direct Parts.

For more information, visit: vdo.com/usa or contact: salessupport-us@vdo.com.

VDO — A Trademark of the Continental Corporation

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Companies Helping Techs

Remote Assisted Programming (RAP)

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rew Technologies provides a complete J2534 solution, so you don’t have to!

Drew Technologies has been a leader in providing J2534 device solutions and support to technicians across the country for well over 12 years. There are thousands of technicians using our J2534 equipment every day, but we know there are many that are still not. We now have a solution for everyone!

The need to reprogram a vehicles ECU is only becoming more of a need. We realize there are some technicians and shop owners that are not comfortable or eager to commit efforts or resources due to the requirements that owning a J2534 device may demand.

Scheduling and sending a customer vehicle to a dealership or calling a mobile technician is an option, but at what cost? Need to get the vehicle towed to the dealer? Send a tech along with the vehicle and wait? Add 1, 2 or 3 days of customer wait time to the repair? What about the concerns and uncertainty of actually doing the reprogramming yourself: 1. Do I have a stable internet connection?

2. Which PC and with what specifications do I need?

3. Do I have the right battery maintainer?

4. What OEM subscriptions do I need?

5. Where do I start? How do I do it?

With Drew Technologies RAP Kit, we do the J2534 programming for you! With our rugged, self-contained kit, all you have to do is plug it in, turn on the tablet and give us a call! We’ll take care of the rest! Seriously, it’s that simple! The RAP Kit contains: a Windows Tablet, OEM subscriptions on that Tablet, a J2534 device, 4G wireless card for internet access, a battery maintainer and applicable cables to connect to the vehicle and power outlet. One of our ASE certified technicians will pick up the phone, remote into the RAP Kit, ask a few questions and perform the requested programming for you. In fact, we’ll also provide post-programming instructions and perform most of the processes. Other than a few cycles of the ignition key, it’s all done for you! It really is that easy!

Sign up with our agreement and we’ll send you the RAP Kit today!

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Companies Helping Techs

Motorcraft® Oxygen Sensors: Take A Closer Look

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f you’re faced with a Check Engine Light and DTC codes for the heated oxygen sensor, you may suspect a bad HEGO sensor.

Don’t rush to replace the oxygen sensor just yet— it may be a wiring or system issue and the oxygen sensor is just reporting that there is a system issue. More diagnostics are needed before condemning the sensor.

The HEGO sensor measures the amount of oxygen in the exhaust and reports that information to the PCM (engine computer).

The PCM then controls the amount of fuel the injectors spray into the intake system.

If this control loop can’t maintain the correct air/fuel ratio, you will get a DTC code for HEGO out of range, too high or low, etc. The root cause could be a lean or rich fuel mixture caused by another sensor such as the MAF sensor.

Check the intake system for air leaks of unmetered air, dirty injectors not letting enough fuel into the intake system, or low fuel pressure. If all of those systems are working properly, make sure you don’t have a wiring problem to the HEGO sensor such as a broken heater or signal wire at the connector to the HEGO. The life of a HEGO sensor is about 100,000 miles after which time they start to respond more slowly to the PCM and can cause DTC codes and a Check Engine Light by themselves. If you find the HEGO sensor is indeed damaged, degraded or deteriorated, it should be replaced.

To minimize comebacks, you should choose your brand of parts wisely. Consider details like the quality of materials

and the engineering that went into designing the part.

Motorcraft HEGO sensors are specifically designed to fit Ford and Lincoln vehicles.

Strict engineering requirements for tolerances and materials are enforced to provide a precise fit and help optimize performance.

When it comes to time spent on installation, HEGO sensors from Motorcraft can help to make the process easy. Right down to the special coating on the sensor threads so that it can easily be removed after the next 100,000 miles.

Once the HEGO sensor is replaced, you’ll want to clear the DTC codes and make a final check for proper operation. Successful repairs with quality parts such as those from Motorcraft, means the vehicle will be ready for optimal performance on the road ahead.

Motorcraft 16800 Executive Plaza Dr. Dearborn, MI 48126 motorcraft.com

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Companies Helping Techs

Wheel Bearing Diagnosis and Service Remembering the Basics Can Help Identify Problems

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hese days, a lot of emphasis is placed on teaching the electronic and engine management skills associated with automotive diagnosis and repair. However, this does not make mastery of “basic” skills such as wheel bearing diagnosis and repair any less important.

Wheel bearing service requires skill and knowledge to be performed properly. This skill set can be easily missed in automotive school and in continuing education, and is often taught on-the-job.

under strain. A series of maneuvers and observations will help isolate the cause of the noise. First, accelerate and decelerate slightly while the noise is occurring.

Usually, transaxle or differential problems will be affected more by acceleration or deceleration than FINDING BAD WHEEL BEARINGS will wheel Wheel bearing failures fall within one of bearings. So, The most common problem is a two categories: noise/roughness or excesif the pitch seized bearing causing an inner sive play. Either way, your customer may and amplirace to spin on the hub. The race is not notice anything until the problem has tude of the a press fit, so if it’s forced to turn, developed into an unacceptable safety issue. noise change it will quickly start to gall and wear away at the hub.

The noise may substantially be very subtle, with drivesimilar to the train load, suspect the transaxle. Next, noise caused swerve the car side to side, if the noise by rough road changes with side load, it usually indicates surfaces at a wheel bearing is the source of the noise. If first and the a variety of road surfaces are easily accesdriver may sible, take note of how the noise responds not notice to rough and smooth roads. Wheel bearing that the noise noise will not be affected by road condicontinues on tion, but tire noise will. Finally, take note smooth roads of where the noise sounds like it’s coming It doesn’t take long to check for play once the car is on a rack. If as well. A from: front, rear, left, or right. you find play in the wheel, have an wheel bearing Read the full article and more at Nissanassistant rock the wheel while you will make a TechNews.com. determine if the wheel bearing is droning noise the source of the movement. while moving; in the beginning stages it may only be audible at 35 MPH or greater.

ROAD TESTING IS CRITICAL A road test is critical because it is the only way to test the wheel bearing and drivetrain 28 | ASP December 2016

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Companies Helping Techs

The Importance of a Standard Operating Procedure for TPMS

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aving a Standard Operating Procedure (SOP) for TPMS is one of the most important things you can do to ensure you have a successful TPMS program. A SOP will help to limit shop liability to pre-existing damages, allow for timely and more convenient servicing of TPMS and ensure that your customer is driving away in a safe vehicle. A standard operating procedure should be completed before servicing every single vehicle needing TPMS assistance.

becomes corroded and bonds to the valve core; therefore, it cannot be removed.

When this happens, the TPMS valve must be replaced to prevent failure and rapid deflation.

3. Check TPMS Sensors: Using a specialized scan tool, each sensor should be tested in the proper order (LF, RF, RR, LR and spare, if equipped).

4. Access Vehicle Computer: Some vehicles allow direct access through an On-Board Diagnostics (OBD) port. A scan tool is used to check for any Diagnostic Trouble Codes (DTCs) related to the vehicle’s TPMS system. These DTC’s provide a sensor history and assist in identifying system faults.

5. Review Audit Report: After service on the vehicle is completed, a print out of a detailed “health check” will be provided.

Schrader’s SOP for TPMS 1. Check for the Light: The light should illuminate on the dashboard during start up and then turn off.

If the light doesn’t turn off: Solid Light – one or more tires are at least 25% below recommended placard pressure. Adding air should fix the issue.

Testing a vehicle’s TPMS system before performing a tire service is one of the best things you can do for your business. It is quick, easy to do and can prevent many future liability and safety issues.

BONUS TIP Like “Schrader Performance Sensors” on Facebook for daily TPMS information and training!

Flashing Light – a system malfunction.

Most likely a dead sensor battery, missing sensor, broken sensor or an incorrect sensor is installed.

Schrader Performance Sensors 1940 Odyke Court 2. Inspect the Valve Cap: A missing or Auburn Hills, MI 48326 improper valve cap can lead to an info@schraderintl.com avoidable situation where the valve stem www.schraderinternational.com 30 | ASP December 2016

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Companies Helping Techs

SKF Guide to Replacing a Wheel Hub Flange and Bearing

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hen replacing a press type wheel bearing and hub flange, it’s important that all the wheel-end parts work together properly after reassembly. Damaged parts or improper torqueing can cause premature hub failure and issues with overall vehicle performance. The SKF hub flange kit contains all the components needed to replace a worn-out wheel bearing and flange, including Our hub flange kit contains the hub flange, all needed components. cartridge bearing, axle nut, seals and c-clip. Follow proper installation procedure and the steps below to ensure maximum service life for new components. Note: the steps outlined below relate directly to a 2002 Mazda Protegé, but can generally be followed for other vehicles.

pressmarks. You can also use a bore gage to check and see if the knuckle is out of round. Inspect and clean the interior of the knuckle to ensure that there are no high spots or deep grooving that can damage the new bearing.

Set the new bearing and knuckle on the press with the proper adaptor in place. Once pressed, install the c-clip. Return to the press and arrange the parts so that the adaptor supports the inner race of the bearing on a flat surface and the knuckle is centered atop the hub flange before pressing.

Reassembly For reassembly, repeat the disassembly process in reverse order. Follow torque specification for all nuts and pinch bolts by consulting the SKF Torque Specification Guide. Pump the brakes and test-drive the vehicle.

Disassembly Remove the tire, caliper and caliper bracket. Secure the caliper with a bungee cord to avoid damage to the brake hose.

Remove the rotor and axle nut and move the front half shaft out of the way. Remove the lower ball joint and outer tie rod by removing the retaining nut and/or pinch bolt. Also remove the lower retaining bolt for the strut.

Now remove the knuckle from the vehicle.

Watch Bogi from “All Girls Garage” perform the services described here at www.skfpartsinfo.tv.

Press-in Installation Set the knuckle on a flat surface on the press with the right adaptor and press the flange from the knuckle. Pull the c-clip off the knuckle and return to the press to remove the cartridge bearing.

Inspect the old bearing for signs of an out-of-round knuckle like uneven

SKF Group 890 North State St., Suite 200 Elgin, IL 60123 www.vsm.skf.com / @skfpartsinfo www.skfpartsinfo.tv

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Companies Helping Techs

Tips for Diagnosing Turbochargers

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ver the next five years, the turbo market is expected to grow to more than eight million turbocharged vehicles. As the number of turbocharged vehicles increases, more import technicians will see vehicles with turbocharger issues in their shops.

To help technicians with turbocharger repairs, here are a few important diagnostic and repair tips to keep in mind. As a note upfront, most turbocharger diagnoses (aside from noise and low power issues) require scan data and an understanding of operation at the technician-level.

What Causes a Turbocharger to Malfunction Symptoms of a malfunctioning turbocharger include loss of power, excess smoke, high fuel consumption, overheating, high exhaust temperature, and oil leaks from the turbocharger.

But it’s important to note that defects in other components can produce the same symptoms. Before wrongly attributing the issues to the turbocharger, remember that turbocharger performance can only be impaired by mechanical damage or blockage caused by debris.

If the noise continues, check the turbocharger clearances and wheels for housing contact. To determine if the turbocharger has been damaged by foreign material, inspect the turbine wheel or impeller. You will clearly see any foreign material that has entered through the turbine or compressor housings. If the blades are damaged, the turbo is already destroyed. Look for metal that has come off the turbo in the intake tubes. Metal particles in this area may indicate a damaged engine.

Common Trouble Codes Two typical diagnostic trouble codes for turbochargers include P0299 (underboost) and P0234 (overboost). If you’re receiving an underboost code, the issue could be a wastegate that’s stuck in the open position or a leak between the compressor and throttle. Causes of overboost, on the other hand, include a wastegate that’s stuck in the closed position, a wastegate vent solenoid that’s stuck in the vent position, or leaking or disconnected control hoses.

Choose the Right Replacement If a replacement unit is needed, remember that Standard® offers a line of both 100% new and quality-remanufactured turbochargers that provides comprehensive coverage for domestic and import applications. Standard® also offers an array of related components, including turbocharger actuators, turbocharger oil drain tubes, and turbocharger speed sensors.

Signs of a Damaged Turbocharger If you hear whistling noises coming from the turbocharger, it’s likely due to an air/ gas leakage caused by pre-turbine exhaust gas or air/boost leaks. Your first course of action should be checking all of the joints.

Standardbrand.com 37-18 Northern Blvd., Long Island City, NY 11101

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Techs Helping Techs

We learn something new every day. The sharing of experiences and diagnostic knowledge among technicians improves the automotive service industry as a whole.

Tips from techs Our 6th annual advice column written by technicians working on the front lines NO BRAKE LIGHTS? A 1995 Chevy G20 van recently came into the shop with an issue of no brake lights. After checking the normal areas such as wiring, fuse, bulbs, etc., we suspected the brake light switch which is mounted to the power booster rod where it connects to the brake pedal arm.

Still nothing.

We did notice that by manually Mystery solved: The operating the perplexing no-brake-light switch, we had issue was caused by the brake lights. power brake booster’s To make a long rod, after a previous shop had replaced the booster. story short, the

owner had recently replaced the brake power booster, but the local parts store had sold him the incorrect unit (probably not their fault, but likely the fault of the reman shop that rebuilt and mis-packaged the booster).

As it turns out, the 1994-1995 Chevy van requires a very specific rod in the booster with about a 1/4-inch longer chamfer cutout than the one the owner had purchased, necessary for proper activation of the switch.

Upon discovering this, we obtained the correct booster (we made sure that the rod was correct) and presto — the brake lights worked.

Had we not accidentally found out that the owner had replaced the booster, we probably never would have thought about examining that booster rod and would have wasted even more time tearing our hair out trying to diagnose the problem.

Rob Holland Bobby Y Garage

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Techs Helping Techs MYSTERY BRAKE FLUID LEAK Have a vehicle with a “mystery” brake fluid leak? It might be a very small leak that eventually runs the master cylinder reservoirs low.

If a brake fluid pressure switch is found on a distribution block/proportioning valve, disconnect the connector and inspect the top A small fluid leak that can be of the switch. difficult to spot may be caused by fluid passing through a brake Fluid might be leaking actupressure switch, into the termially through nal contact pocket. the switch.

If so, the sliding valve inside the distribution block had worn or faulty seals, allowing brake fluid to enter the port at the switch. The distribution block must either be rebuilt or replaced. Simply replacing the switch won’t fix the issue.

Mike Laslow Chippy’s Garage

HONDA INTERMITTENT STALL Have a Honda that stalls out on a random basis? Rather than automatically assuming that the fuel pump might be bad, check the ignition switch.

With the engine idling, simply wiggle the ignition key (don’t turn it... just wiggle it). If the engine suddenly dies, the problem is the ignition switch.

We see quite a few of these.

Jeff Lance Harper Brothers Service

SCREECHING POWERSTROKE STARTER The owner of a 2002 Ford F-Super Duty equipped with the 7.3L turbo diesel engine complained about a buzzing/screeching starter noise during intermittent engine start attempts.

Assuming he needed a new starter,

he brought the truck to our shop for a replacement. Since we were already aware of the propensity for these diesel starter’s mounting bolts to loosen over time, we first checked bolt tightness. Sure enough, both bolts (this was a two-bolt starter) were extremely loose, allowing the starter to jump around with intermittent engagement of the bendix.

Luckily we caught this in time, avoiding damage to the flexplate teeth. The original “factory” specification for the 10 mm x 1.5 bolts calls for 16-20 ft.-lbs. (Haynes manual lists 18 ft.-lbs.), but some replacement starter instructions call for as much as 40-57 ft.-lbs.

We opted to tighten both bolts to 38 ft.-lbs.

After tightening the problem was solved.

The owner was delighted to avoid spending around $250 for a new starter and labor.

Since he was a good and loyal customer, we didn’t charge for the bolt tightening.

Doing that favor for him didn’t hurt our bottom line and increased his loyalty to our shop, resulting in him sending numerous friends and relatives to our shop as “the place to go.” Whenever a Ford diesel truck is on the rack, take a moment to check starter bolt tightness. Even after being torqued to spec, they sometimes have a nasty habit of loosening over time.

Larry Ritz Smitty’s Car Care

HARD HONDA SHIFT If you encounter a 2006-2010 Honda Civic with hard or delayed shifts with an automatic transmission, a stuck-on 3rd clutch pressure switch could be the cause. You might see DTCs P0756 (shift solenoid valve B stuck off) and/or P0847 (short in transmission fluid pressure switch B circuit or fluid pressure switch B/3rd clutch stuck on).

Check the onboard snapshot and look at the 3rd pressure switch value in the data list. If it reads ON (closed) at idle or a stop, drain the ATF through a strainer and check for debris. If the fluid is clean, replace the switch. If the fluid has debris, it’s time to rebuild or replace the transmission.

Gary Swinton Clay’s Service

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Techs Helping Techs tested and it appeared to be OK. We returned it to the customer. The customer said that on the way home it acted up again.

The van came back and we road tested for 1 to 1.5 hours. At about 1 hour of driving, with light on throttle and slowing down, I looked at IDS pids and VGT operation number was 20%. When I accelerated, the percentage only went to around 40%, with only building 5 psi boost under hard Engine coolant condition is vital in any engine, acceleration. but in a high-compression diesel engine, it’s After feathering the throttle I was able even more critical. Use of a refractomer allows you to quickly monitor coolant condition. to get about 10+ more psi. After getting through that test run, the vehicle was DIESEL COOLANT CONCERN parked for a few hours and then headed out Far too many owners of diesel-powered for another test drive. Not long into that trucks tend to ignore the engine’s coolant test drive, we had low power and low boost condition. The extreme pressures during again, with codes P2262 and P2263 set. the combustion cycle can cause cavitation I wondered why the vane closer percentwhere air bubbles can enter the cooling age was so low without boost. I would system between the block and cylinder think that I would see that type of problem liners, creating pinholes in the liners. This if over-boost was occurring. My thought can also reduce the level of nitrite, which is was that low of a percentage may have the designed to protect the liners.

VGT mechanical components at the far Changing coolant on a regular basis, end of travel, causing binding and difficulty around every 30,000 miles or so, can protect recovering once calling for power. But I the cooling system and maintain the nitrite wondered what would cause the PCM to level. Check your customers’ engines coolant request that. condition using a refractometer or hydromWe did have one van here recently that had eter whenever the vehicle is in the shop. the CAC hose hot side at the CAC end so Rick Crom spongy that it would suck shut, causing low Diesel Specialists boost. We checked that and this van doesn’t appear to have that problem. I did think NO-BOOST CAUSED BY about the throttle plate possibly sticking or CAT CONVERTER interfering with air flow.

We recently had a 2004 Ford E-Series A friend, Nick Sharp at Diesel USA, 6.0L diesel van ambulance that was very suggested checking the catalytic converter, intermittently losing turbo boost even after as he recently had two come apart, causing turbo replacement. The vehicle set a P2262 exhaust to be blocked, causing a no-boost code before turbo replacement. condition. I have seen converter issues We inspected and cleaned the turbo but generally they were consistent and not the first time, replacing the unison ring. intermittent. Apparently the converter was We returned the vehicle to the customer loose internally, rocking from good flow to after our normal test drive, as we thought poor flow, causing the intermittent power the problem was repaired. The customer and boost loss. After replacing the conbrought it back with the same issues. That verter, we did another 3-hour round trip we time, P2262 was again set and we verified returned the van to the customer and it’s what appeared to be turbo vane sticking been fine since. Another lesson learned. problems.

Matthew Musser We decided to replace the turbo, road Diesel Systems Sales and Service 40 | ASP December 2016

Techs Helping Techs LS BALANCER Crankshaft balancers on GM LS engines feature only an interference fit to the crank snout, with no locating key. The fit is very tight, and the balancer bolt torque procedure involves several steps.

First, install the balancer using an old (original) bolt in order to fully seat the balancer. Torque that bolt to 240 ft.-lbs.

Then remove that bolt and install a new bolt (these are torque-to-yield bolts and cannot be re-used). Next, torque the new bolt to 37 ft.-lbs. Finally, rotate the bolt head an additional 140 degrees. It’s also advisable (but not mandatory) to replace the balancer with a new one in order to ensure a good interference fit.

NOTE: Because of sometimes difficult removal, someone may be tempted to hone the center bore of the balancer prior to installation to make installation and future removal easier. Don’t do it. If the balancer

General Motors’ LS engine series features a non-keyed crank pulley that requires a fairly serious interference fit. Don’t be tempted to hone out the center hole to ease installation or with future removal in mind.

does not have enough of an interference fit, when it gets hot, the hole can expand, causing the balancer to start to spin on the crank snout, which can in turn cause the bolt to begin to loosen. This can result in the balancer starting to walk off, causing a front seal oil leak or worse. ● Bob Fall Fall Automotive

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Business

Wilson’s Garage

Modern technology with country pride

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ilson’s Garage has been a fixture in Pfafftown, N.C., since 1950.

Nestled in the hills that overlook the picturesque Yadkin Valley, about 35 miles south of the Virginia border and northwest of the bustling Winston-Salem area, Pfafftown was founded back in 1786. Since the shop opened its doors, it has earned an extremely loyal customer base that extends well beyond the borders of its classic “small town America” location.

Owners Tim and Roberta Lasley took the reins of the regionally loved operation in 1988. In addition to running the business and his involvement with various industry comThe family business. From left to right: Tim, Jim, mittees, Tim serves as the local volunteer fire Paul and Roberta Lasley. chief. Here, Tim shares his thoughts.

Right: Wilson’s facility Does your shop offer general repair or do you tend to specialize in specific make or types of repairs?

We do a tremendous amount of maintenance. We seem to be the “Last Chance Garage” for many customers (“When all else fails, go to Wilson’s”).

What is your business philosophy?

We try to treat all customers as family and friends. We strive to have great communication above all else. We offer honesty and integrity to provide security and confidence in our customers’ minds.

Tell us about your parts purchases.

Most customers come for the lasting value of quality parts and skilled labor.

There has been a shift in the paradigm by 42 | ASP December 2016

features both inside and outside lifts. Note the covered outside lift at the far left.

Business my parts suppliers. About eight or 10 years ago, 99% of our parts came from one supplier warehouse and ACDelco. In the last five years or so, there’s been a lot of movement toward buying from other suppliers. Our main suppliers today include NAPA, ACDelco and O’Reilley. Auto dealerships are not a good source for parts and don’t offer decent prices.

Overall, we’ve seen a decline from quality to an emphasis on price. Not enough suppliers in our area tend to stock the highest quality

We serve many customers who drive through the mountains. If the vehicle has been equipped with a cheap level of brake rotors, and if they drive riding the brakes down a mountain road, by the time they get to the bottom, the car’s shaking so bad that it’s hardly drivable. I feel that the move to cheaper metals has really contributed to poor quality, especially when it comes to brake rotors and wheel bearings.

While the prices through Amazon.com seem attractive, I don’t feel it’s the way to go. If you have a problem, such as getting the wrong part, they won’t take it back. I’ve Back in the 1950s, the shop also experienced cases where the part never also served as arrived. When I deal with local suppliers, the town’s filling I have someone to deal with who can take station. responsibility. I’ve been burned too many times by Amazon.

Tell us about your customers.

Customers we deal with are second and third generation, so we have excellent customer loyalty, and we average one new customer each day. Considering the tight margins on parts, just to stay even at five tickets every day we need at least one new customer every day.

parts and instead stock the lower-priced parts. We do everything we can to use the highest quality parts and often are forced to reach out to different suppliers, but it’s a struggle. Buying high quality parts also hurts our margins. It used to be that the customer wanted the highest quality parts, but today they also seem to be more concerned with price. We need to make a 45% to 60% margin on our parts, but when Due to the regional clia part costs us $200, mate, a covered outside we can’t charge the lift made sense and procustomer $400. It’s been vides additional service a struggle to maintain capabilities. Pictured percentages. here is Tim and son Jim.

What influences your parts buying decisions? Ranked from 0 – 3, with 0 having no influence and 3 having the greatest influence: Price ...................................................................... 2 Brand name recognition................................... 3 Promotion in racing .......................................... 0 Perceived quality................................................ 3 Availability/time ................................................ 3 Other: There is a time when you cannot wait for the highest quality part, and we have to settle for the next line in stock.

How ASP benefits your business.

I have enjoyed the Shop Profiles in ASP and have recognized some of my valued contemporaries. I also love the quality level and informative nature of the technical articles, as well as the ads and product announcements for parts, tools and equipment, helping us to stay even with industry changes. ●

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Technical

Servicing 4WD and AWD systems

Their popularity will enhance our future vehicle services 4WD and AWD drivetrains have become increasingly popular and vehicle populations continue to rise that feature traction-controlled all-wheel-drive technology. Familiarity with and the ability for your shop to service these vehicles is a major factor in terms of your shop’s capabilities and bottom line.

By Jeff Taylor

T

he popularity of four wheel drive (4WD) and all-wheel drive (AWD) vehicles continues to increase.

Although 4WD has been around for many years it has become quite refined with fully automatic shift on the fly that doesn’t require much more than the flick of a switch to engage and fully automatic locking hubs.

And today’s AWD has become very popular with consumers. Thirty-five years ago when AWD technology was in its infancy on the AMC’s Eagle and the Audi Quattro, it was primitive; but the technology has caught up and today AWD vehicles are common. In 2012 Ford reported that AWD vehicle sales had increased more than 72% from 2009, and the popularity was growing in areas of the country that traditionally don’t need AWD (they don’t get a lot of snow).

Miami and Phoenix have seen a surge in AWD-equipped vehicles and most techs don’t even realize that they are working on one until the vehicle goes up in the air and you can see the extra parts.

There are significant differences in the

AWD/4WD setups used on today’s vehicles, but many of the parts and pieces overlap and the terms are often used synonymously.

The classic definition of a 4WD vehicle allows constant tractive force (torque) to be applied to all four wheels continuously, using a transfer case and a front and rear differential. This system was originally designed primarily for enhanced off-road use.

The typical AWD vehicle will incorporate a

A common part of a 4WD/AWD system is the transfer case (this is from a 2014 Ram). They can be multiple speeds, manual, automatic and many 4WD vehicles will have an AWD setting available.

44 | ASP December 2016

Technical

A through diagnostic approach and visual inspection can’t overlook important parts like this axle locker assembly that can cause no 4WD engagement but not set any trouble codes.

transfer case, a front and rear differential, but also some form of coupling device. This coupling device allows torque to be transferred from the wheels that are slipping to others that aren’t slipping, but it won’t allow permanent tractive force to be applied to all four wheels continuously. This is the fundamental difference between 4WD and AWD. The popularity of 4WD and AWD is adding service opportunities, but it is also adding issues and customer complaints that weren’t as common on simple front- or rear-wheel-drive cars and trucks. AWD and 4WD systems incorporate extra rotating parts, lubricating fluids, bearings, driveshafts, electronic components and other parts that will wear out and require maintenance over time. Today, complaints of non-functional AWD/4WD, illuminated dash lights alerting of a failure, vibrations and noises are most common. But there are a few issues and pattern failures that stand out.

Honda: The 1996-2012 AWD Honda CR-Vs, HR-Vs and Elements are primarily front-wheel-drive vehicles that incorporate Honda’s Dual Pump system for AWD operation. To achieve automatic AWD operation, these Honda products use a rear differential housing that integrates two hydraulic pumps, a valve body, and a multi-plate hydraulically operated clutch and a special dual pump

fluid. The driveshaft from the transmissionmounted transfer case turns one hydraulic pump in the differential housing, and the rear wheels drive the other pump. Under normal driving conditions (no front wheel slippage) these two pumps turn at the same speed, creating equal hydraulic pressure and no AWD operation. But if the front wheels start to slip and spin faster than the rear wheels, the front pump will increase hydraulic pressure and open a valve in the valve body activating the multi-plate clutch initiating AWD operation. The multi-plate clutch allows a specific amount of torque to be delivered to the rear wheels in an attempt to resynchronize the not only front and rear wheel speeds but the pumps’ hydraulic pressure. The higher the speed variance between the front and rear wheels, the greater the amount of torque that is transferred to the rear wheels because of the hydraulic pressure difference. As soon as the wheel speed is synchronized or if the brakes are applied, the clutch disengages and the vehicle will resume 2WD operation.

The operation of this unit is simple and self-contained but it has been prone to fluid failure due to lack of maintenance or moisture intrusion. A common customer complaint of a groaning, howling, whistling or clunking noise on turns can many times be repaired by simply changing the dual pump fluid. In

This rear differential assembly in a 2014 Jeep Cherokee uses a Rear Driveline Module (RDM) for AWD/4WD activation. There are TSBs available to address performance concerns and customer issues for this sometimes problematic system.

45 | ASP December 2016

Technical some cases the rear differential may have to be serviced a couple of times in order to get the fluid to flow through and clean out the old fluid from the multi-plate clutch pack.

There are specific TSBs to address these issues and they contain a burnishing procedure to force the dual pump fluid into the clutches, but many times driving in a figure eight for a few minutes and then draining and refilling the differential with fresh dual pump fluid is enough to cure the issues. In extreme wear cases that can’t be rectified by a fluid exchange and burnishing procedures, the clutch plates may have to be replaced.

psi and the pump may be active anytime the engine is running to maintain this pressure (more on this in a moment).When the vehicle detects wheel slip, the CCM is notified through the vehicle’s high speed communication bus. Using the rear differential clutch solenoid valve, it will begin to regulate hydraulic pressure to the clutch pack controlling the amount of torque transferred to the rear wheels. The amount of torque transferred is determined by various sensors and modules on the vehicle but controlled by the CCM. A number of concerns involving the TTD system have materialized, but the most common customer complaint is a service AWD message of some description on the driver’s information center (DIC). Internal part failures of clutch pistons and pumps have been noted but so have housing, pipe and fitting leaks that can easily cause trouble codes and concerns. Low fluid level in the TTD is a common concern. Another common issue is moisture intrusion into the CCM that Many times there are no indications that the is attached to the side of the TTD unit. If the vehicle is even equipped with AWD until it’s in for CCM unit is removed for any reason, it must diagnostics or on the hoist for other services. This be reinstalled properly. Proper installation name tag gives some indication. is imperative or moisture intrusion will be a Cadillac SRX/Buick LaCrosse AWD: problem.

These 2010-2012 vehicles feature a transmisThere have been a number of revised calision-mounted transfer case and a driveshaft brations and reflashes released for concerns to transfer power to a limited slip rear differsuch as booming noises on the highway and ential that is fitted with an electro-hydraulic rough-feeling turns, but improper eLSD multi-disc differential clutch assembly that clutch fluid level is a frequent issue and it GM calls the torque transfer device (TTD). won’t be fixed by a reflash. Because of the high Torque transfer to the rear wheels through pressures involved, a minimum of 10 minutes the TTD is controlled by the rear differential should pass before any work is done on the clutch control module (CCM) that is bolted TTD to allow the pressure to dissipate. onto the differential clutch housing. This TTD The TTD is filled properly when the eLSD unit has its own oil supply, separate from the fluid level is at the bottom of the TTD clutch rear differential: the electronic limited slip cover plug and the pump cavity is full. A scan differential (eLSD) clutch fluid. The eLSD tool is used to determine if the pump cavity is clutch fluid is used to apply the multi-disc full, monitoring the current draw of the TTD clutch if wheel slip is detected and the rear pump rear limited slip differential clutch wheels are to be driven even on dry pavement pump motor current parameter. under heavy acceleration. The CCM controls A full pump cavity will show a current draw an electric differential clutch pump that of 2.5-3.5A while the pump is running and a pressurizes the eLSD fluid; the CCM monitors cycling current of 0 to 2.5-3.5A as the pump the eLSD pump’s current draw to calculate turns on and off. Both of these conditions the pressure that is created. The CCM wants have to be met or the level may not be correct to maintain an operating pressure of 392-464 (remember, the engine has to be running).

46 | ASP December 2016

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Š General Motors

Technical

This under-chassis view is an example of an AWD system featured in the Cadillac SRX.

If the pump motor current is steadily below 2.5A, then the pump cavity is low on fluid.

If the eLSD fluid level is low or service on the unit has been performed, the level will have to be topped up. The filling and top-up procedure must be adhered to carefully and followed specifically. It involves a scan tool, engine running, WOT engine cycles, multiple level checks and a six mile road-test to ensure the level is correct, and to prevent trouble codes and dash warning messages. Because of the internal design of the TTD device (it has a separate compartment that has to be filled by this procedure before the level will be accurate), care must be taken to follow the step-by step directions carefully or the level in the TTD won’t be correct.

Ford: The 4WD system that Ford has used for many years involves an integrated wheel end (IWE) assembly. This vacuum-controlled system has caused more than its share of confusion and concerns with technicians and owners since its inception. The system is intended to allow the front hubs to freewheel using the IWE assembly. The IWE allows the hubs to separate from the driveshaft at the wheel end, resulting in less wear from backdriving all of the 4WD parts and pieces, less drag and slightly improved fuel economy.

The operation of the IWE is fairly simple.

When the operator requests 2WD operation,

vacuum is applied to the IWE actuator, retracting a clutch ring from the hub coupler and disengaging the hub from the drive axle. When 4WD operation is requested, the vacuum is removed from the IWE actuator and the clutch ring is re-engaged into the hub coupler by spring pressure joining the hub to the axle, now driving the wheel.

This close-up is an example of a corroded Ford IWE unit showing the vacuum and vent hose assembly. I like to use a smoke machine to hunt down leaks from corrosion or in spots where I can’t see the hard plastic vacuum line.

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Circle 117 on Reader Service Card

Technical

This photograph shows the Ford IWE hard plastic vacuum lines and a connector.

Proper vacuum throughout the system is imperative for proper operation. A vacuum leak, low vacuum or issues with check valves or solenoids is going to cause customer and driveability issues, especially if the operator is requesting 2WD operation.

Common complaints involve torque steer, ratcheting, grinding sounds or a whining noise at highway speeds when the vehicle is in 2WD mode. Low or missing vacuum is going to allow the clutch to engage or partially engage in the coupler. Disconnected vacuum lines at the IWE, cracked, melted or rodent chewed hard plastic vacuum lines, solenoid failures and check valves are the most common culprits. But so are corrosion, water intrusion and physical damage on the actual IWE components, especially in the Rust Belt areas where road salt and other chemicals are used to clear the roads in the winter.

Diagnosing the IWE system can be done with simple hand tools: a vacuum pump and a vacuum gauge. When the selector is set at 2WD there should be at least 5in/Hg vacuum at the IWE assembly. The best practice is to tee into the vacuum fitting between the IWE hose end and the IWE itself. If there isn’t 5in / Hg, then you have to start working backwards in the system and find the leak.

But if you don’t find any vacuum control, hose or fitting leaks you have to look at the IWE unit itself. The IWE unit has to be able to hold a good vacuum (20in/Hg) for at least five minutes. If I find the IWE won’t hold vacuum, I often use a smoke machine to verify leaks and cracks caused by corrosion and determine what parts need to be replaced. Don’t forget that this system still has a transfer case and a shift motor, but the takeaway here is that 2WD requires constant high vacuum, and 4WD no vacuum.

Propeller shaft vibration issues: All the extra rotating parts of the AWD/4WD system will form natural resonance that the engineers will work very hard to eliminate. They don’t want the customer complaining about driveline vibrations.

But as parts start to wear and mileage accumulates, vibrations and noises can become a common complaint. Most AWD/4WD vehicles will have a hanger bearing to support the propeller shaft that transfers the power from the transfer case to the rear differential.

These hanger bearings are frequently rubber insulated and when first installed are round.

Over time the rubber will become distorted and start to sag and become egg shaped,

Here is a heavily corroded IWE unit that is starting to crack and was causing a vacuum leak.

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Technical allowing the shaft to droop and create an imbalance.

A good visual inspection may not show this wear until the propeller shaft is grabbed and pushed up or sideways to reveal the wear in this bushing. They don’t tear like they older models did previously.

U-joints and driveshaft CV joints are also susceptible to wear and seizing up. It is now common to have to replace entire propeller shaft assemblies, as repair parts aren’t available. The manufacturers are very concerned about propeller shaft balance and the vibrations they can cause to the point that they recommend a driveshaft be scrapped if it’s dropped.

Electronics: The use of electronics has become the preferred method of actuation and control. Honda used the non-electronic AWD setup with great success for many years, but even they have succumbed to electronic rear differential control. Most manufacturers are now using electronics to control transfer cases, differentials, multi-disc clutch packs (electrically or electro-hydraulic) and viscous

clutch operation. The ability to precisely regulate torque flow for constant traction on all four wheels is much easier accomplished with the total integration of electronics and electronic components that are linked to various other sensors to control traction.

Universal joints and constant velocity (CV) joints on the rear propeller shaft are a common source of vibration. Care has to be taken to properly support the shaft when removing it to prevent bending and joint damage by letting it hang on the last joint during disassembly. Shown here is a hanger bearing and a CV style joint.

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Circle 118 on Reader Service Card

Technical has to be analyzed and verified first. After verifying or repairing any concerns, allow the battery voltage to drop below 9 volts and clear the codes and leave the ignition switch off for two minutes.

Then cycle the key on and if after 40 seconds no codes reappear in the CCM the issue was a voltage concern. If the codes reappear, then you will have to follow the proper diagnostic information.

The popularity of AWD and 4WD vehicles The support or hanger bearing is another common area of vibration due to rubber sag no will only enhance our services in the coming longer keeping the shaft in the center. years. There are common issues and pattern Because of this extensive use of electronfailures that stand out and service items ics, the use of a scan tool is now going to be and techniques that have to be adhered to imperative. Scan tools will be needed for for successful repairs, but following proper retrieving codes, bidirectional testing, reading maintenance and diagnostic procedures are data, proper level checking and monitoring still going to be a technician’s best friend. system operation. Another concern created All those extra rotating parts, pieces and by the heavy use of electronics is the frequent fluids will need to be serviced at some time. updates or reflashes released to correct opera- Although many fluids are advertised as tional issues, customer complaints and even “lifetime,” the service information will tell noises created by the system’s operation. you that many conditions such as towing and Ford has an update for 2011-2014 AWD temperature extremes exclude the fluid from Explorer models for ghost terrain managethe lifetime category, and regular maintement warnings on the dash that will not store nance will be required. The proper fluid in any codes. The anti-lock brake module has transfer cases, rear ends and torque transfer an available update to cure this situation. units has never been more important.

Ford also has an issue with some 2013 Flex, Considering the potential use of universal Explorer, Taurus, MKS, MKX and MKT fluids that may not meet the manufacturers’ AWD/4WD vehicles. They may not give you specifications, and with AWD/4WD now any diagnostic PIDs until the PCM is updated. being part of the vehicle’s stability control, But troubles codes don’t always indicate an the proper fluid must be used to ensure the electronic or control issue either and care customer’s safety. ● has to be taken to ensure all the basics are covered as with any diagnostic.

Jeff Taylor boasts a 31-year A number of GM models equipped with career in the automoAWD (2007-2010 Enclaves, Equinox, Acadia, tive industry with Eccles Torrent, Terrain, Vue, and Traverse) can set Auto Service in Dundas, DTC C0550 or C056D codes in the CCM and Ontario, as a fully licensed may illuminate the Service All Wheel Drive professional lead technimessage and render the AWD inoperative cian. While continuing to (2WD operation works fine). In many cases, be “on the bench” every other issues such as a no-start, slow cranking day, Jeff is also heavily and or a dead battery situation that required involved in government focus groups, serves boosting will have occurred around the same as an accomplished technical writer and has time that the message and codes set and that competed in international diagnostic comissue has to be dealt with first. Typically these petitions as well as providing his expertise codes will set if the battery voltage dips below as an automotive technical instructor for a 9 volts, so the charging and starting system major aftermarket parts retailer.

52 | ASP December 2016

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www.dsp-20group.com Circle 119 on Reader Service Card

Technical

Gasoline A designer product for the whole world Gasoline, the fuel that provides combustion for the vast majority of road vehicles, is a widely taken for granted. More than simply flammable liquid, the complexities of formulation and the detriment of combustion efficiency as fuel ages are widely ignored by the public. With a better understanding of the fuel source for our internal combustion engines, the technician is better armed when diagnosing hard-start, power loss or detonation issues.

By Jacques Gordon

U

nless the “low fuel” light is glowing, few people think about gasoline. We tend to have a favorite brand or gas station, but most of us know nothing about what we’re putting in the tank. It’s not often you’re faced with a car that won’t run right because there’s something wrong with the gasoline, which is exactly way the problems caused by bad gas are can be difficult to recognize. To understand how gasoline works and what happens when it doesn’t work properly, we need to know more about how it’s made and how it works in an engine.

Gasoline is one of the most highlydeveloped consumer products ever made.

It’s a liquid fuel, but liquid can’t burn until it becomes a vapor. The first carburetor was just a heated plate that vaporized liquid fuel dripping onto its flat surface. Air flowing over the plate carried fuel vapors into the engine, and if the mixture was just right, it ignited in the cylinder to drive the piston. Early engines could run on almost any flammable liquid: the most common fuel was kerosene.

As engines improved, better fuels were

needed. Today, instead of sucking fuel vapor into the combustion chamber, we inject finely-atomized liquid fuel directly at the intake valve or at the piston, relying on heat inside the chamber to vaporize the fuel. For this to work correctly, the fuel must vaporize consistently over a wide range of conditions.

Fuel that vaporizes at the wrong time or place can be hard to use, and it can even damage an engine. To understand how gasoline vaporizes, we need to understand volatility and vapor pressure.

Distillation Gasoline is a distilled product. The most basic distillation apparatus is just a kettle with a lid that has a small hole at the top. A tube leads from that hole to a collection vat.

When liquid is heated in the kettle, it evaporates and the warm vapors rise up and flow out through the hole and into the tube. There the vapor cools and condenses back to a liquid that flows down into the collection vat.

If the liquid is water, then purified water flows to the collection vat. But if another liquid with a lower boiling temperature is mixed in with the water, it can be separated

54 | ASP December 2016

Technical from the water by heating the vat to just above that temperature and keeping it there until no more liquid flows from the tube. For instance, alcohol boils at 173 degrees Fahrenheit, so...

Gasoline is distilled from crude oil, a mixture of dozens of different liquids that boil or “distill out” at different temperatures. The best crude oil can yield almost 50% gasoline by volume, but raw gasoline is actually several different liquids that boil at different temperatures. Some boil at less than 100 degrees F while others require more heat, up to 450 degrees F. The liquid that distills at each different temperature has specific characteristics that affect its performance as a motor fuel.

Gasoline that boils at a lower temperature evaporates more easily because it’s a smaller, lighter molecule, while the heavier molecules boil at higher temperatures. Modern oil refineries extract each different “weight” of gasoline into its own collection vat and then blend them in just the right proportion to produce a motor fuel with specific qualities.

Other chemicals are added later, but the fuel

that leaves the refinery is a specific mixture of all these different flavors of pure gasoline.

All gasoline from every oil refinery is made to ASTM Standard D4814, which provides the official, worldwide definition of gasoline. The standard specifies how the fuel must perform in certain lab tests. The most critical spec is volatility, which determines how easily the fuel evaporates (remember, liquid fuel won’t burn). The standard includes provisions for adjusting volatility.

A highly volatile gasoline contains more of the lighter molecules, and it’s needed for cold-starts when there is no heat in the engine

European car manufacturers display the fuel requirement as Anti Knock Index (AKI).

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Circle 120 on Reader Service Card

Technical to vaporize the fuel. However, high volatility also promotes vapor lock in a hot engine, and it increases evaporative emissions. So gasoline is blended at the refinery to adjust its volatility for the engines and conditions where it will be used. We measure the volatility of gasoline using the Reid Vapor Pressure Test.

magazine knows something about the problems caused by old, stale gas. If enough of the lighter molecules (light ends) evaporate out, it won’t vaporize in a cold engine. Even if you get it running with starter fluid, the engine still might not run properly until fresh gas is added to the tank. In a gas tank, gasoline has a shelf life of about 100 days.

Highly aromatic fuels that vaporize easily cause higher evaporative emissions in hot weather, especially at higher altitudes where RVP and ambient pressure are closer to each other. Also, on carbureted engines with low fuel pump pressure, vapor lock is more likely.

So gasoline is blended to provide the appropriate RVP for where and how the fuel will be used. RVP is also ‘fine-tuned’ with additives after the gasoline leaves the refinery.

Octane and additives

Reid Vapor Pressure Fill a container part way with liquid, put a lid on it and add heat. Some of the liquid will evaporate (vaporize), increasing the pressure in the sealed container. When the pressure is stabilized at 100 degrees F, the pressure inside the container is the Reid Vapor Pressure (RVP) of that liquid. A liquid with higher RVP evaporates more easily; it’s more volatile. The RVP of water is just under 1 psi, while the RVP of gasoline can be as high as 15 psi. In other words, gasoline evaporates more easily than water.

Gasoline is a mixture of liquids that evaporate at different temperatures, so they have different vapor pressures. Consider a tank of gasoline in a moving car in summer time.

As the fuel is being heated and shaken, the lighter molecules evaporate while the heavier ones are left behind in liquid form. The vapor pressure of the remaining fuel, and therefore its ability to vaporize, will decrease.

Usually a tank of fuel is consumed long before its volatility changes enough to affect engine performance. But anyone reading this

In a spark ignition engine, the sparkplug fires just a few degrees before the piston reaches top dead center (TDC), and combustion spreads outward from that point in what’s called a ‘flame front.’ Pressure in the cylinder rises sharply, peaking just a few degrees after TDC to drive the piston. In order for this to work correctly, combustion must start at the sparkplug and spread evenly from there.

As cylinder pressure rises, it’s possible for the fuel to ignite at a second location in the chamber, causing an early and uncontrolled rise in cylinder pressure as the two flame fronts meet. This is called detonation, and we can hear it as a knocking sound coming from inside the engine. One way to prevent this is to retard ignition timing, but that reduces power and fuel efficiency. A better way is to use a higher-octane fuel that resists uncontrolled ignition.

That’s all high-octane fuel does. It doesn’t deliver more power; it allows the engine to operate as it was designed to operate, with controlled combustion at all speeds and loads. Peak cylinder pressures are lower in low-compression engines, so they can use low-octane fuel. High-octane fuel won’t help it run better. High-compression engines and engines with forced induction need

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Circle 121 on Reader Service Card

Technical high-octane fuel because their peak cylinder pressures are higher.

There are two different lab tests for measuring octane. One test measures the fuel’s Research Octane Number (RON), which describes the fuel’s ability to resist knocking at low speeds and normal operating conditions. The other test measures its Motor Octane Number (MON), which describes the fuel’s anti-knock qualities at high speeds and more extreme conditions. Auto manufacturers specify the octane requirement of their engines, but it can be difficult to know the true octane of the fuel you’re buying. In the U.S., the number we usually see on the pump is the Anti Knock Index (AKI), which is calculated using RON and MON to approximate the fuel’s real-world performance.

Remember we talked about all the different gasolines that distill out at different temperatures?

Some have high octane ratings and some have very low ratings. They are blended at Anti Knock Index (AKI) and the refinery to octane are not the same thing, create a fuel but AKI is the number we’re with a base most likely to see displayed at octane rating, the pump as octane rating. and then the fuel’s AKI is adjusted upward with additives.

In most of the U.S., the automotive fuel that leaves the refinery is all the same octane. An octane booster is mixed in when it’s loaded into a tank truck for delivery to a gas station, along with other additives like anti-oxidants and corrosion inhibitors. Many different octane boosters have been used over the years.

Most have been discontinued because they present environmental and/or health hazards.

Today the most common octane booster is ethanol, which also affects a fuel’s RVP.

Regulation, RVP and RFG In the U.S., the RVP of gasoline for road vehicles is regulated by the EPA. During Circle 122 on Reader Service Card

58 | ASP December 2016

Technical winter months, RVP cannot exceed 9.0 psi.

Between June 1 and September 15, RVP is regulated to 7.8 psi in what the EPA calls “non-attainment areas” where ground-level ozone is higher than the allowable limit.

However, if the gasoline contains 9% to 10% ethanol, the “summer gas” RVP is allowed to be 1.0 psi higher.

The EPA regulates RVP to reduce groundlevel ozone, which causes serious health problems. Gasoline fumes are a major contributor to ground-level ozone, and that’s why cars have an EVAP system and an On-board

refueling Vapor Recovery (OVR) system. But some fuel vapors still escape into the air, and reducing the fuel’s volatility helps. Several factors affect local ozone levels, and they can change over time, so the EPA publishes an annual list of non-attainment areas. The RVP of gasoline sold in those areas is adjusted as needed.

Some states have earned waivers from these regulations by developing their own plan for reducing ozone levels. Some of those plans include Reformulated Gasoline, also known as RFG, and also known as oxygenated fuel.

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Circle 123 on Reader Service Card

Ad Index

Instant information from ASP advertisers You’re mere seconds away from receiving free Of course, you can always use the Reader Service product information. Just go to the website(s) listed Card to the right and send it to us, and we’ll connect totherightofeachadvertiserbelowandyou’rethere! you to the advertiser.

Instant product information at your fingertips.

Advertiser

Page

R.S #

31 Incorporated

47

116

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ACDelco

13, 15

ADVICS North America Inc.

19

105

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Aftermarket Auto Parts Alliance Inc.

OBC

127

www.aspquiklink.com/16127

Arnott Inc.

58

122

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AUTEL

39

114

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Automechanika Chicago

63

124

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Blackburn OEM Wheel Solutions

7

103

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Bosch Automotive Service Solutions

49

117

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Centric Parts

21

106

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Dealer Strategic Planning Inc.

53

119

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Drew Technologies

9

104

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Drew Technologies

25

108

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Federated Auto Parts

5

102

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Harland Clarke iPrint

51

118

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Innovative Products of America Inc.

55

120

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Jiffy-tite Company

IBC

126

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Lang Tools

64

125

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Motorcraft

27

Nissan North America Inc.

29

109

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O’Reilly Auto Parts

IFC

101

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O’Reilly Auto Parts

37

113

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O’Reilly Auto Parts

57

121

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Permatex

41

115

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Schrader Performance Sensors

31

110

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SKF USA Inc.

33

111

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Standard Motor Products Inc.

35

112

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Tracer Products

59

123

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VDO OE Replacement Parts

23

107

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60 | ASP December 2016

Quik-Link

Technical Pure gasoline is a hydro-carbon molecule that has no oxygen atoms. Gasoline is oxygenated with additives that are blended into the fuel after it leaves the refinery. Ethanol has oxygen molecules, and since it’s also an octane booster, it’s used everywhere in the U.S., not just in non-attainment areas. The maximum allowable content is limited to 10% by volume. If it contains more alcohol than that, it’s not called gasoline.

Ethanol works well as an engine fuel. It’s highly volatile, has a high octane rating and is a very clean fuel. However it carries about one-third less energy than gasoline, and the way it’s produced in the U.S. makes it a netnegative-energy fuel, meaning we use more energy to produce ethanol than we get back from using it as fuel.

Ethanol has a higher vapor pressure, so when using it to oxygenate gasoline, the base fuel is blended to a lower RVP to meet EPA

regulations. Extra oxygen in the fuel means more oxygen in engine-out exhaust gas. The engine control unit interprets this as a lean air/fuel ratio, so it fattens the mix to compensate. This can reduce fuel mileage, and some drivers notice a reduction in performance with summer gasoline.

Fuel oxygenated with ethanol can hold ten times more water than pure gasoline, and it can absorb water from humid air. In some climates this can cause problems. Alcohol mixes more easily with water than with gasoline, especially at lower temperatures. If the temperature drops quickly, the ethanol will be drawn out of the gasoline and into the water, and this mixture will settle to the bottom of the tank. This is known as phase separation.

The remaining gasoline will be less volatile and have a lower octane, so even if the water is not picked up by the fuel pump, the engine will be harder to start and it might knock.

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Technical Deposit control When an engine is shut down, the injectors and intake valves heat soak because there’s no fuel flowing through them to carry the heat away. Liquid fuel on the valves or in the injectors will cook and form a hard varnish deposit. These deposits can increase emissions, so the EPA requires gasoline to contain a minimum amount of a certified deposit control additive. This is basically a detergent that prevents deposits from forming in the engine and fuel system.

Eight auto manufacturers — BMW, GM, Mercedes-Benz, Fiat Chrysler, Honda, Toyota, VW and Audi — have shown that gasoline made with only the required amount of deposit control additive doesn’t control deposits well enough to preserve the driveability of an engine. They have tested and identified several brands of gasoline that they call top tier detergent gasoline, which meets their

Circle 125 on Reader Service Card

tougher standards for deposit control. The list of retail brands can be found at http://www. toptiergas.com/licensedbrands/.

By the time it gets to the pump, there are real differences in gasoline, because octane boosters, detergents and other additives are put in at the distribution center. But except for local adjustments to RVP, all automotive gasoline is the same when it leaves the refinery.

It’s complex and fragile, and it’s one of the most important designer products in the world. ● Jacques Gordon has worked in the automotive industry for 40 years as a service technician, lab technician, trainer and technical writer.

He currently holds ASE Master Technician and L1 certifications and has participated in ASE test writing workshops.

64 | ASP December 2016

Products Federal-Mogul Motorparts adds knuckle assemblies

ity. The wrench now delivers up to 850 ft.-lbs.

(1,150 Nm) torque in reverse, providing the high performance of an air tool, but with the maneuverability of a battery-powered tool, enabling powerful and efficient bolting. Lithiumion batteries provide the operator with more power and a run time which is twice that of other conventional products.

Federal-Mogul Motorparts’ Moog steering and suspension brand has introduced complete knuckle assemblies that simplify bearing replacement and save time on several popular late-model passenger vehicle applications.

The knuckle assemblies include CHICAGO PNEUMATIC TOOL CO. all of the premium compo- Circle 162 on Reader Service Card nents — Moog knuckle and www.aspquiklink.com/16162 backing plate with corrosionresistant E-coat; Moog wheel hub assembly; National axle bearing; axle nut; and lock ring — needed for a complete repair.

FEDERAL-MOGUL MOTORPARTS Circle 160 on Reader Service Card www.aspquiklink.com/16160

Knipex Tools has introduced extra long needle nose pliers

Knipex Tools has introduced 11-in. extra-long needle nose pliers for strong and flexible gripping of small pipes, screws, and round parts in Tenneco has expanded its lineup of Walker hard-to-reach areas. The pliers feature multiple CalCat California Air Resources Board (CARB) gripping zones that are perfect for pulling and compliant replacement catalytic converters, twisting, making them a versatile multi-use tool with 81 new direct-fit and universal units in- for the automotive industry. Work pieces can troduced this year. be carefully grabbed, held and guided with the More than half of four grooves in the jaws of the slim, yet robust, the new C al C at pliers, according to the company. converters feature KNIPEX TOOLS LP timesaving directCircle 163 on Reader Service Card fit designs, which www.aspquiklink.com/16163 enable automotive service providers to Clore introduces heavy-duty fleet complete the installations without specialized battery charger tools or custom fabrication.

Clore Automotive has added TENNECO INC. Pro-Logix PL5100, a heavy-duty Circle 161 on Reader Service Card 12/24 volt fleet wheel charger, to www.aspquiklink.com/16161 its Solar brand product line. The new charger features multiple Chicago Pneumatic charge rates from 15A to 100A cordless wrench provides to quickly and easily deliver a 10% more power precise charging routine to Chicago Pneumatic Tool has up- vehicles of all shapes and sizes, graded its CP8848 1/2-in. cordless from passenger vehicles to overimpact wrench to provide 10% the-road trucks with an 8-bathigher power. The company says tery configuration. this impact wrench offers optimum CLORE AUTOMOTIVE INC. power and battery performance for increased Circle 164 on Reader Service Card productivity, durability, ease of use and mobil- www.aspquiklink.com/16164

Tenneco expands Walker catalytic converter line

65 | ASP December 2016

Products New Liqui Moly oil glows green

height for easy vehicle positioning. Its 24 3/4in. independent platforms accommodate a wide range of vehicles and pick-up points. It has a 7,700-lb. lifting capacity.

Molygen New Generation oils by Liqui Moly are not brown, but glowing green which signals an especially strong protection that reduces friction in the motor by up to 15% FORWARD LIFT and wear by up to 30%.

Circle 167 on Reader Service Card This protection is provided by friction modifiers, www.aspquiklink.com/16167 which are chemical ingredients that smooth the metal surfaces in the motor and even out Centric Parts adds microscopically small bumps. These modifiers StopTech brake protect against wear and reduce friction in the kits for Mazda motor, decreasing fuel consumption. The MoMiatas lygen product line comprises five motor oils in Centric Parts has inthe viscosities 5W-20, 5W-30, 10W-30, 10W-40, troduced a program and 5W-40. of StopTech brake kits LIQUI MOLY GMBH and components for the 1989-2016 Mazda Circle 165 on Reader Service Card MX-5 Miata. The program covers all model www.aspquiklink.com/16165 year Miata/MX-5 variations and supplements the comprehensive range of OE replacement Penray adds parts offered by Centric Parts, including rear catalytic components to pair with the front StopTech converter Big Brake Kits. Centric Parts says StopTech brake cleaning kit components offer significantly improved braking Penray has introperformance, feel and modulation over stock duced the Catalytic systems, as well as reduced fade.

Converter CleanCENTRIC PARTS ing Kit #2901 for Circle 168 on Reader Service Card gasoline-powered www.aspquiklink.com/16168 cars and light-duty trucks. This new two-step chemical cleaning kit removes contaminants from the catalytic converter, restoring its ability to reduce harmful hydrocarbon emissions and eliminating the need for costly replacement, according to Penray. Arnott has a new rear shock for PENRAY INC. Circle 166 on Reader Service Card www.aspquiklink.com/16166

Mercedes-Benz

Arnott has introduced an aftermarket rear shock absorber for the 2005 to 2011 Mercedes-Benz ML-Class (W164 Chassis) and the 2007 to 2012 Forward Lift has low-profile scissor GL-Class (X164 Chassis), both with Airmatic and lift for small service bays Adaptive Damping System (ADS). The company Forward Lift says the new FS77 scissor lift is says the shock replaces the worn OE shock and designed for smaller service bays and quick- includes a sensor to bypass and turn off ADS service tasks. It is third-party tested and certi- dashboard warning lights. fied by the Automotive Lift Institute (ALI). The ARNOTT INC. new lift uses less than 44 square feet of space, Circle 169 on Reader Service Card and features a low-profile 4 1/8-in. drive-over www.aspquiklink.com/16169 66 | ASP December 2016

Products ACDelco adds to cabin air filters line

HS5713A) includes all the parts — 46 pieces in total — that technicians need to do the job properly. The head gasket in the Jeep head set uses 301 full hard stainless steel with an embossment on each layer at critical sealing areas for maximum sealing, according to Mahle.

ACDelco is adding 31 cabin air filter part numbers covering more than 5 million vehicles on the road today to its Professional cabin air filter line. ACDelco says key benefits include: advanced filter media technology based on OE designs; avail- MAHLE AFTERMARKET INC. able in both carbon and non-carbon paper filter Circle 171 on Reader Service Card media; designed for excellent filter capacity, www.aspquiklink.com/16171 efficiency and flow management for superior performance; and a durable three-layer design which traps more allergens.

ACDELCO

Integrated Supply Network offers Monster adhesive repair kit The Monster brand from Integrated Supply Network has released an adhesive and filling powder kit for repairing, rebuilding, remolding and rethreading metal, plastic, rubber and wood. The Monster adhesive repair kit comes with two .52 fluid ounce adhesives and three .52 fluid ounce filling powders (grey, black, and white). The company says rescue bond has incredible bonding versatility for repairs in metal, plastic, rubber, and wood. It is heat resistant for engine parts repairs, offers high pressure resistance for air pressure hoses and joints, is drillable, and can be sanded and painted.

Gates adds Century Series belts Gates has added five Century Series Stretch Fit belts covering a total of 688,749 VIO (vehicles in operation), including the air conditioning belt on 2011 Ford F-Series pickups with the 5.0L engine.

The belts feature proprietary elastic tensile cord members and are engineered for exact fit and optimal performance on unique stretch fit drive systems, according to the company.

GATES CORP. Circle 172 on Reader Service Card www.aspquiklink.com/16172

Ride Control has new seal technology for heavy-duty shocks

Ride Control has developed a misting reduction seal for its Gabriel brand heavy-duty shock products designed to extend service INTEGRATED SUPPLY NETWORK INC. life and reduce overall downCircle 170 on Reader Service Card time for maintenance. The www.aspquiklink.com/16170 company says the improved misting-reduction seal technology reduces oil Mahle offers gasket set for Jeep escape by up to 70% over time. The enhanced The Mahle Original brand head gasket set for seal is available in the company’s FleetLine com1999–2006 Jeep 4.0 liter, 6-cylinder engines mercial truck, trailer, and bus shocks and GasSLX from Mahle Aftermarket features OE quality adjustable shocks. multi-layer steel (MLS) construction for both RIDE CONTROL LLC the head gasket and the intake/exhaust mani- Circle 173 on Reader Service Card fold gaskets. The company says the set (P/N www.aspquiklink.com/16173 67 | ASP December 2016

Products parking brake (EPB) service, diesel particulate filter (DPF) resets and more electronic resets.

JS PRODUCTS INC. Circle 176 on Reader Service Card www.aspquiklink.com/16176

Expanded Technologies offers mats

MAT Holdings expands Bendix Fleet MetLok Brakes line

Expanded Technologies has introduced a line of dual density utility mats for organizing and protecting small tools and parts. The company says the mats are perfect for benches, utility carts, toolboxes and tables. They are offered with a peel and stick backing or nonslip backing.

Both types provide stability and can be installed quickly. Every mat is made with a durable, dual density nonslip material for a secure and gentle working environment on any size surface.

Mat Holdings has relaunched the Bendix Brakes brand Fleet MetLok line of automotive disc brake pads and rotors. Designed for use in severe-duty applications and service and pursuit vehicles, the line provides even better friction performance and coverage, according to the company. It has been expanded to include rotors EXPANDED TECHNOLOGIES CORP. as well as pads.

Circle 174 on Reader Service Card Bendix Fleet Metwww.aspquiklink.com/16174 Lok semi- and lowmetallic brake pads feature friction formulations KTI has new exhaust hanger pliers proven to provide noise-free performance, fade The new exhaust hanger pliers (P/N KTI54055) and heat tolerance, durability and excellent from K Tool International (KTI) are used to stopping in demanding applications. The line’s remove the hanger rotors are built with alloyed carbon performance by pressing on the castings, which provide optimum thermal stabilsteel hanger ity and strength. bracket and MAT HOLDINGS INC. pulling the Circle 177 on Reader Service Card rubber hanger in one motion. www.aspquiklink.com/16177 The company says a self-locating force pin locks onto the pin while the flat paddle pulls Amsoil offers grease gun kit off the rubber hanger from behind. The heavy- Amsoil has introduced a premium grease gun duty tool has a 25-degree offset to allow for kit for automotive, powersports and commereasy access in tight spaces. The exhaust hanger cial equipment. The new pliers have cushioned slip-resistant handles.

Amsoil Deluxe Grease K TOOL INTERNATIONAL Gun Kit develops up to Circle 175 on Reader Service Card 3,500 psi. The company www.aspquiklink.com/16175 says the new grease gun offers improved JS Products introduces Steelman RT- pumping performance 4000 Pro Reset tool and ensures grease is JS Products Inc.’s new Steel- adequately applied to man RT-4000 Pro reset tool the application. It includes two convenient has step-by-step instructions grease-distribution options (flexible hose and for performing resets on the rigid pipe). tool. The Steelman RT-4000 Pro AMSOIL INC. performs battery resets, oil and Circle 178 on Reader Service Card service light resets, electronic www.aspquiklink.com/16178 68 | ASP December 2016

Products Spray Nine heavy-duty cleaner also disinfects

out port for recharging other devices, such as cell phones. Batteries can be charged inside the flashlight, or outside, so users always have a fresh battery ready.

Spray Nine HeavyD u t y C l e a n e r/ Degreaser from Permatex is designed to clean, degrease, and disinfect in a single step. The company says the all-in-one cleaner is extremely versatile, easily tackling dirt, grease, stains, and tough soils in all types of vehicles, shops, and service facilities. It is also very effective in controlling mold and mildew, eliminating bacterial odors, and reducing cross contamination of germs.

COAST PRODUCTS INC. Circle 181 on Reader Service Card www.aspquiklink.com/16181

Huf has a new app for servicing TPMS

The new Intellisens app with HC1000 from Huf North America Automotive Parts Manufacturing enables technicians to use PERMATEX a mobile device, instead Circle 179 on Reader Service Card of a diagnostic tool, to www.aspquiklink.com/16179 diagnose and configure tire pressure monitoring system (TPMS) sensors. The app includes Cardone releases variable valve a vehicle identification number (VIN) and year timing solenoids make and model look-up tool. With the use of a Cardone Industries has released variable valve smartphone (IOS or Android) or a tablet, along timing solenoids designed to enhance engine with the HC1000 wireless adapter, a technician performance while can diagnose all vehicles and program the Huf s i m u l t a n e o u s l y Intellisens universal sensors. i m p r o v i n g f u e l HUF NORTH AMERICA economy. Cardone Circle 182 on Reader Service Card says its engineers www.aspquiklink.com/16182 conducted flow and oil pressure tests to maximize efficiency along with endurance testing Continental’s VDO Autodiagnos on engines to ensure fit, function and reliability. Check tool simplifies service CARDONE INDUSTRIES INC. Continental Commercial Vehicles & Aftermarket Circle 180 on Reader Service Card new VDO Autodiagnos Check tool simplifies www.aspquiklink.com/16180 everyday service applications. Continental says service center technicians who do not specialize in vehicle diagnostics can use it and no special training is required.

VDO Autodiagnos Check provides quick Coast has new high-powered access to vehicle sysrechargeable flashlight tems supports service Coast Products’ new HP314R LED recharge- center tasks such as able flashlight has a light distance of more than vehicle health check, half a mile. The dual powered flashlight works engine, braking systems, transmission, SRS/ with either lithium or alkaline batteries. The Airbag, climate and steering/suspension. The company’s exclusive Flex Charge Dual Power company says menu navigation is quick and easy.

Rechargeable System and Pro-Tek Charging Port CONTINENTAL COMMERCIAL VEHICLES & is built into the new HP314R. The flashlight’s AFTERMARKET tail cap pops up to reveal a micro-USB port. Circle 183 on Reader Service Card The rechargeable battery pack includes a USB www.aspquiklink.com/16183 69 | ASP December 2016

Products Hunter releases new mount head for tabletop tire changers

bly. This design enables technicians to easily switch between three-position flip-up adapters Hunter Engineering’s s new plastic for body-on-frame vehicles, round polymer mount head for tabletop tire chang- adapters for unibody vehicles, and thread-up ers is optimized for today’s wheels. The truck adapters. company says raised spoke wheels and ROTARY LIFT clad wheels that can challenge other Circle 186 on Reader Service Card mount heads are simple for the new www.aspquiklink.com/16186 polymer head. The new mount head also features a patented “wing” Bosch unveils OTC Evolve tablet on the reverse to simplify The OTC Evolve from Bosch Automotive Service mounting many tough tires.

Solutions is a ruggedized tablet capable of diagHUNTER ENGINEERING CO. nosing more than 25,000 vehicle systems and Circle 184 on Reader Service Card 58,000 vehicle ECU combinations using new www.aspquiklink.com/16184 Bravo 3.0 software and a fast Android operating system. Bosch says its capabilities also include New Bartec tool covers more than 11,000 actuation tests and more TPMS, tread depth, and than 1,400 adjustment tests; a 10.4-in. optically tire pressure bonded screen; dual WiFi Bartec USA’s new Tech200Pro architecture that provides diagnostic tool incorporates a WiFi connection to the TPMS sensor testing and activaincluded J2534-compliant tion, tread depth measurement wireless VCI with simultaneand tire pressure checks. The ous internet connection to company says the Tech200Pro the shop; and a tablet dockhas full TPMS sensor capability ing station and backpack for storage. which allows the user to test sensor function, BOSCH AUTOMOTIVE SERVICE SOLUTIONS status, fitment, and pressure. Tread depth mea- Circle 187 on Reader Service Card suring is very accurate at ±.1 millimeters, and can www.aspquiklink.com/16187 measure tread up to 22 mm (almost 7/8-in.). The Tech200Pro sends data via wireless bluetooth Philips’ air to a PC or work station. purifier works

in minutes

BARTEC USA LLC Circle 185 on Reader Service Card www.aspquiklink.com/16185

Trio Arms come on medium-duty lift

The new Philips GoPure200 Automotive Clean Air System from Lumileds is designed to remove pollutants, dust, allergens, and toxic gases and neutralize unpleasant odors in less than 15 minutes. The company says the compact, medical grade air purifier cleanses the vehicle interior environment by removing air pollutants, dust, and allergens. It also removes toxic gases that are typically released from new car parts.

The GoPure200’s compact footprint of only 7 in. wide by 2.5 in. high makes it easy to use on the dashboard, windshield, or headrest.

Rotary Lift’s Trio Arms are now standard on its medium-duty SL212 12,000 lb. capacity SmartLift in-ground lift.

The company says the three-stage arms provide an 18% wider reach than standard arms and a sliding adapter system that enables technicians to more quickly and precisely spot a vehicle. On Trio Arms, the third LUMILEDS LLC telescoping arm segment is replaced with an Circle 188 on Reader Service Card integrated lightweight sliding adapter assem- www.aspquiklink.com/16188 70 | ASP December 2016

Circle 126 on Reader Service Card

Circle 127 on Reader Service Card