Auto Service Professional - April 2019

Auto Service Professional ÂŽ

April | 2019 | Vol. 9, No. 2

ADASservice poses challenges and opportunities

Also in this issue:

TPMS tips Start/stop technology

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April 2019 • Vol. 9, No. 2

Contents Te c h nica l

technology 10 Start/stop Understanding operation, diagnostics and service service 22 ADAS Advanced driving assistance systems

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pose challenges and opportunities

tips 36 TPMS Examples of OE procedures B u sin e s s

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20 Davis Automotive Inc.: Established shop expands to new facility to handle growing demand

10 36 Departments

4 Straight Talk Torque specs are listed for a reason

8 Tech Tips From pre-oiling a fresh engine to a vexing Vette

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48 Technical Service Bulletins From an Equinox start switch glitch to a Jeep MAP sensor DTC

53 Products New and innovative equipment for your tool chest and shop

58 Ad Index Your connection to free information A pril 2 019

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Straight Talk

Torque specs are listed for a reason

W

Mike Mavrigian, Editor

We recently had a 1999 VW Passat equipped with a 1.8L engine enter the shop. The issue involved a horrendous amount of oil smoke exiting the tailpipe. This wasn’t just a hint of smoke that might suggest worn valve guides or rings. This was a military grade, wartime billowing cloud that made the car invisible to following traffic. The car also ran like, well, you know. It went into limp mode and the customer just barely made it to the shop.

As it turns out, the owner had checked the engine oil dipstick to find only a hint of oil at the tip of the stick. Assuming this meant the engine was out of oil, he added five quarts, resulting in a massive overfill. You can guess the rest.

Naturally, we needed to drain the oil and re-fill to the proper level (prior to replacing fouled spark plugs, O2 sensors, etc.).

Now we get to the point of this tale. The engine oil pan drain plug on this engine’s cast aluminum pan features a 17 mm male hex, and the plug threads are a substantial 26 x 1.5. (steel pans use a 14 x 1.5 thread plug). Using a ratchet and 17 mm six-point socket, the plug would not budge.

Naturally, we went big, switching to a long, 12-inch drive ratchet, still with no results. To make a long story short, we ended up using an air chisel to “walk” the

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plug loose, mangling the hex in the process. It took (and I’m not exaggerating) 30 minutes to remove this plug. Whoever had worked on the vehicle prior to coming to our shop apparently used an impact gun on full-throttle to install the plug, and had forgotten to install a crush washer.

The OE torque spec for this plug is 22 ft.-lbs. If the prior shop had followed this specification, removal would not have been an issue.

Threaded fastener torque values are provided in service manuals for a reason. For stressrelated applications, such as cylinder head bolts, connecting rod bolts, various suspension fasteners, etc., a torque value was determined to provide the necessary bolt “stretch” in order to achieve proper clamping load. In applications such as sealing plugs, trim pieces, etc., the torque value was established to achieve the level of thread load engagement that was determined by engineers to provide adequate retention of the fastener. The OEMs don’t list fastener torque values just to fill space in the service manual.

I’m quite frankly surprised, given the horrific torque that someone applied to this plug, that the pan’s female threads weren’t ripped out.

While a skilled and seasoned technician can often “wing it”

The drain plug was not only severely over-tightened, but access was limited as well. It was a chore to remove this plug. when installing a threaded plug by feel, blindly tightening any threaded fastener with the mindset of “the tighter the better” is just asking for trouble. While I’m not trying to be unreasonable by insisting on taking the time to look up the torque spec for every fastener and walking over to the tool chest to grab the appropriate torque wrench, there is simply no excuse for severely over-tightening (or carelessly under-tightening) an oil drain plug.

In this case, we got lucky, avoiding the need to replace the pan. We replaced the Passat’s drain plug with a new unit, along with the correct crush washer, and we tightened it to 22 ft.-lbs.

Torque specs exist for a reason: Try to follow them. ■

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Resources

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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 & Digital Projects Editor: Joy Kopcha Joy.Kopcha@bobit.com Senior Editor: Ann Neal Ann.Neal@bobit.com Art Director: Vince Taroc Vincent.Taroc@bobit.com Graphic Artist: Jeff Polman Jeff.Polman@bobit.com Production Manager: Karen Runion Karen.Runion@bobit.com Contributors: Jeff Taylor/Diagnostics & Driveability Specialist

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

Turn to it any time you need the latest technical service bulletins, in-depth

Bill Fulton/ASE Master Tech Edwin Hazzard/Mobile Tech Specialist Advisory Board: Tim Lasley/Wilson’s Garage of Pfafftown, NC Jeff Smith/Smitty’s Car Service, Doylestown, OH Mark Cunningham/Cunningham’s Automotive Repair, Ottsville, PA Bill Caroniti/Updated Automotive, North Royalton, OH Sales: Dan Thornton / djtinc@gmail.com (734) 676-9135, mobile (313) 410-0945

technical articles, the newest products

Bob Marinez / Bob.Marinez@bobit.com (330) 899-2200, ext. 2217, fax (330) 899-2209

and new tool reviews. Our site also fea-

Marianne Dyal / Marianne.Dyal@bobit.com (760) 451-9216

tures news from suppliers and manufac-

Customer Service/Subscription Service Phone: (888) 239-2455 / Fax: (888) 274-4580 Email: bobitpubs@omeda.com

turers 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!

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Auto Service Professional is a Bobit Publication Executive offices: 3520 Challenger St. Torrance, CA 90503 CEO: Richard Rivera President: Sherb Brown

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Te chnical

TECH TIPS

From pre-oiling a fresh engine to a Ford 4WD front axle

Pre-oil fresh engine This subject has been discussed in the past but always bears repeating. Prior to starting any new or freshly rebuilt engine, it is absolutely critical to first prime the oiling system to make sure that all bearing surfaces, lifters and rockers are lubricated with pressurized oil. This also removes air from the system, replacing it with oil. This ensures a safer start-up, protecting critical areas. First remove all spark plugs and valve covers.

Since it will be necessary to rotate the crankshaft, removal of the spark plugs relieves air pressure and makes the crank easier to turn. The valve covers must be removed in order to visually verify that oil is being delivered to the rocker arms or cam followers.

If the engine is equipped with a distributor, remove the distributor. Using an adapter that connects to the wet sump oil pump and a strong, corded electric drill, turn the oil pump until oil pressure is achieved.

Do not use a weak and/or cordless drill, as this will not turn the oil pump fast enough. Have a helper slowly rotate the crankshaft two full revolutions during pressurization. This aids oil to be fed to the main bearings and cam bearings as the oil holes in the journals pass by the oil feed holes in the block.

In the case of a pushrod engine, you should see oil exiting at each rocker arm. If the engine is distributorless, use a pre-oiling canister (a pre-oil canister

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A pre-oil canister features an internal bladder. Simply fill with oil, and then charge with compressed air. Once connected to the block’s oil port, opening the canister valve forces oil into the engine. works with any type engine).

Fill the canister with fresh oil and pressurize the canister with compressed air. Connect the canister’s oil hose to an oil port on the block (the location for the oil pressure gauge is a good choice).

Open the canister’s valve and allow pressurized oil to enter the engine. Again, slowly rotate the crank two full turns during pressurization. Once the pressurized oil has flowed through the engine, disconnect the pressure can’s hose and/or replace the distributor, spark plugs and valve covers. Drain the engine’s oil pan and refill to the correct volume. Failure to pre-oil a fresh engine can easily result in damage to main, rod and cam bearings and to the valvetrain.

Ford 4WD front axle Ford F-350 4WD trucks seem to love to break the universal joints on the right front axle, with the joint actually fracturing and breaking apart.

When servicing, after removing the outer hub lockout assembly and the brake caliper and bracket, remove the C-clip accessed from the outside which requires a pair of long-nose circlip pliers. Separating the hub can be a chore, as it’s likely rusted in place.

The four nuts (accessed from behind) can be stubborn, requiring added “leverage” on a breaker bar.

The hub is likely rusted in place, so separating it can involve extensive banging and prying.

That’s the worst of it. Pushing/ pulling the axle requires defeating the grip of the outer seal.

Once the axle is out, clean the inside of the housing of rust and lightly lube the surfaces that contact the seal area.

During installation of the new axle, don’t make the mistake of installing the axle, followed by installing the outer seal. The inside of the seal interference fits onto the axle.

Install the seal onto the axle first, making sure it bottoms out against the chamfer fillet on the axle.

Then install the axle and seal into the housing as an assembly.

If you try to install the seal with the axle fully installed, it will be difficult to seat the inside of the seal onto the axle.

By the way, if the threads on the four studs of the outer hub are damaged as a result of previous removal, the threads are 14 mm x 1.5. Use a chaser die over the studs before installing the outer hub. ■

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Start/Stop

START/STOP TECHNOLOGY

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Understanding operation, diagnostics and service Any time that an internal combustion engine (ICE) is running, it is consuming fuel and creating emissions. The type of fuel doesn’t matter. The ICE is consuming this fuel to run and in turn producing CO2 gas and other pollutants out the exhaust, something that manufacturers want to limit.

Shutting off the engine stops fuel consumption and CO2 and other emissions, so why not just shut off the engine when it’s not needed?

Idling at a stop light is one of these opportunities.

Shutting off the engine while the vehicle is stopped can increase fuel economy by 3% to 10%, typically. And this increase in economy is only from shutting off the engine at idle. There are estimates that in the U.S. alone, more than 3.9 billion gallons of gasoline are wasted by idling vehicles each year. Some companies are working on shutting off the engine during periods of no load, coasting or when the vehicle is travelling downhill, looking for greater increases.

But for now, the concentrated effort is shutting off the ICE when at a full stop and maintaining all the comforts that today’s drivers demand.

The engine must start quickly and smoothly when the brake pedal is released or the accelerator pedal depressed, so the vehicle moves away as the driver commands.

The idea of shutting off the engine at idle isn’t new. The idea was developed and marketed back in 1974 on a six-cylinder Toyota Crown. Fiat and Volkswagen and others tried to adapt idle shutoff technology in the 1980s and 1990s to their vehicles, but the systems were at best awkward and high priced.

Current technology has made shutting off the ICE at idle more attractive to manufacturers looking for ways to get better fuel economy

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By Jeff Taylor

and producing fewer emissions. An example is the Ford 2.7L V6 F-150, which shuts off at idle.

This idle shutoff technology has many names as each manufacturer develops its own proprietary name. Examples include Hyundai and Kia’s Intelligent Stop and Go (ISG), Honda’s Idle Stop, Mazda’s i-Stop and Ford’s Auto Start-Stop. For this article, I will refer to this technology as stop/ start to keep it simple.

Almost all stop/start systems fundamentally work the same: the ICE will shut off when the brake pedal is depressed, and the vehicle is stopped (not moving) if all the enabling conditions are met.

Understanding the stop/start functional differences, operational theory and system components differences from a regular starting system are a necessity if we are going to be diagnosing, repairing and servicing the various components and sub-systems.

There are significant differences incorporated into a stop/start system: an enhanced starter motor, an enhanced battery and the powertrain management system coordinating the operation.

Individually these components are very similar to what most of us are familiar with, but there are variances that need to be observed and understood before we can properly diagnose and repair this system.

The enhanced starter motor The stop/start starter motor is going to be used much more often during its lifetime than a regular starter motor. This requires a reinforced design, stronger bearing areas, a redesigned and strengthened pinion meshing mechanism, more durable and sturdy commutator design and enhanced planetary gears where appropriate.

PHOTOS COURTESY OF JEFF TAYLOR

The dash cluster will usually have an indicator that the engine is off during a stop/start event.

At left is the tachometer on a Mini Cooper. A Ford Edge tachometer is on the right.

But making the starter stronger and more durable is only one aspect. This new enhanced design starter motor must be able to engage and disengage the pinion into the ring gear quietly and smoothly while the engine’s crankshaft is still rotating. A conventional starter’s pinion can’t engage into the ring gear until the engine has come to a full stop. In order to accommodate the need for immediate and smooth engagement, an enhanced starter design is required. Think of the terrible screeching noise the pinion in a conventional starter makes as it tries to engage the already moving ring gear of a running ICE. The stop/start system needs the pinion to be engaged with the ring gear before the engine stops, to reduce the time it takes to restart the engine. This is especially important if the stop/ start situation has quickly changed during normal vehicle operation. For example, when a driver is in stop/start mode and is slowing to a stop, the system is going into stop mode but the driver releases the brake and starts to accelerate again, this requires an almost immediate restart.

There are two popular enhanced starter motor designs: 1. The use of a dual or tandem solenoid enhanced starter motor is currently the most popular. This design uses a second solenoid or solenoid relay assembly that will allow the engagement of the pinion into the ring gear while the engine speed is at idle or below (600 rpm to 0 rpm). Using this arrangement of having the pinion engaged with the ring gear allows for quicker restarts from an idle stopped position (cutting up to a second and a half off of a start cycle as compared to a traditional starter).

2. The other design is for the starter motor to be permanently engaged to the ring gear.

This enhanced starter motor eliminates almost any lag in restart time. This has been used in Europe and other markets since 2009 on some Toyota models but hasn’t made it to the North American market yet.

The stop/start battery or batteries The battery used in the stop/start system needs to be able to deal with the increase in starts and the electrical loads (radio, climate, cooling system, etc.) that continue to draw from the battery when the engine is off. The conventional standard starting, lighting and ignition (SLI) battery is not capable of keeping up with these demands and is replaced with either an enhanced flooded battery (EFB), which is a lower price alternative, or the preferred absorbed glass mat (AGM) battery. Both the EFB and AGM have greater deep cyclic durability, something that the stop/start system requires.

An EFB is capable of about 85,000 engine starts vs. 30,000 from the SLI type. The AGM battery will accept a charge five times faster than a SLI battery and provides a depth-of-discharge of 80% vs. only 50% on the SLI battery. But these advantages come at a cost. The AGM battery is sensitive to charging voltage (overcharging will quickly ruin an AGM battery). Also, AGMs don’t like heat (remotely mounted away from the engine area is very common), is more expensive to manufacture and a scanner is typically needed to reset the charging system after replacement (more on this in a bit).

The stop/start management system Stop/start control and function will involve various vehicle control modules sharing information using the vehicle’s various communications netA pril 2 019

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Start/Stop

This is the ON switch to turn off the stop/start feature on a 2018 Ford F-150. The “A” symbol will be back-lit green (like on the dash of the Ford Edge in previous photo) when the system is enabled, and all the conditions are met to allow stop/start to happen. works. The body control module (BCM); powertrain control module (PCM); transmission control module (TCM); charging and battery (energy management) controls; heating, venti-

lation and air conditioning (HVAC) and many other modules may be involved.

The PCM monitors numerous sensors and inputs needed for stop/start functionality; engine

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Start/Stop

This is another photo of the F-150 with the system disabled. Note the yellow OFF is illuminated. coolant temp, rpm, accelerator position, brake pedal position and vehicle speed are just a few of the pieces of information that the PCM will use to decide if the stop/start operation can proceed.

But that’s not all the PCM may be doing. It may be controlling the auxiliary coolant pump for passenger comfort or the auxiliary transmission fluid pump to maintain proper transmission fluid pressure while the engine is stopped.

The TCM will share gear selection and transmission pressure information. Data on the battery’s state of charge and rate of discharge is required for stop/start function (on a GM this information comes from the BCM) as well as the HVAC system settings required for passenger comfort. Even the inclination of the vehicle is used by some manufacturers and can affect the stop/start operation.

A stop/start button or switch that allows the system to be turned on or off is typical but not all vehicles are equipped with one. Some GM stop/ start-equipped vehicles initially had no way to disable the system, but after customer concerns, a switch was incorporated into some newer models. This switch or button typically only disables the stop/start system for the current ignition cycle, and the stop/start system will be re-enabled at the next key cycle.

A stop/start green light indicator (a capital A with an arrow around it) will show whether current conditions are going to allow stop/start operation. Some manufacturers’ systems will show

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if conditions are not correct for stop/start and some will even show if the stop/start system has an issue and if stop/start has been disabled (yellow or amber light).

Most dash clusters and displays will have a position on the tachometer indicating the ICE is off and stop/start is active.

Operational conditions For the stop/start system to function, several conditions that must be met vary by manufacturer, but many are similar. A customer complaint or concern about the system may be real or may simply involve an operational aspect that they haven’t had explained or don’t understand. There are many system functions and inputs that must be met and maintained for the system to operate correctly.

As an example, following is a list of conditions that must be met on a 2018 Ford F-150 with a 2.7L V6 for the stop/start to function: • Accelerator pedal released.

• Brakes applied and brake fluid system pressure is 70 psi or greater.

• Transmission in drive.

• Battery temperature between 41 degrees to 140 degrees Fahrenheit.

• If the HVAC A/C is on the ambient temperature is below 95 degrees F. • The road grade is less than 15% (ABS module provides this).

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Start/Stop

The proper replacement battery in a stop/start vehicle is imperative. This AGM battery needs to be replaced only with an AGM battery when replacement is necessary.

• Driver’s door closed and seat belt latched.

• The 100V A/C invertor use is less the 10W load.

• Trailer harness not attached.

• Tow haul mode not activated.

• Not in 4WD (low or high).

• Electronic differential (if equipped) not engaged.

• In-vehicle temperature at or close to HVAC setting.

• Engine temperature above 115 degrees F. • Max A/C or defrost not selected.

• HVAC blower speed stays at speed setting.

• Rear window defroster not on.

• Battery voltage above 11.3 V. • Total vehicle electrical load below 65A. • Steering angle less than 90 degrees from center position.

• No steering wheel torque being applied by the driver.

• ABS is not active.

• Brake booster has vacuum.

• Automatic transmission temperature is

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below 230 degrees F. • Fuel level is above 1/8 and low fuel warning is not active.

• The stop/start system will only allow 10 system restarts if the vehicle doesn’t ever exceed 2.5 mph.

If any of these conditions aren’t met, the stop/start function won’t be enabled. There are also situations that can cause this F-150 to restart out of stop mode, and if the customer is unaware, they may feel that the system isn’t functioning properly. For example, if at any time during a stop event, the blower speed is changed, brake pressure drops below 70 psi, HVAC temperature is changed, 110V invertor load becomes more than 10W, the gearshift is moved to any other gear than park, the total vehicle electrical load increases to 70A or the accelerator pedal is pressed.

The key here is to understand what criteria are needed for the system to operate as intended before trying to diagnose a condition that

may be part of a properly functioning stop/start system.

Diagnostics and repairs Diagnosing a stop/start system should be treated the same way that we attack any diagnostics: Verify the complaint first. The operating characteristics of the stop/start system is similar across the vehicle spectrum, but each manufacturer has its own way of doing things. Understanding how the system functions and what can limit its operation is important. This system can set trouble codes to aid in diagnostics, which means that a good up-to-date scanner and information system is a must. One of the most valuable tools is the actual owner’s manual, as it spells out how the system functions and (usually) how to turn it off if you don’t like it.

Battery replacement is likely to be the most common repair to a stop/start vehicle and the proper battery is a must. If the vehicle came equipped with an AGM battery, then it must be replaced with another AGM battery. If the vehicle came with an EFB it can be replaced with

Testing a battery on a stop/start vehicle requires an electronic tester and the proper battery type, and information must be entered for accurate results. This shows the setting for an SLI or regular wet acid battery.

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Start/Stop charging system. But this procedure isn’t only featured on European vehicles. Most 2014 to 2016 GM vehicles equipped with stop/start require a 3-hour learn procedure each time the battery has been disconnected, again using a scan tool.

It’s also important to remember that most of these GM stop/start vehicles also will have two batteries: one under the hood and another tucked away somewhere else on the vehicle. And don’t forget to reinstall any of the battery heat shield equipment or you may shorten the new battery’s life.

Testing an AGM or EFB battery shouldn’t be done with the old load style tester. An electronic tester set to the correct battery type and rating is the preferred method and it’s important to check both batteries if the vehicle is indeed equipped with two batteries.

This series of photos shows a few screen shots of the steps to register a new battery on a Mini.

Without doing this the charging system may under- or over-charge the replacement battery. either an EFB or an AGM battery. But a conventional wet flood battery simply cannot be used on a stop/start vehicle.

Installing the incorrect battery may cause certain driver comforts to not work properly due to load shedding. For example, seat heaters may not function during a stop event due to the battery management limiting power consumption.

Other issues caused by an incorrect battery could be restricted stop/start functions, acid leaking due to overloading, possible accelerated battery sulfating and corrosion leading to the worst-case scenario of a battery explosion. The wrong battery may even void some warranties.

After installing the proper battery, some vehicles need to be told that the battery has been replaced, and with what type. Those familiar with battery changes on Mercedes-Benz, BMW and Mini vehicles understand that the vehicle needs to have the new battery registered so that the charging system will function properly and correctly maintain the charging voltage that the new battery needs.

This procedure is going to require a good scan tool that is capable of interfacing with the system that is responsible for the vehicle’s

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The future Mazda currently has taken stop/start to the next level in Asia and Europe with Mazda’s iStop.

This stop/start engine uses the alternator to induce a load at the correct time so that the PCM can locate a piston on the down stroke of a power cycle during shutoff. This allows the PCM to inject fuel and ignite the cylinder for an even faster restart than the current tandem solenoid stop/ start system.

Stop/start technology is either a hit or miss with today’s customers. Some find it clunky, different feeling and not the experience that they are looking for. But remember it’s still relatively new to be fully integrated into today’s vehicles.

As time progresses, it will become more sophisticated to address some of the current complaints about the system, since technology at the OEM level continues to evolve. ■ Jeff Taylor boasts a 34-year career in the automotive industry with Eccles Auto Service in Dundas, Ontario, as a fully licensed professional lead technician. While continuing to be “on the bench” every day, Jeff is also heavily involved in government focus groups, serves as an accomplished technical writer and has competed in international diagnostic competitions as well as providing his expertise as an automotive technical instructor for a major aftermarket parts retailer.

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Reader Profile

DAVIS AUTOMOTIVE INC.

T

Established shop expands to new facility to handle growing demand The city of Martin is located in the northwest corner of Tennessee, 120 miles northeast of Memphis and about 150 miles west of Nashville. The city was established in 1852, named after Captain William Martin, who moved to the area in 1832 and prospered in tobacco farming and was implemental in establishing a railroad connection to the area. Current population is approximately 11,500. Martin is also home to the University of Tennessee at Martin.

Davis Automotive was founded in 1987 by owners Charlie and Karen Davis, following Charlie’s 10-year career as service director for a local Chevrolet dealership.

After 26 years in the original shop, it was time to expand, as the business needed more room to service their growing clientele. In 2011, while searching for a new location, as an anniversary present, Karen surprised Charlie by purchasing a large building directly across the street from the original shop, which formerly operated as a grocery store. As Charlie noted, “It took 10 months and an over-budget expenditure, but the hard work was well worth it.” The new and modernized shop has 15,500 square feet that offers full service, as well as a comprehensive detailing shop (boasting the only steam cleaner in town) which was added about 10 months ago. In an effort to boost sales and service to an even higher level, Charlie also purchased a tire franchise, now carrying 23 brands of tires. The addition of the tire franchise added a notable boost to sales, moving about 1,800 tires annually.

“The new shop is fully modernized, with the latest up-to-date equipment throughout, with a true full-service approach. In addition to diagnos-

Davis Automotive moved into its expanded 15,500-square-foot facility in 2012.

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Owners Karen and Charlie Davis made a huge investment in their new facility, and it’s paying off as they’ve gained a reputation for outstanding service in their market area. tics, general service, the detailing shop and the tire operation, we do everything in-house, including internal engine and transmission work. Keeping everything in-house allows us to tightly control the quality of the work.”

While Davis Automotive services all makes/ models/years of vehicles, they’ve earned a strong reputation for European car service. “In fact,” Charlie noted, “we have cars towed in from out of town because other shops don’t want to or can’t service these vehicles. In the past six years, we’ve gained quite a following for Euro cars including BMW, Mercedes-Benz and others. We even service a few Ferraris for an area collector/enthusiast. As long as you have the skills, training and required equipment, you can service any vehicle. We’ve heavily invested in the latest diagnostic equipment to service the range of European vehicles, which has definitely paid off. This continues to expand as our reputation grows.”

The comprehensive detailing shop was added to enhance the shop’s state-of-the-art service.

The spacious and beautifully appointed customer waiting room also features viewing windows that allow customers to observe the bay area.

The shop features 14 service bays, with an additional 8 bays in the detailing facility. Davis went the extra mile by outfitting the new facility with the most up-to-date service equipment.

They routinely perform service for customers within a 60- to 70-mile radius, in large part because of their reputation for quality work on Asian and European vehicles. The University of Tennessee at Martin offers another plus, with 7,000 students, most of whom drive and require service and repairs. A fresh influx of new freshmen each year continues to feed new customers to the shop.

Do your parts buying decisions tend to be more heavily influenced by price or quality?

Quality first. As a NAPA Auto Care Center, this allows us to offer the customer the highest quality parts at the most competitive price.

Does your shop offer general automotive repair or do you tend to specialize in specific makes or types of repairs?

General automotive repair from maintenance to powertrain repair with a specialty in diagnostics.

We are also a full service tire dealership and we provide complete auto detail services.

What is your business philosophy?

Our business philosophy is our “life” philosophy.

Just do what is right. By living in a small community, the same people who we are allowed to serve, are the people we attend church with, and our children grew up with. We reinforce with all of our employees to treat our customers like they would want their own families to be treated.

What do customers expect from your shop?

Quality first, work done correctly on time, the first time. They expect us to maintain competitive prices and convenient scheduling.

What is your approach to tech training?

Within the first year of employment, they are required to receive ASE certification. All employees must obtain a minimum of 40 hours a year of continuing education. This also applies to all department heads along with the general manager.

Where do you buy your parts?

As we are a NAPA Auto Care Center, our first call will always be to NAPA. If not available through NAPA, we then buy OEM parts.

What influences your parts buying decisions?

Rank from 0 to 3, with 0 having no influence and 3 having the greatest influence.

Price................................................ 2 Brand name recognition............ 3 Promotion in racing ................... 2 Perceived quality.......................... 3 Availability/time.......................... 3 How has ASP benefited your business?

What I like most is observing the different management philosophies that are being developed as our industry evolves. What I find most useful is implementing these philosophies in our day-today operation. You must be willing to change and keep up with the times and technologies in order to service today’s customers. ■

DAVIS AUTOMOTIVE INC.

Martin, Tennessee

Owners .............................. Charlie & Karen Davis Business founded......................................... 1987 Number of bays.............. 14 mechanical; 8 detail Number of certified technicians ........................ 6 Shop size (sq. ft.................... 11,500 mechanical; 4,000 detail Number of vehicles serviced per month.............................................. 400-450 Hourly labor rate ............................................ $78 Average job ticket price ..................Approx. $265 Gross profit.......................................Approx. 62% Average spent on tools and equipment annually ............... $12,000 - $15,000 Vehicle makes serviced................. Domestic, Asian & European A pril 2 019

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ADAS service Advanced driving assistance systems pose challenges and opportunities

I

By Edwin Hazzard

In today’s advanced automotive technological world, safety is more than just a critical piece of the pie. It’s probably the main focus for vehicle manufacturers when they design new models. Now more than ever, the challenges of safety on the roads due to the increased amount of vehicles and the slow building of the roads’ infrastructure can cause quite the congestion out there. The increasing demands that the federal government has placed on the car manufacturers to make their vehicles safer for the car-buying population are stricter now than ever before.

In response, the car manufacturers came up with a system that they call ADAS. That stands for advanced driving assistance systems. What ADAS does is help keep the vehicle driver safe by alerting them of the potential dangers that could arise while they are driving.

What an ADAS system does on a modern day vehicle is to allow the driver to adjust to an adverse driving condition either solely with their decision-making process or with the help of a guided alert system on the vehicle.

The term “autonomous” means acting inde-

Figure 1: Here is a front radar sensor from a 2014 Jeep Cherokee.

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pendently or having the freedom to do so. The National Highway Traffic Safety Administration (NHTSA) adopted Society of Automotive Engineers (SAE) levels from 0 to 5. These levels of autonomy are the different types of driving assist systems used in vehicles today.

In levels 0 to 2, the driver monitors the driving environment. Levels 3 to 5 involve the ADAS system self-monitoring the driving environment and will act upon the information gathered.

In level 0, all driving conditions are solely controlled by the driver. In level 1, all driving conditions are controlled by the driver, with some systems acting independently like braking, steering and acceleration.

In level 3, safety-critical controls are turned over to ADAS under certain driving environments. This level still allows the driver to take control. Levels 4 and 5 are is fully autonomous with regard to all safety controls under most but not all environments.

The need for ADAS service work is growing and will continue to grow as time goes on. Just like any new system, it will take an adjustment and a learning curve, but if done correctly could

generate a lot of extra income for the independent shop.

AAA says that a minor repair for a vehicle with an ADAS system could cost as much as $5,300 per incident. That’s two times as much as a vehicle without an ADAS system.

As an example, front radar sensors used with automatic emergency braking and adaptive cruise control systems could cost as much as $900 to $1,300 to repair. Front camera sensors (see Figure 1) used with automatic emergency braking, adaptive cruise control, lane departure warning and lane keeping systems could yield a repair bill of $850 to $1,900 (not including the cost of a replacement windshield).

Every time a vehicle is damaged in an accident an ADAS calibration should be performed.

For example, a calibration should be performed whenever there is a collision repair, repainting or a component replacement, such as a door, hood, bumper, windshield, mirrors and even when suspension work is performed.

Believe it or not, an ADAS calibration should be performed when removing a front bumper fascia while replacing an air conditioning condensILLUSTRATIONS COURTESY OF NAPA

Figure 2: This is an image of an Autel calibration frame assembly.

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Figure 3: Some vehicles feature a dual camera assembly like the one above. er or a radiator. If that radar sensor or camera is located inside the front bumper, chances are that during removal it could have been knocked out of calibration.

Since this is a safety-related system, it is mission-critical that all systems must have a calibration check if it was disturbed during a repair process.

Remember, these systems are there to keep the driver of the vehicle safe. The system could still function after the repair but could be slightly off its calibration. Being off just a few degrees on an ADAS system calibration could mean the stopping distance, decision making and overall operation could compromise the vehicle’s ability to keep the driver out of harm’s way.

ers is another way to profit from this new service that you can offer.

System variety There are different systems involved with a vehicle that has an ADAS system on board. Various ECMs like electric steering control (ESC), steer

The right tools The investment needed to be able to properly service a vehicle with an ADAS system isn’t really any different than that of any other system.

It starts with equipment such as an updated scan tool along with calibration targeting equipment (see Figure 2). Training and the technician’s understanding of how the system works along with the proper service information is critical as well.

Another important item that should be included for the shop is a marketing plan so you can advertise to your customers that you are able to perform these types of services. Reaching out to neighboring body shops and insurance adjust-

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Figure 4: An image from a 2017 Chevrolet Cruise back-up display.

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A DAS Te chnology

Figure 5: Here’s an image from a calibrating frame with targets. by-wire, automatic braking system (ABS) such as brake-by-wire, and throttle-by-wire accelerate/ decel controls.

The ADAS systems utilize a lot of the sensors that have been on vehicles for quite some time. These involve location and movementsensing sensors such as wheel speed, steering/ torque, yaw rate, accelerometer and GPS sensors. Other sensing systems include proximity and mapping systems. They include cameras such as short-, medium- and long-range camera types (see Figure 3).

They can operate as a radar, lidar (light detection and ranging) and sonar type system. Cameras are used for adaptive cruise controls and lane departure systems. Forward cameras are usually mounted at top center of the windshield. These are modules that transmit digital data packets to the control module.

Some vehicles have either a mono or stereo type system, which means that some vehicles are equipped with dual cameras.

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Active vs. passive An ADAS-equipped vehicle may feature either a passive system or an active system. Passive systems will send warnings to the driver, and expect the driver to take action. Active systems will send warnings and will take action with or without driver input.

Examples of a passive system-equipped vehicle include LDW (lane departure warning), BSD (blind spot detection), RCW (rear collision warning), FCW (front collision warning), AVM (around view monitoring) and NVS (night vision systems).

Active systems may include AEB (automatic emergency braking), ACC (adaptive cruise control), LKA (lane keep assist), AFL (adaptive front lighting), AP (assisted parking) and FCA (front collision avoidance) systems.

A park assist system, for example, is an active system. It is an obstacle avoidance system that uses a proximity sensing technology. It has bumper-mounted radar/sonar sensors, and a

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A DAS Te chnology

Figure 6: A calibration setup on ground or on an alignment lift. rear-mounted camera with hidden side-mounted sensors. An alert tone increases in frequency as an obstacle grows closer. It also provides a visual display on an infotainment screen.

The rear camera activates when the transmission is placed in reverse gear (see Figure 4). The proximity sense warnings function as the vehicle moves forward and/or backward.

The intelligent automatic park assist system prompts the driver to select space from a grid displayed on the dash monitor screen. It will require the driver to override the system if the selected space is deemed inadequate. Involved inputs include the park assist sensors and camera, steering angle sensors, yaw rate and transmission range sensors. The system activates the electronic steering assist and ABS systems to automatically park the vehicle. This system can be selected to either be on or off by the driver selecting the option on the instrument panel display.

Diagnostics When performing an ADAS diagnostic routine there are multiple things to consider. Having the correct information from the customer along

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with the correct service information and proper tools will go a long way in a successful repair. So make sure to get a clear complaint description, and keep your shop up-to-date on technical service bulletins and service information.

Performing a vehicle inspection and documenting your findings are important factors to consider. Look for body damage of any type, light or heavy, and perform a close windshield inspection. Perform a complete vehicle system scan.

Identify all modules and document software calibrations, build date, and trouble codes.

Preparation for repair or calibration by updating module calibrations and cleaning the windshield (especially around the camera locations) is important. Set tire pressure according to the tire placard and prepare the calibration boards. Repair and calibrate the systems following the OEM procedure, and after the calibration is complete then verify the solution with a test drive.

The equipment needed for an accurate calibration depends on the type of calibration needed. Calibrations can either be static (stationary) or dynamic (driving the vehicle). It’s critical to

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A DAS Te chnology

Figure 7: This shows an image of a calibration screen with critical spec. have an updated scan tool with the ADAS software included and the proper calibration targets and various adapters needed for the type of vehicle that’s being calibrated (see Figure 5).

The calibrating frame such as the one offered

by Autel is a necessary piece of equipment needed to perform a static calibration. Static calibrations are critical as the cameras, sensors and all components need to be in the correct spot and in proper alignment so they can report the correct information back to the control module, allowing the vehicle to adjust to whatever driving obstacle it comes in contact with.

Let’s look at why this is so critical. A 2014 Honda Odyssey needs a FCW calibration for a code B2A60-54. The code indicates that a camera unit aiming is incomplete. Clearing the code resulted in the code immediately resetting.

When we clicked on the calibration procedure for that code, the scan tool showed us what was needed for properly aiming the FCW camera.

It stated we needed a calibration frame, the proper targets and a tape measure. Knowing what equipment was needed told us that this vehicle needed a static calibration procedure to

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be performed first. When performing this procedure, a flat surface or an alignment rack can be used (see Figure 6). Following the prescribed calibration adjustments in the scan tool will thus allow for proper calibrations to be done. What’s critical during an ADAS calibration adjustment is to follow the directions to a tee. If the calibration isn’t followed precisely, the actual operation of the ADAS system will be compromised.

For example, one of the adjustments called for the target blocks on the slider board to be adjusted to 640 mm (see Figure 7). To see what the difference could be if the adjustment isn’t followed correctly, we set the adjustment to 800 mm. The difference between the two adjustments is only 160 mm, which doesn’t seem like a lot but on an ADAS calibration that could mean the difference between a life or death collision situation.

I’m not trying to scare anyone, but I just want to show you how critical it is to follow the calibration instructions. By setting the calibration to 800 mm the software was fooled into thinking the calibration was correct. In an ADAS world, accuracy is extremely important.

Here’s a scenario: At 2 degrees off, which

A DAS Te chnology Figure 8: The complete ADAS system.

equals 17 inches at 40 feet, the accuracy of calibrations is super critical. The necessary skill sets needed to do an accurate calibration are network diagnostic capabilities, proper scan tool usage, competent comprehension skills and the ability to follow directions.

The skill sets needed to do an accurate calibration are network diagnostic capabilities, proper scan tool usage, competent comprehension skills and the ability to follow directions.

Aftermarket vs. OEM tools As with any new technology, there is discussion regarding the use of aftermarket tools and equipment vs. OEM tools and equipment as it relates to liability issues.

The aftermarket tool companies state that their tools are accurate and the procedures for calibrating match the OEM recommended procedures.

Some insurance companies require OEM tooling and some don’t. This is all based on the liability standpoint of the repair.

Just like many other repairs we in the aftermarket perform today, this conflict will play out and a general consensus will be obtained. Ultimately, only you can decide what is in your shop’s best interest regarding ADAS work.

My recommendation is if you perform ADAS calibration you nned to understand the system you’re working on, the tools needed to do the job and have a working knowledge of how to properly carry out the necessary calibrations.

The needs for ADAS calibrations and repair are here to stay as more and more vehicles are

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coming with the systems as standard equipment.

In fact, as technology keeps increasing, so does the complexity of performing these ADAS repairs (see Figure 8).

Remember when SRS systems (supplemental restraint systems) were introduced to the automotive world?

That was a new challenge and forced automotive repair shops to ramp-up their training and tool usage. The same is happening with the ADAS systems.

In this day and age of tough competition, you can’t afford to fall behind. It’s a tough world out there, so make it your goal to be prepared for these systems and be ready to generate some extra income opportunities.

Obviously, you want to keep your customers in your house. Don’t give them away to a competitor who could end up keeping them.

Opportunity is knocking. Are you going to open the door to the ADAS world? ■ Edwin Hazzard owns South East Mobile Tech in Charleston, S.C., which is a mobile diagnostic and programming service providing technical service to many automotive and body repair shops. He has 36 years of experience in the automotive industry.

He currently is an automotive trainer, a board member of TST (Technician Service Training), a member of the MDG (Mobile Diagnostic Group), a member of the Professional Tool and Equipment advisory board for Pten magazine, a committee member of Nastaf, and is a beta tester for multiple tool makers.

TPMS

TPMS tips

W

While much has been published with regard to TPMS (tire pressure monitoring systems), in this article we’ll follow a slightly different tact by offering OEM-based information relative to a few specific make/model/year applications, in addition to basic tips for sensor service. The make/model/year information provided here was gleaned from both Mitchell 1’s ProDemand online site (www.mitchell1.com) and that of Motologic’s site (www.motologic.com).

2010-2011 JAGUAR XJ TPMS FALSE TRIGGER

The TPMS warning light may be illuminated with the message “Tire Pressure Monitoring Fault” displayed in the message center. The BCM (body control module) will also have logged code

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Compiled by Mike Mavrigian

C1D18-00 in isolation. The charging circuit emits a 125 MHz electromagnetic pulse which is picked up by the TPMS wheel sensor, causing the system to fail to localize all of the sensors.

Replace all four sensors (five if the vehicle is equipped with a TPMS-equipped spare tire/ wheel) for this concern. The sensor kit for each wheel is P/N is C2D21601.

Ensure that all “ignition ON/OFF” requests are carried out. Failure to perform these steps may cause damage to control modules in the vehicle.

A Jaguar-approved Midtronics Vehicle Power Supply must be connected to the vehicle battery during IDS diagnosis/module programming.

Note: IDS must be loaded with the latest IDSDVD and calibration file.

Installed torque of the mounting nut on a sensor that features an aluminum stem is critical. This sensor is clearly labeled for 6 Nm.

36

Examples of OE procedures

Model 204: 1) Tire pressure monitor wiring harness; 2) Fixing point; 3) Body ground point.

1) Tire pressure monitor wiring harness; 2) Ground line branch; 3) Partition wall; 4) Fixing points; 5) Body ground point.

• Connect the Jaguar-approved Midtronics vehicle power supply to the vehicle battery.

• Turn the ignition ON (engine not running).

• Connect the IDS to the vehicle and begin a new Symptom Driven Diagnostics (SDD) session.

• Follow on-screen prompts, allowing SDD to read the VIN and identify the vehicle.

• From the Session Type selection screen, choose “Diagnosis.”

• Select the “Selected Symptoms” tab and then select Electrical>Instruments>Warning lamps>TPMS warning lamp illuminated.

• Select “continue.”

• Select the “Recommendations” tab.

• From the recommendations tab, select “Complete vehicle – clear all diagnostic trouble codes.” Follow all on-screen instructions to complete this task.

• Exit the current session.

• Disconnect the IDS and the Midtronics vehicle power supply from the vehicle.

(INFORMATION COURTESY OF MITCHELL 1)

2010 MERCEDES-BENZ TPMS INOPERATIVE A display message “Tire pressure monitor inoperative” may be displayed. Fault code (FC) 5581 (front or rear sensor localization failed) may be stored in the control unit.

• Create access to component N88 (tire pressure monitor control unit) and tire pressure

Model 171: 1) Body ground point; 2) Separated ground line. monitor wiring harness in the left rear area adjacent to the left rear wheel well.

• Shorten the ground line in the tire pressure monitor wiring harness and re-tie it to the existing body point. Partially separate the brown ground line, pin 2, from the tire pressure monitor control unit wiring harness as far as the partition wall and cut at this point.

Fix the shortened ground line to the sliding roof water drain pipe with fabric tape at two points and fasten it to the existing M6 stud in the side rear panel with a cable lug.

In vehicles with a panoramic roof, fix the ground line diagonally to the side rear panel without electrical contact. It is advisable to install padding behind the ground line. The reception quality will only be improved if the ground line does not touch the bodywork and if the tire pressure monitor wiring harness is routed to the opposite side of the tire pressure monitor antenna.

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TPMS valve stem caps are plastic and feature an internal O-ring seal. Do not use a conventional cap that was not designed for TPMS applications.

Whenever installing a TPMS sensor that features an aluminum barrel, whether reusing the original or installing a replacement, always use a new grommet.

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TPMS • Insulate the remaining ground line and tie it back into the wiring harness.

• Set tire inflation pressure at ambient temperature (to at least the specified minimum tire pressure). The temperature difference between the workshop and the outside temperature must be taken into account when setting the tire inflation pressure, especially during cold weather. For example, with a temperature difference of 30 degrees Celsius (20 degrees C in the workshop and minus 10 degrees C outside), the tire pressure must be set 0.3 bar higher because when set in the workshop, it will drop again when exposed to the outside temperature.

• Process DAS fault tree for FC 5581 with update 01/2009 or higher.

• Restart the tire pressure monitor system with the reset button.

• The status message “Tire pressure monitor inoperative” (not a fault message) is still stored and can only be reset by performing a 15-minute test drive.

(INFORMATION COURTESY OF MITCHELL 1)

Always follow the proper sequence when activating/learning sensors. The starting point is usually the left front, but always check the automaker’s procedure.

PORSCHE TPMS GENERATIONS DIFFER First generation TPMS wheel electronics found on Porsche Boxters are not compatible with second generation TPMS. First generation includes all models up to and including 2008 model years.

Second generation is 2009 and beyond.

If wheels with wheel electronics from first generation TPMS are mounted onto a vehicle designed with second generation TPMS (or vice

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TPMS

Always use an appropriate torque wrench whenever tightening the mounting nut on an aluminum valve. In addition to adjustable torque wrenches, easy-to-use straight-handle torque wrenches are also readily available for specific torque values. Conventional “general duty” torque wrenches will not offer the low torque value settings required for sensor service. versa), the wheel electronics will not be recognized by the TPMS. The TPMS is not active and a corresponding warning is displayed in the multifunction display of the instrument cluster. The wheel electronics will also be stored as defective in the fault memory of the TPMS control unit.

TPMS wheel sensors part numbers are as follows: 2005-2007......... 997.606.021.00 (433 MHz) 2008 .................. 997.606.021.01 (433 MHz) 2009+ ............... 997.606.021.20 (433 MHz) Following are the steps involved in updating tire specification settings for the Boxter. (Note: The on-board computer is operated with the lower left lever on the steering column.)

• Push the operating lever forward in order to switch on the selection field.

• Select “TPC” with the lever.

• Push the lever forward. The display changes to the tire pressure menu.

• Select “Set” with the lever.

• Push the lever forward and select the desired tire type (summer or winter).

• Push the lever forward. A display for con-

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firming the selected type of tire appears.

• Select “Continue” and push the lever forward.

• Select the appropriate tire size (18- or 19inch) and push the lever forward. A display for confirming the selected tire size appears.

• If “process complete” is displayed, the learning mode will be initiated.

• Drive the vehicle above 16 mph until the correct tire pressures are displayed. If the message “Process aborted” displays, the setting process has been interrupted. All entries made up to this point are lost and the original settings remain in effect. Only if the message “Process complete” appears after the settings have been made will the tire pressure monitoring re-learn the wheels.

(INFORMATION COURTESY OF MITCHELL 1)

2012 CAMARO TPMS CODES The TPMS has a radio frequency transmitting pressure sensor in each wheel. As vehicle speed increases, centrifugal force closes the sensors’ internal roll switch, which puts the sensor into Drive mode. The BCM (body control module)

receives and translates the data contained in the sensor RF transmissions into sensor presence, sensor mode and the tire pressure.

Once vehicle speed is greater than 25 mph, the BCM waits for the first sensor to go into Drive mode, then checks if all sensors have gone into Drive mode. If one or more sensors does not go into these modes, or does not transmit at all, the BCM will set DTC C0750, C0755, C0760 or C0765. If the BCM detects a low sensor battery condition and/or a sensor that does not transmit or transmits invalid data, the system’s tire pressure monitor icon on the instrument cluster flashes for 1 minute and then remains illuminated after the ignition switch is cycled ON and the instrument cluster bulb check is complete.

A full list of TPMS-related DTCs follows: C0750 03 .......................Left front tire pressure sensor low voltage C0750 29 ....... Left front sensor too few pulses C0750 39 ................................. Left front sensor internal malfunction C0755 03 ......... Right front sensor low voltage C0755 29 .... Right front sensor too few pulses C0755 39 .............................. Right front sensor internal malfunction C0760 03 .............. Left rear sensor low voltage C0760 29 .........Left rear sensor too few pulses C0760 39 ................................... Left rear sensor internal malfunction C0765 03 ........... Right rear sensor low voltage C0765 29 ...... Right rear sensor too few pulses C0765 39 ................................ Right rear sensor internal malfunction

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TRAINING THE ESCAPE This training procedure applies to 2011 Ford Escape and Escape Hybrid, as well as the Mercury Mariner and Mariner Hybrid. The tire pressure monitoring system training procedure must be done on a single vehicle, in an area without radio frequency noise (electric motors, cell phones, power inverters, remote transmitters, etc.) and at least 3 feet away from other vehicles equipped with TPMS. If a sensor does not respond to the tire pressure monitor activation tool, move the vehicle in order to rotate the wheels at least one-fourth of a turn and attempt to activate the same sensor again. If the sensor still does not respond, attempt

PROGRAMMABLE UNIVERSAL TPMS

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TPMS

Always verify that barrel threads are clean and free of burrs. Contaminated threads can easily result in incorrect/under-value applied torque. to train the sensor with the vehicle doors open.

The BCM (body control module) has a 2-minute time limit between sensor responses. If the BCM does not recognize any of the four tire pressure sensors during this time limit, the horn will sound twice and the message center (if equipped) will display “Tire Not Trained Repeat” and the entire procedure must be repeated.

• Turn the ignition switch to the OFF position, then press and release the brake pedal.

• Cycle the ignition switch from the OFF position to the RUN position three times, ending in the RUN position.

• Press and release the brake pedal.

• Turn the ignition switch to the OFF position.

• Turn the ignition switch from the OFF position to the RUN position, ending in the RUN position. The horn will sound once and the TPMS indicator will flash if the training mode has been entered successfully. If equipped, the message center will display “TRAIN LF TIRE.” • It may take up to 6 seconds to activate a tire pressure sensor. During this time, the tire pressure monitor activation tool must remain in place at the valve stem. Place the activation tool on the left front tire sidewall at the valve stem. Press and release the test button on the activation tool. The horn will

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sound briefly to indicate that the sensor has been recognized by the BCM. • Within 2 minutes of the horn sounding, place the activation tool on the right front tire sidewall at the valve stem and press and release the test button to train the RF tire sensor.

• Do not wait more than 2 minutes between training each sensor or the BCM will time out and the entire procedure must be repeated. Repeat Step 7 for the right rear and left rear tires. The procedure is completed after the last tire has been trained. When the training procedure is complete, the message center (if equipped) will display “TIRE TRAINING COMPLETE.” For vehicles without a message center, successful completion of the training procedure will be verified by turning the ignition switch to the OFF position without the horn sounding.

If the horn sounds twice when the ignition switch is turned to the OFF position, the training procedure is not complete.

• Using the scan tool, locate the updated TPMS sensor identifiers trained to the BCM and document them.

• This step is required to clear DTC C2780 and will cause the BCM to exit the manufacturing mode and to make sure there are no other concerns with a newly programmed

BCM. If the sensors are being trained due to the installation of a new BCM, clear any DTCs and carry out the BCM On-Demand Self Test.

(INFORMATION COURTESY OF WWW.MOTOLOGIC.COM)

JEEP WINTER MODE A 2011 Jeep Grand Cherokee that stores active code C1597-00 indicates that the TPMS module has entered a deactivation mode (winter mode).

This applies when a set of winter wheels/tires have been installed that do not feature TPMS sensors.

• Check to see if DTC C1597-00 is active.

• Turn the ignition switch to the ON position.

• With the scan tool, read and record TPMS module DTCs. • With the scan tool, erase stored TPMS module DTCs. • Drive the vehicle at speeds greater than 15 mph for 10 minutes.

• With the scan tool, read DTCs in the TPMS module.

If DTC C1597-00 is active at this time, go to Step 2. If not, go to Step 4.

• Tire pressure monitoring winter mode. Re-

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TPMS

Do not apply thread sealant or lubricants to the threads prior to installation, as any reduction of thread friction can potentially result in over-torqueing the nut. pair all other TPMS module DTCs before continuing.

• Turn the ignition OFF. • Cycle the ignition from OFF to ON. • Check for the following conditions: • The telltale lamp is off.

• The tire pressure values in the instrument cluster are displayed as dashes.

• The message center is not displaying “Service TPM System.”

If all above conditions are correct, the TPMS module is now in deactivation mode (winter mode). This DTC will remain active until the correct wheel/tire assemblies are installed to the vehicle. Once one of the correct wheel/tire assemblies are reinstalled, the other three must also be installed prior to turning the ignition on.

If the conditions in Step 2 are not met, go to Step 3.

• Turn the ignition off. Verify that the correct TPMS sensors are installed in all of the wheel/tire assemblies. If the correct TPMS sensors have been verified as correct, replace the TPMS module. If not, install all new TPMS sensors.

(INFORMATION COURTESY OF WWW.MOTOLOGIC.COM)

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BASIC TPMS SERVICE TIPS 1. Avoid using any type of tire sealants or balance beads inside any wheel/tire assembly where the wheel features a tire pressure monitoring valve/ transmitter. Foreign material such as sealants can potentially clog the pressure sensor orifice.

2. Whenever servicing any TPMS valve assembly, always replace the grommet, regardless of the sensor age or apparent condition.

3. Pay attention to the published torque specification for any TPMS sensor installation. Always adhere to the vehicle service manual’s tightening specification for TPMS sensor nut torque. Be aware that torque values can vary among sensor and vehicle applications. Never assume. Invest in a TPMS-specific torque wrench. Applying incorrect torque value can result in air leaks and/or damage to the valve.

4. Don’t try to install an OEM stem-type TPMS sensor onto any wheel that is not specifically designed for TPMS, including steel wheels, and any alloy aftermarket wheel that is not designed for the sensor.

5. Valve stems are often made of aluminum that feature a special corrosion-resistant coating or surface treatment. Aluminum stems require

the use of a nickel-coated core to prevent corrosion. Never use a brass valve core in an aluminum valve stem, as this will result in galvanic corrosion. The brass core will eventually seize in the aluminum barrel. Use only a new nickelplated core.

6. After deflating the tire and prior to breaking the tire bead during demounting, remove the mounting nut and gently push the sensor into the tire (the tire/wheel should be in a vertical position, with the sensor positioned at the 6 o’clock position during drop-in to avoid the sensor hitting the wheel). Once the outer bead is unseated, reach into the tire and retrieve the sensor to prevent further potential damage.

7. Never use a generic valve stem cap on any TPMS valve. Correct valve caps will feature an internal sealing O-ring which serves to prevent moisture and dirt contamination.

8. When installing a stem-type TPMS sensor, it’s imperative to hold the sensor in position while tightening the nut to prevent the sensor from rotating. Improper off-center positioning of the sensor can damage the unit. Once tightened, the gap between each side of the sensor body and the wheel surface should appear equal.

9. Even if no telltale stem-type valve is visible on the outside of the wheel, never assume that no TPMS sensor is present. Always ask the customer if a tire pressure monitoring system has been installed. An aftermarket band-mounted sensor, for instance, will not be visible until the first tire bead has been unseated, and then only if the technician bothers to look for the sensor. If a tire iron tool is used as an assist, the tool’s tip may smash into the sensor. Tip: If a color-coded washer is visible on the outer stem area, this is a clue that a band-mounted sensor is in place.

10. Once the stem-type TPMS sensor is remounted to the wheel, position the wheel/tire on the tire machine so that the sensor is located about 270 degrees from the mounting head before attempting to begin pressing the tire bead onto the rim. This will minimize risk of accidental damage.

years, due to the expected battery life. Granted, this isn’t written in stone, as some sensors may fail earlier or some may last longer. There have been reports of vehicles with about 100,000 to 300,000 miles on the original sensors, which while perhaps “unusual,” this tends to negate some official predictions of about 80,000-mile sensor life spans.

However, replacing the sensors once they’ve reached the theoretical time span should be done as a preventative measure. Since the original tires will likely require replacement in 60,000 to 80,000 miles, that’s a logical time to also replace the sensors, since the demounted wheels offer access at that point anyway.

Instead of waiting for sensors to fail, preventative maintenance (such as replacing sensors when tire replacement is needed), while perhaps not necessary at that point in time, is not a bad idea.

When it’s time to replace the sensors, you have a choice between OEM or aftermarket, with many aftermarket sensors available that are universal and can be programmed to replace the original, which reduces the shop’s inventory needs. ■

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Te chnical Ser vice Bulletins

CHEVROLET

EQUINOX START SWITCH GLITCH A “small number” of ignition and start switch housings are involved in a recall involving 2010-2013 Chevy Equinox, 2013 Buick Encore, 2011 Buick Regal, 2013-2014 Buick Verano, 2011-2016 Chevy Cruze, 20132015 Chevy Malibu and 2011-2013 GMC Terrain models. The ignition system may contain a damaged electronic park lock lever that could fail to prevent the ignition key to be removed when the transmission is in a position other than park. Inspect the ignition and start switch housing for proper operation. While performing the test, if the key is able to be removed at any point with the vehicles in any gear other than park, the ignition and start switch housing will need to be replaced. The part number for the replacement housing is 84165716.

(INFORMATION COURTESY OF MITCHELL 1)

FORD

ERRATIC CAM TIMING Some 2005-2012 Ford Expedition vehicles equipped with a 5.4L 3V engine may exhibit an intermittent rattle noise/rough idle at operating temperature.

The issue is caused by oscillating cam timing. DTCs P0022, P0021, P0340 and/or P0341 may be stored in the PCM. Using an IDS (integrated diagnostic system) scan tool or equivalent, monitor cam solenoid duty cycle and cylinder head temperature (CHT) parameter inden- Examine for PID value oscillation after engine rpm returns to idle. tification (PID). Start IDS, select Data Logger and select PIDs VCTDC, VCTDC2 and CHT. With the engine at normal operating temperature with CHT above 200 degrees Fahrenheit, apply the parking brake and hold the service brake pedal firmly with the transmission selector lever in D (drive). Raise engine rpm’s from idle to about 1,500 rpm and release the throttle. Does the engine exhibit a rattle noise with a rough idle and are the cam solenoid duty cycle PID values oscillating after rpm’s return to idle speed? If yes, proceed to Step 3. If no, this bulletin does not apply. Continue with normal diagnostics. Replace both the left and right variable camshaft timing (VCT) oil control solenoids.

P/N PART BL3Z-6M280-B.....................Variable camshaft timing solenoid 7L1Z-6584-B.........................LH cam cover gasket for 14-bolt cam cover 7L1Z-6584-A.........................RH cam cover gasket for 8-9 bolt cam cover 3L3Z-6584-EA......................RH cam cover gasket for 14-bolt cam cover 3L3Z-6584-DB......................LH cam cover gasket for 15-bolt cam cover 3L3Z-6C535-AA...................VCT solenoid to cam cover gasket 2004-2006 (INFORMATION COURTESY OF WWW.MOTOLOGIC.COM)

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DODGE

IDLER PULLEY AND BELT RE-ROUTE This bulletin applies to 2007-2008 Dodge Nitro models equipped with a 4.9L engine. Some customers may complain about a tapping noise from the engine compartment after engine warm-up.

The remedy involves the installation of a serpentine drive belt and a new design idler pulley using a revised belt routing.

Start the engine and allow it to idle for 5 minutes to bring accessory drive components to operating temperature.

Set HVAC to windshield defrost mode. Set temperature to the 1) upper idler pulley; 2) coldest setting and turn on the A/C. While maintaining engine speed driver side idler pulley; 3) between 1,800-2,000 rpm, listen for a tapping sound. If a tapping is passenger side idler pulley.

Note the new belt routing. heard, shut the engine off and remove the serpentine belt. Do not let the tensioner arm snap back to the free position, as damage to the arm may occur.

Re-start the engine and listen for a tapping sound. If the tapping remains, this bulletin does not apply. Continue with diagnostics. If no tapping is heard, perform the repair procedure.

Remove the idler pulleys and install new idler pulleys and belt using the revised routing as shown in the accompanying diagram.

P/N PART 53013864AB................... serpentine belt 53013927AA................... idler 04275086AB................... authorized modification label (INFORMATION COURTESY OF WWW.MOTOLOGIC.COM)

Everything you need when working with INA Timing Chain Kits, from Schaeffler. Whether it’s product updates, technical training, or installation guides – with just a few clicks automotive professionals can quickly and conveniently find everything that they need to do the job right the first time. Every time.

Further information: www.repxpert.us

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TSBs

SUBARU LOOSE CABLE, NO EPS This bulletin applies to 2012 Subaru Tribeca and other Subaru models. If the customer complains that the electronic power steering assist is not working properly, with a heavy steering feel, and the EPS light illuminates without a DTC, check the battery terminals for cleanliness and tightness.

If the nut on the battery terminal becomes loose, this can result in a momentary loss in power to the EPS.

MAZDA NEW PURGE VALVE

Illuminated EPS light.

(INFORMATION COURTESY OF MITCHELL 1)

Check battery terminal cleanliness, and use a 10 mm wrench to check tightness of the terminal connection.

This bulletin applies to 2009-2013 Mazda 6 vehicles. Some vehicles may experience the check engine light on with DTC P1450:00 (unable to bleed fuel tank vacuum) stored in memory. The concern may be caused by the purge valve, which has since been modified to eliminate the concern.

Of the concern has been verified, replace the purge solenoid valve with the modified part, available as P/N CA07-20-370H. Follow the instructions on MS3 online or the shop manual (section 01-16 Purge Solenoid Valve Removal/ Installation).

(INFORMATION COURTESY OF MITCHELL 1)

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1409

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TSBs

Schrader TPMS Solutions

?

KIA KIA CRASH REQUIRES CALIBRATION

WHY SCHRADER

LEADING OE TPMS MANUFACTURER

This bulletin applies to 2011-2016 Kia Soul vehicles equipped with Blind Spot Detection (BSD). The system may exhibit a “Check BSD System” message along with DTCs C270254 (control module master missing calibration) and C270354 (control module slave missing calibration).

Note: The BSD system calibration must be performed after any rear collision repairs. Failure to do so can result in improper BSD operation.

Using a KDS/GDS, select “BSD Radar calibration” in the BSD system..

Perform the “BSD Radar Calibration” procedure according to the KDS screen. Once the procedure is complete, test drive the vehicle at speeds above 20 mph to verify proper operation.

Using a KDS/GDS, select “BSD Radar Calibration” in the BSD system.

u

1 SKU

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u

Multiple stem options

u

OE quality

90˚ u

Designed for specialty aftermarket rims

Perform the BSD radar calibration procedure following the screen prompts.

(INFORMATION COURTESY OF WWW.MOTOLOGIC.COM)

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THANK YOU for inspiring our future Schrader TPMS Solutions

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www.SchraderSensors.com

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This bulletin applies to 2012 Jeep Wrangler vehicles equipped with a 3.6L engine. The MIL may be on, with DTC P0108 (manifold absolute pressure sensor circuit high) set active or stored.

Updating the software with release 13.01 or higher will resolve the issue.

Be sure to install a battery charger to prevent battery voltage dropping below 13.2 volts or rising above 13.5 volts during the reprogramming process.

Clear all DTCs following the re-flash. ■

Products Autel has connector cable for new Chrysler vehicles Autel Intelligent Technology has released a d iag nost ics c able for communicating with new Chrysler vehicles. The Autel Chrysler 12+8 OBD II connector cable (part number MS CHRY12+8) is designed for Chrysler, Dodge, Jeep, Fiat and Alfa vehicles. The new cable reads and clears codes, performs active tests and views generic and manufacturer live data. Other features and functions are TPMS OBD II relearns, coding and adaptations with MaxiSys tablet tools MS906BT+, and ADAS (advanced driver assist systems) calibrations (requires MaxiSys ADAS software).

AUTEL INTELLIGENT TECHNOLOGY CORP. LTD. WWW.AUTEL.COM

Akebono expands brake pad coverage The newest Pro-Act and Euro disc brake pad kits from Akebono Brake come with hardware in the box. All four of the new Pro-Act kits include premium stainless hardware, and both of the new Euro kits include required electronic wear sensor. The new parts expand coverage by more than 2 million vehicles. The company says it offers more than 400 disc pad kits with hardware in the box.

AKEBONO BRAKE CORP. WWW.AKEBONOBRAKES.COM

AAE offers steering gear boxes for Ford models New AAE steering gear boxes from CRP Automotive feature an improved designed engineered to prevent premature failure caused by brittle and undersized sector shafts. The new gear boxes in-

corporate larger, case-hardened shafts and oversized bearings for superior performance and durability. Key applications include 1968-1979 Ford F-100 to F-350, 2005-2008 Ford F-250 and F-350, and 2008-2010 Ford F-250 and F-350. AAE Steering Gear Boxes are sold as new parts. No core charges or trade-ins are required. CRP Automotive is part of CRP Industries Inc. AAE WWW.AAESTEERING.COM

Mayhew adds magnetic pickup tools to CatsPaw line Mayhew Steel Products has added nine magnetic pickup tools (varying in size and color) to its CatsPaw product line, as well as two pre-packaged display sets for the 1-1/2-pound and 2-1/2-pound capacity tools with 30 pieces each.

All of the tools feature s t r o n g n e o dymium iron-boron to aid in lift capacity, which ranges from 1-1/2 pounds to 10 pounds, specific to each tool. The company says a streamlined pocket clip keeps the tool secure and easily accessible.

MAYHEW STEEL PRODUCTS INC. WWW.MAYHEW.COM

Worx has two new cordless LED work lights The t wo new Wor x br a nd 2 0 -volt L E D (light emitting diode) lights from Positec USA are cordless. The Worx 20V multi-function LED light features five functions: flashlight, lantern, desk lamp with hi/lo settings, and flashing emergency light. The Worx 20V Max lithium-ion work site light generates 1,500 lumens, which is the equivalent of a 100 watt light bulb. The cord-free light weighs 5.6 pounds with battery. A built-in hook can be used to hang the light from a vehicle’s. The light also can be mounted to a conventional tripod.

WORX WWW.WORX.COM

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Products Rotary introduces TreadScan 2700 The new TreadScan 2700 drive-over tire tread and alignment measuring system from Rotary is available as a stand-alone model or as an upgrade kit for any Rotary alignment system. The base product includes a drive-over tread scanner and a mobile cabinet with a computer a nd printer. When integrated with Rotary alignment equipment, the tread scanner is installed in front of the alignment rack so every car drives over it on the way to the rack. The company says the price is low enough to install one in every bay. Rotary is a Vehicle Service Group (VSG) brand.

ROTARY WWW.ROTARYLIFT.COM

Arnott offers air suspension compressor for Infiniti and Nissan Arnott has introduced an aftermarket air suspension compressor for the 2004-2010 Infiniti QX56 and 2004-2015 Nissan Armada. The new compressor is Arnott’s first aftermarket replacement air suspension product for Infiniti / Nissan applications.

Arnott’s air suspension compressor P-3277, which fits the 2004-2010 Infiniti QX56 (JA60 Chassis) and 2004-2015 Nissan Armada (WA60 Chassis), is a direct replacement for the original OE compressor. The P-3277 air compressor is assembled with a vehicle-specific support bracket and includes all mounting hardware for a fast installation.

ARNOTT INC. WWW.ARNOTTINDUSTRIES.COM

Meyle adds cabin air filter The newest Meyle-Original cabin air filter is designed to protect against bacteria and help prevent the development of mold and fungi. Meyle AG says an additional filter layer enriched with sil-

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ver ions provides the new Meyle-Original cabin filter with an antibacterial function. While Meyle-Original particle and activated carbon filters already filter out harmful gases, soot and pollen, the new cabin air filter also actively protects against bacteria and, thanks to its fungicidal effect, against the development of mold and fungi.

MEYLE AG WWW.MEYLE.COM

GMB’s tensioners and idler pulleys are available online Timing belt tensioners and idler pulleys from GMB North America are now available for order through the company’s website. GMB has been selling tensioners to OE manufacturers since 2001 and estimates its tensioners cover about 90% of vehicles in operation (VIO). In addition to rigorous testing and quality control for all bearing components, the GMB tensioner and idler program features proven durability at high speed and high tension use, premium triple-lip seal to maximize grease retention and prevent contamination, and high heat resistant grease.

GMB NORTH AMERICA INC. WWW.GMB.NET

Ingersoll Rand has new torque limited impact wrench The 2-inch anvil of the new 2135QTL-2 ½-inch torque limited impact wrench from Ingersoll Rand is designed to provide better access to recessed lug nuts. The tool restricts forward torque from 55 to 75 foot-pounds, reducing the chance of damaging wheels without sacrificing a single foot-pound of reverse torque. The 2135QTL-2 delivers 780 foot-pounds of max reverse torque to remove stubborn lug nuts quickly and reaches target torque in two to three seconds. It weighs just 4.3 pounds to reduce fatigue with repeated use, the company notes.

INGERSOLL RAND PLC WWW.IRTOOLS.COM

Hunter releases reporting tool for inspection equipment Hunter Engineering’s new performance-driven tool, Push Reports, is now available for shops with Hunter inspection equipment. The company says the Push Reports tool boosts shop performance by automatically providing managers with actionable data from their Hunter inspection technology. Push Reports generates custom, easyto-understand reports that can be automatically “pushed” via text or email, allowing managers and owners to easily see shop performance.

HUNTER ENGINEERING CO. WWW.HUNTER.COM

APC expands commercial vehicle program APC Automotive Technologies has added parts and wider application coverage to its replacement parts offering for light, medium and heavydut y commercia l vehicles. APC says its Commercial Vehicle Program, which was launched in early 2018, delivers a complete offering of exhaust, after-treatment and brake replacement parts for all classes of commercial vehicles including specialty segments (bus/transit, waste/recycling, law enforcement/public service and more). The program features a wide range of components from APC’s DuraFit (aftertreatment), AP Emissions (exhaust and emissions) and Centric Parts (brake systems) brands.

APC AUTOMOTIVE TECHNOLOGIES WWW.APCAUTOTECH.COM

Atlas Automotive Equipment unveils TreadReader tire scanner The new TreadReader handheld scan tool from Atlas Automotive Equipment is designed to provide an instant 3D image of a tire, providing data such as tread depth and adverse wear. The company says advisory information like misalignment or uneven wear is also displayed, presenting a

“no-question” p r e s e nt a t i o n to the vehicle owner and the recommended resolution. The unit requires just a few seconds to run over all four tires for instant upload to a smart phone or tablet via the TreadReader app, which can then be converted into a printout or emailable document.

ATLAS AUTOMOTIVE EQUIPMENT LLC WWW.ATLASAUTOEQUIPMENT.COM

Electronic Specialties has new spoon probe back probers New Spoon Probe back probers (#616) from Electronic Specialt ies a re designed to back probe round electrical connectors, especially weather-pack style. The company says the curved shape of the probe allows better electrical contact and fitment when back probing round connector pins. A technician will be able to tap readings and waveforms with a DMM (digital multi-meter) or scope without damaging electrical connectors and harnesses. Spoon Probe back probers connect to standard size 4 mm banana plug test leads.

ELECTRONIC SPECIALTIES INC. WWW.ESITEST.COM

DEI’s new Oil Rug absorbs spills The new Oil Rug from Design Engineering Inc. (DEI) is designed to quickly absorb oily spills and drips.

Oil Rug will hold as much as 16 ounces of oil without leaking before it should be disposed, according to the company. A plastic disposal bag is included with each Oil Rug. It is available in small (12 inches x 18 inches), medium (18 inches x 24 inches) and large (29 inches x 48 inches) sizes.

DESIGN ENGINEERING INC. WWW.DESIGNENGINEERING.COM

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Products lit display. The 7260 includes an auto on/off feature, and each unit is assembled and tested in the U.S.A. DILL AIR CONTROL PRODUCTS LLC WWW.DILLVALVES.COM

Kaeser updates SM series rotary screw compressors Kaeser Compressors has updated the SM 7.5, SM 10, SM 15, and SFC 8 models of its rotary screw compressors. The company says the new Sigma 06 airend with increased intake capacity combined with IE4 motors on the 10 and 15 hp models delivers up to 10% more flow than prior versions and as much as 43% more flow than comparable competitive models. Specific power (compressor efficiency) has improved up to 10% over prior models. The update also includes a dual-flow fan combined with an external facing cooler, resulting in approach temperatures as low as 7 degrees Fahrenheit.

KAESER COMPRESSORS INC. WWW.US.KAESER.COM

Airtex-ASC expands electric water pump coverage Airtex-ASC has added electric water pump coverage for 40 million vehicles in operation (VIO). The new Airtex-ASC electric water pump numbers cover a wide variety of popular vehicle nameplates, including BMW, Toyota, Lexus, Volkswagen, Audi, Ford and Lincoln. The company says each electric water pump is engineered to keep the engine cooling system in peak running condition, delivering maximum coolant flow and durability just like its original equipment counterpart. Airtex-ASC is part of UCI International Holdings Inc. AIRTEX-ASC WWW.AIRTEXASC.COM

Dill has new digital tire inflator The new 7260 digital inflator from Dill Air Control Products features a 2-foot kink-resistance, stainless steel hose and a large back-

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Purolator adds 30 part numbers Mann+Hummel Purolator Filters has released 30 part numbers for the Purolator, PurolatorOne and PurolatorTech product lines. These new part numbers include oil, air, cabin air and fuel filters covering late model applications through 2019. The company says the introduction increases coverage for more than 10 million vehicles on the road. The new part numbers fit a variety of popular models, including Toyota Camry, Ford Ranger, Hyundai Elantra and Dodge Challenger.

MANN+HUMMEL PUROLATOR FILTERS LLC WWW.PUREOIL.COM

Cloyes expands timing drive systems coverage Cloyes Gea r a nd Produc ts added 44 part numbers to increase vehiclesin-operation coverage by more than 20 million in the U.S. in 2018. The part numbers for timing drive systems and components are available for a variety of popular nameplates, including Ford, Nissan, Mazda and Volkswagen. The newly released part numbers include a wide range of kits and stand-alone components, including timing chain tensioners, guides, sprockets, and chains as well as complete timing chain kits and highperformance timing sets.

CLOYES GEAR AND PRODUCTS INC. WWW.CLOYES.COM

BPI increases Raybestos Performance Rotors coverage Brake Parts Inc (BPI) has added 60 part numbers to its Raybestos Performance Rotors specialty line. The line expansion includes coverage for SUVs (sport utility vehicles), truck and luxury vehicle applications. The company says Raybestos Performance Rotors are made with application-specific enhanced iron, which suppresses noise and keeps brakes running cool, quiet and vibration free.

Drivers experience a stronger bite without sacrificing smooth braking. Performance Rotors feature black fusion coated hats or Grey Fusion 4.0 coating for rust protection.

RAYBESTOS WWW.RAYBESTOS.COM

VDO OE windshield washer pumps are now available Continental Commercial Vehicles & Aftermarket has introduced VDO OE windshield washer pumps. The company says the pumps are the first OE replacement pumps available to the market. A wide range of competitively priced SKUs offers coverage for Audi, BMW, Buick, Chevrolet, Ford, Honda, Volkswagen, and Volvo, according to Continental. The company says that unlike some universal aftermarket designs, VDO windshield washer pumps are genuine OE parts direct from the manufacturer, Continental. Built in ISO-certified facilities, the pumps deliver OE fit, form and function with easy plug-and-play replacement.

CONTINENTAL COMMERCIAL VEHICLES & AFTERMARKET WWW.VDO.COM/USA

New lubricant is designed for turbochargers New JLM Turbo Pre Lube is designed to provide crucial lubrication to a newly installed turbocharger. JLM Lubricants says there can be a delay of up to 30 seconds between the engine starting and oil reaching the bearings. The delay can lead to

a seizure and even cause a degree of premature wear on the engine. JLM Turbo Pre Lube prevents premature wear through a high load bearing film that coats all the moving parts. This means that the time delay of the oil reaching the turbo is no longer a problem.

JLM LUBRICANTS B.V. WWW.JLMLUBRICANTS.COM

AirSept has new line repair kit AirSept has introduced the Smart Splice Pro Series – Trans & P/S (P/N 78019) kit for fixing a damaged metal line or connecting a metal line to a hose for transmission and power steering service in five minutes, with no line removal needed. The Smart Splice Pro Series – Trans & P/S includes 16 repairs. The c ompa ny s ay s Sma r t Splice is OE-approved for line repair, is technician-friendly with no special tools or adhesives required, and is burst tested to 2,600 psi to ensure durability in tough automotive applications.

AIRSEPT INC. WWW.AIRSEPT.COM

Permatex offers threadlockers in gel formula Permatex gel threadlockers are available in two strengths. Permatex blue medium strength gel threadlocker is an all-purpose, medium strength threadlocker for use on bolts from ¼ inch to ¾ inch diameter. Permatex red high strength gel threadlocker is designed specifically for heavy-duty fasteners from 3/8 inch to 1 inch diameter. The company says the threadlockers are OEM specified, feature a no-drip formula that allows for accurate application, and are available in three sizes for specific application needs. Permatex is a division of Illinois Tool Works Inc. PERMATEX WWW.PERMATEX.COM

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Ad Index

Instant information from ASP advertisers

AD INDEX You’re mere seconds away from receiving free product information. Just go to the website(s) listed to the right of each advertiser below and you’re there! Instant product information at your fingertips.

Advertiser

Page

Website

Aftermarket Auto Parts Alliance Inc.

41

www.myplace4parts.com

Amsoil Inc.

IBC

www.amsoil.com/easypack

APC Automotive Technologies

45

www.centricparts.com

Arnott Inc.

33

www.trustarnott.com

AUTEL

25, 43

www.autel.com

Bartec USA

47

www.bartecusa.com

Bosch Diagnostics

27

www.boschdiagnostics.com

Chevron U.S.A. Inc.

7

www.havoline.com/PitPack-ASP

Clore Automotive

17

www.jumpstarter.com

ContiTech

13

www.oetechnologyseries.com

CRP/AAE Steering Specialists

12

www.aaesteering.com

Drew Technologies

29

www.drewtech.com/asp

Lang Tools

50

www.langtools.com

Latin Auto Parts Expo

39

www.latinpartsexpo.com

Mighty Auto Parts

35

www.mightyautoparts.com

Motorcraft

5

www.motorcraft.com

30-31; OBC

www.napaonline.com

NTN Bearing Corporation of America

IFC

www.bcabearings.com

O’Reilly Auto Parts

19

www.firstcallonline.com

Philips Automotive Lighting

40

www.philips.com/automotive

Schaeffler Group USA Inc.

49

www.repxpert.us

Schrader Sensors

52

www.schradersensors.com

SKF USA Inc.

9

www.vsm.skf.com

TechForce Foundation

51

www.techforcefoundation.org

VDO TPMS Replacement Parts

15

www.redi-sensor.com

NAPA Auto Parts

58

ASP

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All trademarked names and images are the property of their respective owners and may be registered marks in some countries. No affiliation or endorsement claim, express or implied, is made by their use. All products advertised here are developed by AMSOIL for use in the applications shown.

Buy it at: amsoil.com/easypack