Auto Service Professional - August 2020

Professional Auto Service Professional ÂŽ

August 2020 | Vol. 10, No. 4

Second Chance How financing options will help you push through the pandemic

Finding Solutions Operators like Wayne Martella have utilized secondary financing options to continue their businesses’ growth plans during the pandemic.

ALSO IN THIS ISSUE:

Dealing with ADAS technology Examining Coil On Plug systems Light duty diesel engine tips

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Contents

August 2020 • Vol. 10, No. 4

Te c h n i ca l

Dealing with advanced driver assist systems

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ADAS technology presents new shop challenges

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26

Examining Coil On Plug

33

Light duty diesel engine tips

The most reliable and durable ignition system to date

A brief overview of common issues

44 Pandemic paves the way for secondary financing

12

Consumer needs are obvious in tough economy

24

B u si n e s s

Reader Profile: Honest-1 Auto Care Established to make female customers feel welcome and appreciated

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26

Departments

4 Straight Talk Where’s my 10 mm?

8 Tech Tips From a PT Cruiser front wheel bearing to a valve stem cap reminder

52 Technical Service Bulletins

33

From a Jaguar crank bolt recall to a Mercedes-Benz moly

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

58 Ad Index Your connection to free information

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Straight Talk

Where’s my 10 mm?

S

Mike Mavrigian, Editor

into a drain hole. Or, the gremlins (it’s well Some consider this a myth while others known that all shops have resident gremlins are plagued by this on a weekly basis. who love to mess with your stuff) decided they We’re talking about the often unsolved mystery would play a joke on you and tucked it behind of the missing tool. that dusty old radio that sits on your bench, When we consider the anguish of realizing and shrouded it under a piece of scrap sandpathat a tool is missing, we can all relate. Whenevper. Yeah, gremlins are funny er you are in the middle of a job little guys who think they’re and you can’t find the specific comedians. tool needed at that moment, The solution: stock up on you initially blame yourself for 10 mm wrenches. That includes not storing that tool in its apshort and deepwell 6-points, as propriate spot. Then you might well as impact-grade shorts silently suspect a co-worker for and deeps, and for the sake of borrowing it and not returning being completely obsessive, it. Dismissing that scenario, combo wrenches as well. But you then search through every for some reason, it’s usually drawer, even though you know the short socket that likes to that you would only place that hide, so get tough and buy half tool in one specific drawer. You Save yourself a lot of grief a dozen of these critters, in then begin looking on the floor, and buy multiple 10 mm 1/4- and 1/2-inch drive. I like on the workbench, digging into socket or combo wrenches. to paint a red dot on each of your pockets, and finally rais- For some reason, this tool frequently goes missing. mine. That way, if found, I can ing your arms in total disgust. identify it as mine. In today’s Where could it be? shops, the 10 is one of the most coveted, and as For some unknown reason, the most coma result, the most “protected species” of tools. mon tool that goes missing is the 10 mm socket Since the 10 has the nasty habit of exhibiting or combo wrench. One reason is that a 10 mm wanderlust, always have more than one, and alis applicable to a number of applications, priways return them to the same location. Unlike marily for 6 mm bolts or nuts. The “10,” as we’ll unicorns, the 10 does exist, but it’s sometimes refer to it, gets lots of use. It may have been left the most elusive of creatures. under the hood of the last car in the shop. It I’m sure all of you have lost a tool at some may have been jammed into the pocket of the point or have a great story about a lost tool and pants you wore yesterday. It may have fallen off where/if you ever found it. If so, let me know, a vehicle’s radiator support when your elbow drop me an email at birchwdag@frontier.com. ■ nudged it, bounced along the floor and rolled

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WWW.AUTOSERVICEPROFESSIONAL.COM

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 gsmith@10missions.com Editor: Mike Mavrigian birchwdag@frontier.com Managing Editor: Lori L. Mavrigian lmavrigian@10missions.com Senior Editor & Digital Projects Editor: Joy Kopcha jkopcha@10missions.com Production Manager: Karen Runion krunion@10missions.com Art Director: Zach Pate Contributors: Jeff Taylor/Diagnostics & Driveability Specialist Bill Fulton/ASE Master Tech Edwin Hazzard/Mobile Tech 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

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 (734) 626-4950 Bob Marinez / bmarinez@10missions.com (330) 899-2200, ext. 2217, fax (330) 899-2209 Marianne Dyal / mdyal@10missions.com

technical articles, the newest products

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tures news from suppliers and manufacturers to keep you up-to-date on what’s happening in the automotive industry.

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Te chnical

TECH TIPS

From a worn out PT Cruiser wheel bearing to a valve stem cap reminder

PT CRUISER FRONT WHEEL BEARING

ECOBOOST OIL CHANGE

When (not if) a PT Cruiser starts making a droning sound while cruising, and if a front wheel has a bit of in-out play when checked on a lift, the issue most likely involves a worn front wheel bearing. However, changing the front wheel bearing is a bit of a chore. The bearing is captured onto both the hub and the steering knuckle assembly, requiring removal of the entire steering knuckle and hub as an assembly.

Remove the wheel, demount the brake caliper and suspend it out of the way, disconnect the outer tie rod end, remove the two upper knuckle-to-strut bolts, remove the lower ball joint pinch bolt, remove the spindle nut and washer, push the outer CV joint spindle out of the hub and remove the assembly.

Using a press, the bearing OD must be pushed out of the steering knuckle. Chances are high that the bearing race will remain on the hub, requiring the use of a chisel or grinding wheel to carefully remove the race. You’re better off grabbing a new hub in addition to the new bearing to avoid wasting time removing the race.

Clean the knuckle and press the new bearing into place. Prior to installation, check the condition of the lower ball joint and outer tie rod end, as the opportunity now exists if replacement is needed. Be sure to follow all torque specs, especially for the outer spindle nut, which is specified at 180 ft.-lbs. Be sure to install the hardened washer behind the nut, and the thin wave-washer over the nut before the castle cover and cotter pin are installed.

Naturally, even if the opposite side wheel bearing seems OK at this point, since they have the same mileage, it’s best to replace both sides’ bearings to prevent the customer from making a second visit. Inform the customer that it’s in his/her best interest to replace both right and left bearings at the same time.

It’s vital to follow OEM oil change interval recommendations on any vehicle’s engine. Citing the 3.5L turbocharged EcoBoost engine as a good example, if the owner tends to ignore the recommended oil change intervals and runs the engine for excessive miles between changes, and since the turbo creates excess heat-related stress to the oil, the first components to see early wear are the timing chain, guides and tensioner. When the chain wears/stretches, the PCM detects the change in camshaft position and can set DTC P0016 (crankshaft/camshaft correlation).

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Severe use of an EcoBoost engine requires more frequent oil changes.

If you see that code, first check the condition of the engine oil and determine how long it’s been since the last change. The factory lists 10,000 mile intervals under “normal” use, but also suggests changes every 3,000 – 7,500 miles under more severe use conditions.

Remember: Severe use doesn’t necessarily mean high rpm or racing conditions. Long periods of idle and stop/go operation can also fall under the “severe” category.

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Te chnical CHECK THOSE PARKING BRAKES For vehicles that feature a cable-actuated parking brake, be sure to inspect the system for proper operation whenever the vehicle is on the lift. Far too many people, especially those who drive with an automatic transmission, rarely if ever use the parking brake. By sitting unused, cables, links and parking shoe/disc systems can rust and seize, rendering the emergency brake either ineffective or locking in a brake-on condition when needed.

Unfortunately, the condition of the parking brake system is too often ignored. A frozen/ stuck parking brake system can occur in any geographic location, but vehicles operated in the rust belt (snow/ice/road brine) are especially susceptible.

DROWNING THE DIFF Anyone who tows a fishing or pleasure boat obviously backs their boat trailer into the water during unloading/loading. That’s why boat trailer wheel bearings must be checked and greased on a regular basis.

However, many novice boat owners also have a habit of backing up too far, often immersing the vehicle’s rear axle.

A drowned differential can have numerous problems.

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If you have a customer who tows a boat, it’s not a bad idea to check the rear drive axle while the vehicle is on a lift. It’s possible for water to enter the differential if the breather has been submerged. Check the lube level and condition. If overfull and/or milky, that’s a potential sign of water contamination.

CAN’T FIND A SWAY BAR? For some vehicles, whether older or late model, replacing a damaged anti-sway bar can sometimes be difficult if the OEM no longer offers replacements, and/or if you’re having trouble locating a used bar. If that’s the case, you can always turn to an aftermarket manufacturer who can potentially offer what you’re looking for.

Examples are Addco (addco.net), Hellwig (hellwigproducts.com), or H&R (hrsprings. com). If you simply cannot find an OE replacement, although there are no guarantees that they’ll have what you’re looking for, it’s worth a shot if all else fails.

ECOBOOST STUMBLE Some 2011-2012 Ford F-150 trucks equipped with a 3.5L EcoBoost V6 engine may exhibit an intermittent stumble and/or misfire on hard acceleration after an extended drive at highway speeds during high humidity or damp conditions. This may be due to condensation trapped in the intercooler.

The automaker’s recommended solution is to remove the air def lector from the top of the Intercooler and install it on the bottom to help vaporize the condensation trapped at the bottom of the intercooler.

However, before you reposition the air def lector, you should confirm that the misfire condition was due to condensation buildup. The freeze frame data for the misfire should indicate the engine was above 2,500 rpm with a 100% load. Also, Ford updated some models with a new intercooler to prevent this problem.

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HONDA TC SHUDDER If you’re dealing with a Honda equipped with automatic transmission and you have a suspected torque converter shudder/vibration, first check the Interactive network for service bulletins. If all updates have been done and the problem still exists, a test drive snapshot may help to isolate the source of the problem.

Example of a known good converter.

Notice that engine speed, input shaft speed and output shaft speeds are all smooth.

If the data shows rpm fluctuations similar to the example shown here, a torque converter and transmission fluid replacement may be in order. Select Snapshot from the scan tool A/T mode menu. Select manual trigger, 30 seconds, with the trigger point in the middle. Test drive and press the Camera icon when you feel the vibration. Maintain a steady throttle and as soon as you feel the shudder, hit the Camera icon Enter the standalone mode. Click on the open folder icon and select your snapshot.

Click the configuration icon and select the following parameters in the Line column: 1. Engine speed 2. Input shaft speed 3. Output shaft speed 4. TP sensor 1 5. Shift control Click on the line graph icon. Click the graph configuration icon and adjust the Max scale to 3,000 rpm for engine speed, input

shaft speed, output shaft speed, and click OK. To determine if the vibration is being caused by the torque converter, you need to examine the relationship between engine speed and transmission input and output speed. In a vehicle with a known good torque converter, engine speed and both shaft speeds will all be smooth. If you’re dealing with a vibration caused by a faulty torque converter, you will see oscillations in the input and output shaft when the engine speed is smooth. If you’re feeling the vibration while under a steady cruise, look for engine speed to be briefly jumping above the main shaft speed.

This would indicate that the torque converter is experiencing a stick/slip condition.

VALVE STEM CAP REMINDER It should be well known by now, but remember that a vehicle equipped with TPMS (tire pressure monitoring system) requires plastic or rubber valve stem caps. Never use metal caps, as these can react to the metal of the valve threads, causing oxidation/corrosion. Also, if the vehicle’s valve stem caps are green, this is an indication that the tires are filled with nitrogen instead of air. Nitrogen, as opposed to air, does not carry airborne moisture. When tire temperature changes (gets hotter, for example), a pure nitrogen charge helps to maintain a more-constant tire pressure.

Many folks ignore valve stem caps, but they’re more than just caps to prevent valve contamination. Valve caps for any application serve two purposes: to prevent dust/dirt contamination and to serve as a back-up seal to help prevent pressure loss. If a vehicle comes into the shop that is missing one or more valve stem caps, before checking or adding pressurization, first momentarily press the valve core to release a burst of pressure. This will help to blow out any potential contaminants.

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A DAS Te chnology

DEALING WITH ADVANCED DRIVER ASSIST SYSTEMS ADAS technology presents new shop challenges

T

By Edwin Hazzard

The automotive industry is always evolving. It seems that new technology is always arriving in our service bays. I remember back when SRS (supplemental restraint systems) first appeared with many service techs feeling a little overwhelmed. New technologies always seem to present new challenges. An automobile manufacturer’s biggest and foremost concern is the topic of safety. When the OEMs design an automobile they implement the strictest of guidelines that will help keep the driver and their occupants safe.

Fast forward to present day and we now have systems in place to assist drivers while on the road. The new system or technology is called ADAS. This stands for advanced driver assist system. This system is responsible for aiding the driver while driving on the road.

This system does not make driving decisions for the driver. This system will alert the driver of impending driving conditions especially when traffic is nearby. I believe in the nottoo-distant future you will be seeing a full self-driving vehicle where the ADAS system will be making all the decisions for the driver or pretty much most of the decisions.

Current ADAS systems not only help in

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the decision-making process for the drivers but as a service technician and a shop owner decisions are needed to be made as well.

Should a shop take on this new technology? Does the shop want to stay competitive? Does the shop want to stay ahead of the curve? These questions and many more need to be considered with this new technology.

With the ADAS systems now in vehicles it presents new challenges in training, tooling and equipment along with a legal and a liability challenge. These new systems must be properly serviced with the utmost precision and accuracy. The reason for this is that when a part has to be repaired or replaced on that subsystem, that part or system has to be accurately calibrated. In order to do this the shop has to have the correct service information, service tools, and training.

There is absolutely no room for error. An improper repair on an ADAS system could alter the way the driver responds to a driving incident. Finding out that the system has not been repaired correctly and has contributed to an automobile accident is where the legal and liability issue comes into play.

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A DAS Te chnology

COURTESY OF GREG SMITH EQUIPMENT

ADAS systems may include a complex array of assist features.

OEM AND AFTERMARKET TOOLS There has been great debate on what service information and or service tools need to be used in a proper ADAS repair. Should your tools be OEM specific or will an aftermarket tool do the job correctly? What about the calibration stands and targets? Can they be OEM or aftermarket? This is where the big debate is residing.

As a service technician and one who has been in this industry for many years, I have my own opinion on this debate. However, I’m not going to go into this debate in this article.

I merely want you as service technicians and shop owners to think about this.

One of the questions or statements I have received is if you use OEM tools in an independent repair shop for ADAS-based repairs, and if you’re not OEM-trained, meaning you don’t have OEM dealership training, is this an issue for legality? Another question or statement I have received is if you use an aftermarket tool for an ADAS repair in an independent repair shop, is that repair up to OEM standards? Is that an issue for legality?

These questions and many more have not truly been answered. Only you can make

concise decisions. One thing I do know is that an improper ADAS repair opens the door for the lawyers. And that is never a good thing.

Let’s say that you would like to get involved with this new technology in your shop. What do you need, where do you get it, and how much will this cost? Those are questions that have to be answered.

There’s a plethora of different choices and options from which to choose. We do know that an aftermarket scan tool may give you more options than an OEM tool in terms of vehicle coverage. As with any diagnostic tool, you need to determine based on what your shop generally works on the most what would work best for you.

If, for example, your shop specializes in a couple different makes then your best bet may be to choose the OEM tool for those makes. If your shop works on many different makes then perhaps the aftermarket tool would be a better choice. Personally, if I worked on all different makes and models I would choose both if my budget would allow it. This also goes for service information and calibration frames and targets required for ADAS. A ugu st 2 0 2 0

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Another thing that needs to be considered is the available space that is allowed for ADAS calibrations. This reason alone is why a lot of shops don’t get involved with ADAS repairs. Remember, to perform a proper calibration you have to have the correct space and area as well as the right pitch in the floor.

You can have all the tooling that’s needed but you might not have adequate shop floor space. The area that’s needed is part of the proper calibration and repair procedure.

Remember I said that an ADAS repair has to be precise. There is no margin for error.

PERFORMING AN ADAS REPAIR Let’s take a quick look at performing an ADAS repair.

When doing an ADAS calibration there are two types that could Figure 1: A 2013 Dodge Dart with be done. One is called a static cali- the front fascia removed. bration, meaning the calibration is tem becomes accustomed to the road as it done with a scan tool in a service bay. Also a should be and is ready to react and respond static calibration refers to technological feato unexpected issues. As with static advanced tures that can be calibrated in a specifically taidriver assistance systems, the vehicle manulored workshop environment, without having facturer will stipulate specific parameters for to drive the car in question. calibration of dynamic systems.

This approach requires the use of sensitive, Remember the days of driving vehicles and specialized equipment like a CSC (Camera and trying to reset the emissions monitors? This Sensor Calibration) tool. is kind of this same idea. If a component is reThe other calibration is called a dynamic paired or replaced and requires that both types calibration. That is done using a scan tool and of calibrations are needed it is imperative that driving the vehicle following certain driving both are performed. Doing one without doing requirements. Dynamic ADAS is sometimes the other is an improper repair. referred to as Mobile Calibration. This method Here’s an example: did you know that if relates to the fact that the calibration is peryou remove a front bumper fascia to get to a formed with the aid of a hand-held unit plugged radiator or A/C condenser, that after completdirectly into the vehicle. Then, once the unit is ing the repair an ADAS calibration is required? attached, the vehicle will have to be driven at a If there are sensors or a front camera in that manufacturer-prescribed speed over a set disbumper and it has been disturbed it will need tance in optimum weather conditions. to be calibrated! (See Figure 1.)

Having been exposed to this test, the sys-

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Figure 2: A 2015 Chevrolet Colorado rear back-up camera.

On page 14, there is a photo of the front fascia removed on a 2013 Dodge Dart. The active shutter solenoid needed to be replaced. This particular vehicle did not have any type of sensors or camera, so a calibration was not needed.

However, this vehicle does have a rear backup camera that’s used for parking assist. Note that vehicles that just have a rear camera are considered ADAS-equipped vehicles.

Any vehicle that helps or assists a driver is considered an ADAS vehicle (see Figure 2).

This is a 2015 Chevrolet Colorado with a rear back-up camera system.

Notice the lines in the camera picture.

Those lines are there to help assist the driver upon backing up.

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THE ALL-IMPORTANT SCAN TOOL The question that a lot of technicians and shop owners ask when considering performing ADAS repairs is “what do I need to efficiently perform ADAS repairs in our shop?”

An important tool to consider is the scan tool. It is extremely important to have a sufficient scan tool to be able to perform a pre- and post-scan. Most of the popular scan tools on the market have that capability in their software. The reason a pre- and post-scan is important is you can have a record that you can share with the customer of the pre- and post-repairs.

Also an ADAS recalibration report is another good idea toward documentation (see Figure 3 and Figure 3-1).

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A DAS Te chnology ,

ADAS Recalibration Report 2016 Chevrolet Tahoe (4WD) Demo 5.3L V8 (L83) VIN Odometer License

April 06, 2020 8:47 PM

Camera System ­ Front View Functional Tests Input Values

Figure 3-1: An example of a calibration report.

Results

Values received by the vehicle

PASS

FAIL

NA

Equipment Used and Additional Notes Fill in hardware information and serial numbers when available

Technician

Cert ID/No.

Signature

Date

COURTESY OF SOUTHEAST MOBILE TECH

Fill in values entered to run the test

Date: 1/22/2020 3:11 PM

2008 Chevrolet Avalanche (RWD) 5.3L V8 SFI (LMG)

Pre Scan Vehicle System Report VEHICLE INFORMATION

VIN YEAR MAKE MODEL ENGINE SYSTEM LICENSE

Figure 3: An example of a pre-scan report.

3GNEC22069G170465 2008 Chevrolet Avalanche (RWD) 5.3L V8 SFI (LMG)

COURTESY OF SOUTHEAST MOBILE TECH

CODE SCAN RESULTS

Systems Analyzed: 20 Engine Transmission Antilock Brakes Airbag Body Control Module Door Switch ­ Driver Door Switch ­ Passenger Fuel Pump HVAC Instrument Panel Cluster Keyless Entry Parking Assist Module Passenger Presence System Radio Rear HVAC/RSA Rollover Sensor Seat Module Theft Deterrent Tire Pressure Monitor Vehicle Communication Interface OBDII Engine P0121 | Throttle Position (TP) Sensor 1 Performance (Symptom 00) ­ Test Failed Since DTC Clear.

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COURTESY OF AUTEL

A DAS Te chnology

Figure 4: An example of a calibration stand.

These are example screens of a pre-scan of a customer’s vehicle and recalibration report. Performing this task will eliminate any potential confusion between the shop and the customer. It’s also good to have this record in case of any litigation or liability concerns. If, for example, there is a problem with the vehicle that you’re working on that’s not covered as an ADAS repair you can point that out to your customer that this issue is currently in your vehicle and it could possibly be a selling point as an added repair.

Along with having a scan tool to do your pre- and post-scans, it is extremely important that the tool you are using is up-to-date. You can’t expect to perform a calibration on a vehicle that’s newer than what your scan tool software covers. This same also goes for service information. Another tool that is a must is a

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calibration frame or calibrating equipment (see Figure 4). Along with the scan tool, this is probably the most expensive part of your ADAS repair tools. There are multiple companies from which you can purchase the calibration frames and equipment. Depending on what your budget is, this will go a long way in making that decision.

CALIBRATION TOOLING A lot of repair shops might not want to make a big investment in tooling, so the shop might call in a mobile tech. Mobile techs don’t really have the room to carry around a big calibration frame in their vehicle. A lot of them may even construct their own calibration type frame.

A lot of the OEM manufacturers don’t use a calibration frame but use a different type of apparatus. As an example, MLM Diagnostics out

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ADAS

CALIBRATION

FOR

MA600

AND

STANDARD

FRAME

HONDA LANE WATCH

ADASCAL2 EXPANSION PACK TOYOTA-AVM

2X

6X 2X

2X 2X

4X

2X

2X

MITSUBISHI AVM

CSC1006_05

HONDA LANE WATCH

REAR COLLISION WARNING

2X 2X

NISSAN RCW

AROUND VIEW MONITORING

CSC1004_10

LANE WATCH

CSC1004_09

HITACHI RADAR PLATE

CSC0805_02

RADAR SYSTEMS

CSC802_03

Purchase of the MaxiSYS Tablet or ADASUPGRADE is required.

Autel ADAS Calibration frame is needed to use this package.

TRAINING V IDEOS

TARGET STAND

CSC0802

@AutelTools

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COURTESY OF MLM DIAGNOSTICS

A DAS Te chnology

of Hudson, N.H., uses OEM calibrating equipment and tooling for ADAS calibrations. These might consist of a calibration type setup that runs on the floor along the side of the vehicle.

Figure 5 shows a setup for a 2016 Audi Q5.

Other types of calibrating equipment might consist of a tripod of different variations, seen in Figure 6 for a Nissan. My recommendation is to do your homework and research the different options that are out there. The targets that you need can either be purchased from the company that you bought the calibration frame or equipment from or you can purchase them from an OEM source. Some shops only purchase their targets on an as-needed basis.

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COURTESY OF MLM DIAGNOSTICS

Figure 5: A 2016 Audi Q5 calibration setup.

Figure 6: Here’s a Nissan calibration tripod.

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A DAS Te chnology

Figure 7: A calibration target.

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Figure 7 is an image of a calibration target.

As I mentioned before, the other thing to consider is to have an area that is set up to properly accommodate performing a static calibration.

Each manufacturer has their own recommendations on the size needed. It’s important to consult your service information on this.

Entering the world of ADAS repairs can be a scary and frightening adventure but at the same time can be an exciting and possibly prosperous opportunity. The number one thing that a repair shop needs to consider when performing an ADAS repair is the fact that they need to have the proper equipment, the proper training and the proper service information. Whenever an ADAS type repair is made it is extremely important to follow the recommended service information to a “T.” As I stated earlier, if the proper procedures are not followed it could open up the doors for a legal investigation, especially if the vehicle is involved in an accident and with injuries. Investigators will be able to tell if an improper repair was performed to the vehicle that contributed to the accident. When it comes to performing an ADAS repair or calibration that difference between a calibration that’s not accurate compared to one that is accurate can be a matter of seconds.

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This is no different than when inflatable restraint systems came onboard. Remember that all of the impact sensors had to be placed in the correct area? Remember that the seat belts had to be working properly and installed correctly?

Remember how important it was to calibrate the seat weight sensors?

ADAS systems are no different. As with supplemental restraint systems, the ADAS systems are there to protect your customers.

Keeping your customers safe and sound is the key for having them return to your shop for future service. A happy customer is a repeat customer. And that is what automotive repair is all about. ■

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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 37 years’ 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.

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Reader Profile

HONEST-1 AUTO CARE

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Established to make female customers feel welcome and appreciated Lewisville, with a population of about 106,586, is located about 22 miles northwest of the heavily populated Dallas/Ft. Worth area, close to the huge recreational area of Lewisville Lake.

The shop, a franchise location of the Honest-1 network (with headquarters in Florida), handles all aspects of service including HVAC, suspension, brakes and alignment, engine diagnostics and repair, radiator repair, transmission service, differential service as well as offering a towing service.

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

Our location offers general automotive service for all makes.

What is your business philosophy?

Co-owner Robin Mainer noted, “In addition to providing the very highest quality service possible, our primary focus is to treat our customers with respect, to provide 100% transparent communication, and to establish a high degree of integrity.

“Both Kim and I previously worked as outside sales for insurance companies. While working in the insurance industry, whenever we had our vehicles serviced, we often felt disrespected or talked-down to by various shops because we are women.

“When the insurance industry underwent some major changes, we began to consider a new career path, and we realized that there was a need for a ‘female-friendly’ service shop that would treat all customers, male and female, with equal respect.

“My ‘last straw’ moment occurred when I

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Owners Robin Mainer and Kimera Shepler run Honest-1 Auto Care in Lewisville, Texas, and emphasize treating each customer with respect. visited a local shop for service and asked the owner a few questions regarding why certain parts and labor were required, in the attempt to simply understand what was needed and to understand what I was paying for. When his response was a gruff, ‘I don’t have time to explain this to you because you’re a woman,’ that struck a nerve, and at that point I was convinced that Kim and I needed to remedy this.

We knew that we could do better, and had an opportunity to establish and grow a successful service operation by catering to the female market, by offering quality service in an atmosphere that was inviting and comfortable for

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female drivers, and staffed by top-notch and skilled technicians.

“We take the time to explain various service requirements and help to educate women regarding their automotive service and repair needs, instead of simply taking their money and treating them like just another ‘number.’

Ironically, while Kim and I own and manage the operation, both of our respective families have always been heavily involved in the automotive industry, as both families own new car dealerships.

“We often joke about initially not being interested in being involved in the automotive business despite the ever-present urging of our families. Once we decided to start our shop operation, we jokingly realized that we found ourselves ‘pulled back in.’ Opening the shop was the best decision we ever made, as we thoroughly enjoy our new career. Being able to offer both honest service and creating an atmosphere where our female customers don’t feel intimidated has been truly rewarding.”

research, read, talk to peers, and our vendors.

Being consistent with our vendors and developing a relationship with them helps when we have issues.

Where do you buy your parts?

We buy from a variety of sources, including local parts stores and warehouses such as Worldpac, O’Reilly, Excell, AutoZone, Advance Auto, etc., making a point to deal only with suppliers that operate with a high degree of integrity and stand behind their parts. Naturally, when the need arises, we buy OE parts from area dealers.

How does ASP benefit your business?

Quite frankly, we’re new to the magazine but we are very impressed with the content. Our technicians find the technical feature articles very informative, and the new products section definitely helps us to keep abreast of new parts, tools and equipment. ■

What influences your parts buying decisions?

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

Price…...................................1 Brand name recognition….3 (Based on experience with those brands) Promotion in racing ……..0 Perceived quality……...…..3 (Based on our experience with their quality) Availability/time……….....3 Other (describe)…We regularly try to read/ research to stay informed regarding parts. We

What do customers want/expect from your shop?

First and foremost, our customers expect the highest quality in both maintenance and repair work. I realize that should go without saying, but quality in everything we do is our absolute priority. We want our customers to know that they can always rely on us to get the job done correctly each and every time. This is what we base our reputation on.

What is your approach to technician training?

Our technicians constantly work on obtaining additional certification and keeping pace with technology. Luckily, several of our area parts stores offer training classes on a regular basis, and our technicians take advantage of any training that is available.

HONEST-1 AUTO CARE LEWISVILLE, TEXAS

Owner(s)..…………………Robin Mainer and Kimera Shepler Business founded …….............................................…2017 Number of bays…………...............................................……8 Number of certified technicians…..................................….2 Shop size (square feet)…………........................………5,300 Number of vehicles serviced per month…..On average 720 Hourly labor rate……..........................................….$129.95 Average job ticket price…..........................…… About $285 Gross profit……......................................Approximately 62% Average spent on tools and equipment annually...$10,000 Vehicle makes serviced……...............................…............All

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Coil On Plug Systems

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Examining Coil On Plug

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The most reliable and durable ignition system to date

By Jeff Taylor

Today’s modern ignition system normally will use a single ignition coil per cylinder, mounted directly or very close to the spark plug: the Coil On Plug (COP) design. Some systems use an individual coil and a small ignition wire in a Coil Near Plug (CNP) setup because the location of the spark plug in the cylinder head won’t allow enough room to directly mount a coil on the spark plug, I consider this a version of COP. COP ignition is the most reliable/durable ignition system that has been developed so far in the history of the automotive ignition systems, yet its function is still the same as it was over 100 years ago: to create enough energy to form a spark and ignite the air/fuel mixture, forcing the piston down. COP operation is Powertrain Control Module (PCM) controlled; improving the accuracy of spark timing, coil dwell time, the number of sparks created per combustion event (multiple spark events are used by a number of manufacturers) and the amount of voltage that is available to create the spark.

COP’s reliability and durability doesn’t mean that it doesn’t fail. A failed or failing COP unit usually results in a customer complaint of rough running, stumbling or a Service Engine Soon light (SES). The first COP systems had issues and many common pattern failures (think early Ford V8 and Honda V6 COP ignition system). But there are a number of things that can cause a COP to fail. The most common cause: open secondary or high secondary circuit resistance creating high voltage spikes.

The energy produced in the secondary has to

go somewhere and it will find a path anyway that it can. These spikes can result in damage to the coil itself, the COP electronics and even the PCM. Worn out/incorrect/leaking spark plugs, carbon tracking, failed dielectric grease, excessive heat, moisture intrusion, oil from leaking gaskets and spark plug tubes, antifreeze contamination, and even dropping a COP unit during service can shorten the life of a COP unit.

There is a long list of reasons that a COP can fail, but when it comes to diagnostics the most common diagnostic approach is to swap a COP unit with one that was still working. I use this method, but with today’s engine packaging and many COP units hidden under plenums and parts, a few simple tests at the COP connector will usually save time and help verify the issue before bolting it all back together.

Identifying the type of COP system being used is the first step in diagnostics and establishing a quick test routine for each type. Three types of COP ignition coils are used commonly: the two-wire connector, the three-wire connector and the four-wire connector. Understanding how each of these COP system works can make the quick check part of our diagnostics a bit easier. Most of these tests will require just a few simple tools and a non-factory scan tool.

The two-wire COP ignition coil was commonly found on older Ford and Fiat Chrysler (FCA) products. The two- wire COP connector will have a 12V power supply and a switching A ugu st 2 0 2 0

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signal. The two-wire COP design doesn’t have an integral ignition module. Most two-wire COP designs rely on the PCM (some use a remote mounted ignition module) to directly control dwell and timing to each COP unit by controlling the ground side of the circuit. The two-wire COP may use internal PCM electronics to detect the primary voltage spike created when the primary current flow is interrupted to confirm that the coil fired. An open or unplugged coil connector will set a P035x (x indicates the COP number) coil control circuit code. FCA (Fiat/Chrysler Automotive) PCMs monitor the primary pattern burn time and use this information to set coil ionization fault codes. If the PCM detects that the secondary ignition burn time is too short, incorrect, or not present, a code will set. Pay particular attention to the diagnostics as these “secondary circuit, insufficient ionization” codes don’t easily point to the correct COP assembly (i.e.

P2308 code is for COP on cylinder 3).

Diagnosing and testing a two-wire COP can be done with a few tools: a spark tester and a self-powered test light (a scanner can be used if there is an SES light to point you to the COP culprit).

1. Always test for proper spark first. I use an HEI tester.

2. If spark is missing then check for power (12V) at the two-wire COP connector with it disconnected. Remember that on an FCA product you will have to crank the engine to see 12V. If there isn’t 12V then you will have to refer to a wiring diagram.

3. If you have no spark but have 12V test the switching signal. Using a self-powered test light, crank the engine and watch the LED with the probe installed in the COP connector. It should flash on and off. If it doesn’t flash, a wiring diagram and further testing will be required for diagnosis.

Open circuits on these older two-wire COP systems are common. I usually go straight to

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A 2017 GMC Sierra equipped with fourwire COP (Coil On Plug) coils under a decorative cover. Shown are the short wires that connect the coils to the spark plugs located between the exhaust ports.

I consider this style to be a COP but it’s better described as CNP (Coil Near Plug). the PCM connector check for switching, eliminating many connections. PCM failures are common on these older vehicles.

The three-wire COP ignition coil type is a popular COP design. The three-wire COP connector will have a 12V power supply, a ground and a PCM triggering circuit. The lack of any of these will result in no spark. On the threewire COP coil assembly, the ignition module or ignition control transistor is integral to the COP assembly. The PCM controls the ignition timing and dwell remotely using the triggering circuit. Most manufacturers will use a 5V trigger circuit, but some use 12V.

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Primary voltage patterns and primary or secondary resistance values aren’t usually available due to internal electronics. Some manufactures have equipped their PCMs with the ability to detect and report an ignition problem by using the amplitude of the trigger pulse to detect if the circuit has gone open circuit or shorted. But it’s far more common for three-wire COP equipped vehicles to not monitor if an ignition event has occurred. They typically don’t set any COP related trouble codes if the COP connector has broken or open wiring

or is completely disconnected. These vehicles will just set a misfire code but even that may take more than one road test.

Diagnosing and testing a three-wire COP can also be done quickly, using a spark tester, a DVOM and a scanner to pinpoint which COP is acting up.

1. Check for spark.

2. If there is no spark, check for power (12V) and a good ground. Many vehicles will feed power (12V) to a bank of COP coils via a dedicated fuse or relay and do simi-

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Coil On Plug Systems

red lead of the DVOM to battery voltage (12V) and then start the engine. You should see a fluctuating value (30 to 60Hz on a Honda V6). If there is no signal, a wiring diagram and further testing will be needed to verify the circuit’s integrity to the PCM.

This is a three-wire Honda (left) and a four-wire VW/Audi COP.

Current ramping is always an option in verifying COP functionality.

3.

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lar things with the ground circuit using splices to minimize wiring. If either the power or ground circuits are an issue, consult wiring diagrams to diagnose further, but if they are OK, look at the triggering circuit.

Each triggering circuit is controlled individually by the PCM, so they will have a dedicated circuit that will go directly to the PCM. This triggering circuit needs to be tested with a DVOM capable of reading Hertz (Hz) or an oscilloscope. A test light will not work. To test the triggering circuit, reconnect the three-wire coil connector to the COP. Set the DVOM to Hz and carefully back probe the trigger wire on the COP connector. Connect the black DVOM lead to it and connect the ASP

The four-wire COP ignition coil type isn’t as popular as the three-wire COP but it is being used by major manufacturers in two variations.

Toyota, Lexus and Mercedes-Benz use one format and General Motors uses another. Toyota and Mercedes use three of the four wires in the connector for power (12V), ground and a PCM-controlled trigger very similar to the three-wire COP, but the addition of a fourth wire provides feedback to the PCM that the coil has actually done what the PCM asked it to do. The Toyota version calls this fourth wire the ignition confirmation signal (IGF) and uses this signal to provide fail-safe fuel cut-off in the event that a coil has failed and isn’t firing the spark plug, protecting the catalytic convertor.

The Toyota version provides a 5V bias signal on the IGF circuit that runs parallel to all the ignition coils.

Internal electronics in each COP monitor the coil operation and pulse the IGF to ground when the coil fires successfully. The PCM will recognize a lack of pulse and set a trouble code for the coil that failed to fire. Code P0351 “coil A primary/secondary circuit malfunction” for instance is telling you that coil “A” or the coil on #1 cylinder didn’t fire. Be careful when replacing Toyota coils with inexpensive or noname brands as they are known for having issues on the IGF circuit but will have spark when tested.

GM’s four-wire COP design has a power (12V) and ground circuit, a trigger circuit that GM refers to as Ignition Control (IC) and the fourth circuit wire is called “Reference Low.” This reference low wire is an auxiliary ground that is provided to the COP unit directly from the PCM. Its primary purpose is to provide a

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Coil On Plug Systems

This is the spark tester that I have used for 30 years. It was designed to test the GM HEI ignition system and still works great to this day. clean ground to the low current circuits and electronic in the COP while the other body ground is managing the coils’ primary coil current. If this reference low wire or circuit goes bad it is possible for the COP to use the other ground circuit to maintain functionality. GM’s IC trigger circuit is monitored by the PCM for opens and shorts to ground/power and uses a 5V signal to command COP operation and is quick to set trouble codes if it sees an issue on the IC line.

It’s worth noting that VW/Audi also uses a four-wire COP coil and similar to GM there is a 12V power, a 5V trigger and two grounds that both terminate on the cylinder head/cam cover. The power output stage uses one ground and the coil primary circuit uses a separate ground.

Diagnosing and testing the GM four-wire COP. 1. Check for spark. Start on the small ignition wire, as these COPs are actually CNP (coil near plug) setups. If there is no spark from the wire, I will go an extra step and put my spark tester into the coil with the

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spark plug wire removed to verify it’s a COP issue and not a wire issue.

2. If there is no spark, check the connector for power 12V and proper ground. If either the power or ground circuits are an issue, then consult a wiring diagram to diagnose further.

3. Testing the reference low can be done with or without the connector connected.

Using DVOM, test the reference low by installing the red lead on battery positive and the black lead on reference low. The reading with key on/engine off should be 10V to 12V. 4. If all the circuits test OK to this point and there is still no spark, we need to check the IC wire. Using your DVOM and setting the meter to Hz back probe the IC circuit with the black meter probe and attach the red meter lead to battery positive. The Hz reading on the IC wire should be 5 Hz to 8 Hz with the engine running.

Understanding how each individual COP system works is essential for quick and accurate diagnostics.

Today’s COP ignition systems are robust and tend to fail mainly due to negligence or mechanical failures, but failures do occur.

Proper routine maintenance of spark plugs and repairing fluid leaks is imperative to the durability of this system.

And don’t forget that good quality COP replacement parts are a must. ■ Jeff Taylor boasts a 33-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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Light Duty Diesel

LIGHT DUTY DIESEL ENGINE TIPS A brief overview of common issues

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By Mike Mavrigian

COURTESY OF GMC

Shops that don’t necessarily specialize in diesel engine repair and maintenance need to do their homework to stay abreast of both previous and current diesel engine control systems in order to service their light truck/towing customers. Here we’ve included a selection of various tips and tricks to help you get your feet wet in the diesel light truck market.

COMMON ISSUES AND DIAGNOSING HARD-START Today’s light duty diesel engines, featured in 1/2-ton to 1-ton trucks and their SUV and passenger car counterparts, are wonderful machines capable of great fuel mileage and producing plenty of torque... when they run properly, that is.

One of the common problems regarding diesels is the issue of hard-starts or no-starts, especially in cold ambient temperatures. As temperatures drop, the engine oil begins to thicken. While engine oil in a gasoline engine is intended to only lubricate the internals (main bearings, rod bearings, oil rings, cylinder walls, valvetrain etc.), in various diesel engine designs, the oil is also used to run a high pressure fuel pump that provides fuel pressure to the injectors.

When the oil viscosity is too thick to run through the small orifices in the high pressure pump, the injectors may not operate properly.

When a customer’s diesel experiences a hardstart, the first item to check is the engine oil

Diesel engines are the powerplant of choice for those who tow and require plenty of pulling torque. GM, Ford and Chrysler all vie for the business, and the need for shops to keep abreast of current diesel engine expertise is growing.

— not only oil level, but the condition of the oil. Oil that is too thick also causes a drag at the bearings, resulting in the starting system to battle against the extra draw demand.

Regardless of what someone’s uncle or cousin recommends as the proper engine oil, it’s best to simply follow the engine maker’s recommendation, based on current weather conditions. For example, in cold temperatures, the manufacturer might recommend a CG-4 rated full synthetic oil.

If the oil is OK but the crank speed is low, obviously check the battery state of charge/ condition and output, as well as all cable conA ugu st 2 0 2 0

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Light Duty Diesel

nections. A slow crank can make it impossible for the engine to turn over fast enough to generate adequate cylinder pressure.

Most diesel engines feature a glow plug system. The glow plugs are powered by a dedicated relay and assist in engine starting. They provide elevated heat in each cylinder to work along with cylinder compression to ignite the lowignition point of the diesel fuel. The glow plug relay operates with a timer that allows voltage to activate the glow plugs for a specified number of seconds. If the relay sticks, the glow plugs can over-run and eventually burn out. Glow plugs can be checked by testing for resistance/continuity and comparing to specifications.

Excess resistance or no continuity is a definite sign that the glow plug(s) are not operating properly. Glow plug modules provide power to the plugs. If the module is bad or connections are poor, no or inadequate power will be available to the plugs. Problem engines of note include GM’s 6.2L and 6.5L engines where excess engine heat can kill the module.

Another example is Ford’s 7.3L Navistar engine where the module can cut off if two or more glow plugs are bad. Any of these problems (oil type/condition, glow plugs, glow plug relays and glow plug control modules) will be exaggerated with low ambient temperatures.

Of course, it’s common knowledge that diesel fuel is very susceptible to water contamination, requiring regular replacement of the fuel filter/water separator and draining of the fuel bowl. Filters should be changed at least once each year. If water is in the fuel (not actually mixed but present), in cold weather this can cause the fuel to gel and block fuel flow.

It’s imperative to maintain fuel cleanliness and to take advantage of adding approved fuel conditioner additives to reduce the effects of condensation in the tank and lines. In some cases, the fuel pump might be blamed for hard starting or engine dying after starting. Instead of assuming that the pump is bad, check for air in the fuel system. Air may be entering the system through a fault in lines or line connec-

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On Ford Navistar 7.3 engines, the fuel bowl features a yellow drain cock. Adjacent to this, note a white connector. This is a connection that provides current to the fuel bowl heater. It’s not uncommon for this connector to experience a short, which will kill power to the ECM. Unless the vehicle is operated in extreme cold conditions, disconnect this to prevent unexpected engine shut-off. tions. Check by installing a clear hose to the fuel return line. Crank the engine and inspect the hose. If you see air bubbles, that’s a telltale sign that air is entering the inlet side of the pump.

A bad injector solenoid can be the cause of inadequate fuel delivery to the injectors. When the ignition is turned to the on position, you should be able to hear a click noise at the solenoid, If not, suspect the solenoid. If it clicks but there’s no delivery to the injectors, suspect a bad pump, assuming the lines and filter(s) are free of obstructions.

Diesel fuel injectors run at high pressures.

This may be 300 psi or higher, depending on engine design. If the injectors are gummed up/ dirty, this will result in a lean mixture which

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Light Duty Diesel

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exhaust temperatures reach approximately 392 degrees Fahrenheit, the catalyst “lights off,” initiating the conversion.

The DOC is the first component in the after-treatment process. It serves as a flowthrough “filter” that begins the oxidation process (regeneration) of cleaning up hydrocarbons and CO, as well as any unburned fuel (and any oil carried by the fuel).

DPF: Diesel Particulate Filter. After the DOC, exhaust enters the DPF, which is intended to grab any exhaust soot that the DOC didn’t oxidize. Any soot trapped in the DPF is oxidized when Despite the current engines that feature highly exhaust temperature reaches sophisticated management systems, the venerable about 400 degrees F. This is 7.3L single-turbo Navistar engine utilized in the Ford referred to as passive regenPowerstroke line was in production 1994-early 2003 and eration that takes place auis still very popular due to its reputation for reliability. tomatically as exhaust temperature rises.

Be aware that the DPF may require mainteshould create a rough idle and white smoke nance. As a result of the oxidation process, ash at the exhaust outlet. Faulty glow plugs and/ begins to slowly build up inside the DPF, and or a bad glow plug module can also result in can eventually cause an increase in exhaust white smoke, which may clear up once the enback pressure. If ash is allowed to build up, gine reaches normal operating temperature. enough can be trapped to harden and plug the Black smoke indicates a rich condition. Keep DPF. A clue to DPF contamination is shorter in mind that black smoke can also be caused by regeneration intervals. The DPF can be rea restriction in the air inlet, so check the inlet moved and cleaned (unless clogged to the point and air filter. of requiring replacement). If the DPF is due for cleaning, it makes sense to also clean the DOC DIESEL EMISSIONS SYSTEMS at the same time.

The now-mandated diesel exhaust “after-treatDEF: Diesel Exhaust Fluid (DEF) consists ment” is designed to reduce and remove harmof a mixture of high-purity urea and deionized ful emissions particulates. water. Controlled by a “dosing” module, DEF is injected into the diesel engine’s exhaust stream.

DOC: Diesel oxidation catalyst. Similar DEF consists of a mixture of 32.5 percent highto a catalytic converter in a gasoline engine purity synthetic urea and 67.5 percent deionized system, a DOC is designed to oxidize carbon water. DEF dosing is controlled by the engine’s monoxide, hydrocarbons and diesel particuECU. When heated, DEF splits into ammonia late matter (DPM) to CO2 and H2O. When

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Light Duty Diesel

and carbon dioxide, which is then atomized and vaporized. Once DEF enters the exhaust, the water in the DEF vaporizes, leaving ammonia molecules to travel to the catalytic converter where it neutralizes NOx molecules. This reaction converts NOx to harmless nitrogen and water, substantially cleaning up diesel emissions.

All diesel-equipped vehicles that feature an SCR (Selective Catalytic Reduction) system utilize DEF injection.

SCR: Selective Catalyst Reduction. The use of SCR systems reportedly provides an additional benefit of a 3 percent to 5 percent increase in diesel fuel economy. This is a result of enhanced combustion as exhaust temperature rises, especially in the heavy-duty applications.

SCR is the final component in the after-treatment system. DEF is dosed into the SCR catalyst, serving to further reduce NOX as oxides of nitrogen pass through the SCR filter.

THE SMOKE DECODER The color of the vehicle’s observed exhaust can also provide helpful telltales in determining a drivability or engine problem. Below are potential clues based on exhaust smoke color.

MISCELLANEOUS DIESEL TECH TIPS Following are selected examples regarding a few specific diesel engines and common issues.

DODGE RAM CUMMINS 6.7L Cummins 6.7L turbochargers: Carbon buildup inside the turbo can prevent proper movement of the nozzle and will often set a P2262 insufficient boost code.

If no DTC is found but the vehicle fails state smog or emission test due to incomplete readiness monitors, check and see if the customer has disconnected battery power prior to the emission test. If so, ask how many miles have been driven since. Check with the vehicle’s service manual to see exactly how the vehicle needs to be driven to complete the readiness monitors.

The following criteria need to be satisfied to make certain the vehicle can complete the testing procedure, these include.

• Fuel level at 1/4 tank or more.

• Battery voltage 12 to 16 volts.

• Coolant temp over 140 degrees F

EXHAUST COLOR

LIKELY CAUSE

REMEDY

Black

Dirty air filter

Clean/replace filter

Black

Air intake blockage or leak

Check system/repair

Black

Fuel contamination

Check fuel quality

Black

Fuel injection system malfunction

Check fuel system

Black

Turbocharger malfunction

Check /repair

Black

Exhaust system/malfunction

Check and repair DOC/DPF/SCR

Blue

Dirty air filter or restricted intake

Check and repair/replace

Blue

Plugged turbo oil drain tube

Repair

Blue

Crankcase ventilation system

Repair/replace

Blue

Valve seals/guides

Repair/replace

Blue

Rings or pistons or cylinders

Repair/replace

Blue

Exhaust system malfunction

Check and repair DOC/DPF/SCR

White (steam)

Coolant leaking in combustion chamber

Repair

White

Internal engine damage

Repair

White

Fuel issues

Check fuel and injection system

White

Valves out of adjustment

Check adjustment

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The DEF fill point for GMC and Chevy light trucks is located underhood adjacent to the passenger-side firewall. Especially for trucks equipped with 4-wheel-drive that sit high, accessing this fill point can require a bit of an arm stretch.

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Light Duty Diesel 2010 - 2018 CHEVY SILVERADO/ GMC SIERRA

FORD POWERSTROKE

On 6.0L fuel injectors: Prior to installing the injector, it is critical to remove any oil or debris that may have fallen into the threaded injector clamp hole in the cylinder head. Failure to do so can cause the injector not to be fully seated, which can lead to compression leakage in the fuel system and catastrophic damage.

6.0L fuel injection control modules: Fuel injection control modules and glows plugs can both cause hard start or rough running on a cold engine. Here’s one way to tell the difference: if there’s white smoke coming out of the exhaust after a long crank, it indicates unburned fuel and points to the glow plugs as the problem. If there’s no smoke, the FICM is the problem.

6.4L piezo fuel injectors: If one of the injectors leaks, the fuel will enter the crankcase and raise the oil level. To check for excess oil, you can “short stick” the oil dipstick. Simply insert the dipstick part way until the bottom edge of the handle contacts the top of the dipstick tube.

6.4L high pressure fuel pumps: If you must remove or install the high-pressure lines from the pump to the cylinder heads, take special care to hold the pump fitting in place with a wrench while using another wrench on the line. Failure to do so can result in catastrophic damage to the pump.

6.4L horizontal fuel conditioning modules: The PCM cannot monitor the flow of fuel volume supplied from the HFCM to the high-pressure pump. Restricted fuel filters (or anything else that may limit the flow of low-pressure fuel to the high-pressure pump) can cause catastrophic pump failure, which may result in debris in the fuel rails and injectors.

The 6.4L engine used in Ford Powerstroke applications is known for common EGR and DPF Remind diesel owners that a blue fill cap on any late issues. The Exhaust Gas Recircumodel diesel powered truck indicates the DEF fill. This is a good point to mention if the DEF fill is located next lation (EGR) system consists of a to the fuel fill, as found on many Ford applications. pair of EGR coolers and an EGR If DTC P2463 is stored and the customer complains that check engine light is on and that the truck has reduced power, check with a scan tool and observe DFP regeneration status. Also check to see the last time DPF was regenerated.

If the vehicle is equipped with a driver information center display, check to see if a DPF warning message is displayed.

If the DPF status shows that regeneration is needed, or the driver information center displays a DPF message, then manually command a regeneration as the system will not be able to automatically complete a regeneration.

Talk to your customer and ask them about their driving routine. Do they drive short trips?

Do they routinely drive at low speeds? Are they ignoring the DPF message?

Explain to the customer that in order for the filter to clean itself sufficiently, the vehicle needs to be driven over 35 miles an hour until the message clears itself. The system is set up to monitor certain conditions and determine when the filter needs to regenerate. If the filter is not allowed to regenerate, then it will be damaged and require replacement.

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COURTESY OF DELPHI

Note that the selective catalyst reduction (SCR )tank runs through a heated feed line, using an injector to provide a dose of DEF into the exhaust prior to the SCR catalyst on diesel particulate filter (SCRF). valve. Exhaust gas enters the lower (horizontal) EGR cooler from the driver’s side exhaust manifold. Exhaust gas then passes through the vertical EGR cooler. This cooler connects to the EGR valve that controls exhaust that enters the intake manifold. The DPF, located near the front of the exhaust system connects to the catalytic converter.

Signaled by a series of sensors, the EGR and DPF systems work together to help the engine meet emission standards. Sensors monitor the exhaust gas temperature prior to the DPF, inside the DPF and after exhaust leaves the DPF. In addition, an exhaust back pressure sensor is located on the DPF. When the sensors determine that the DPF has reached a predetermined threshold of soot contamination, the regen process begins, alerting the driver that regen has started.

When regen begins, the EGR valve opens to allow hot exhaust into the engine in order to increase exhaust gas temperature, which in turn raises the temperature of the DPF. At a predetermined trigger point, the engine’s fuel injectors release excess fuel during the exhaust stroke, sending fuel into the exhaust system, which burns soot out of the DPF. Once the filter clean-out trigger point is reached, the regen process stops. Naturally, while regen takes place, fuel economy will be reduced, since extra fuel is being used to clean the filter.

Because fuel is being sprayed into the cylinders during the exhaust stroke, fuel wash down and oil dilution occurs. Even with a properly functioning EGR and DPF, a gallon (or more) of fuel can be introduced into the crankcase, revealed by an overfill on the oil dipstick. For this reason, it’s vital for your A ugu st 2 0 2 0

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COURTESY OF CUMMINS

Light Duty Diesel

The late model Cummins 6.7L engine found in heavy-duty Ram trucks outputs 1,000 ft.-lbs. of torque and as much as 400 hp.

The high pressure fuel pump produced a whopping 29,000 psi of pressure. customers to understand that the engine oil and oil filter should be changed at least every 5,000 miles. Ignore Ford’s spec of the 10,000 mile oil change interval.

POWERSTROKE HIGH PRESSURE PUMP Neglecting recommended fuel filter replacement is a known problem for the 2008-2010 Ford Powerstroke 6.4L engine. Failing to follow the filter change per the service manual can damage the high pressure fuel pumps.

The dreaded DTC P0088 (fuel rail/system pressure too high) indicates that the fuel pressure control valve in the pump is sticking.

The pressure control valve cannot be repaired or replaced on its own, as it’s integral to the pump assembly. If DTC P0088 is stored, this indicates the need to replace the high pressure fuel pump.

Replacement pumps can be costly, at $1,000$1,600. Ford techs are seeing high pressure pump issues due to metal debris contamination. One likely cause is the failure to perform proper maintenance.

The low pressure fuel pump/water separator/filter unit is mounted near the tank,

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on the frame. A water drain valve petcock is located on this unit, which allows draining water from the fuel. Ford recommends draining water every 30 days. However, due to the unit’s location and the owners’ negligence in not routinely opening this drain, water builds up in the fuel, contaminating and diluting lubrication for the high pressure pump. In the end, the metal debris contaminates the entire fuel system, often requiring replacement of the entire fuel system, at a parts and labor cost of about $6,000. The need to perform routine maintenance of the fuel system cannot be overemphasized.

POWERSTROKE INJECTOR SHORT Some 2011-2012 F-Super Duty vehicles equipped with the 6.7L diesel engine may exhibit DTC P1291 and/or P1292 due to an internally shorted fuel injector. An internal short in an injector may be caused by fuel being contaminated with DEF (diesel exhaust fluid) or by fuel gelling.

Remove the fuel conditioning module mounted filter. Allow the filter and filter bowl to dry for at least two hours. If the filter turned white, this indicates that the fuel is contaminated by DEF. In this case, the complete high pressure fuel system and diesel fuel control module (DFCM) needs to be replaced and the system flushed.

If the filter did not turn white, inspect the wiring harness for chafing near the EGR cooler. Repair the harness as needed.

If no chafing is found, disconnect each fuel injector electrical connector for injectors 1, 4, 6 and 7 (for P1291).

Disconnect injectors 2, 3, 5 and 8 for P1292.

Check for continuity between the injector electrical pins and the injector body. If continuity is present, replace the injector(s) and the injector(s) return hose. ■ PART P/N Injector return hose……….…BC3Z-9A564-A Fuel injector (cyl 1, 2, 7, 8)…...BC3Z-9H529-A Fuel injector (cyl 3, 4, 5, 6)…...BC3Z-9H529-B

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Consumer Financing

Wayne Martella considers financing options a critical piece of his business.

“You’d be an absolute fool not to have secondary financing in this climate.”

TONY MARINELLA

W

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PANDEMIC PAVES THE WAY FOR SECONDARY FINANCING Consumer needs are obvious in tough economy

W

By Joy Kopcha

Wayne Martella could be an ambassador for secondary financing. The owner of five AAMCO stores in the Phoenix metro area, Martella says the partnership between his business and American First Finance Inc. has been a “godsend.”

“So far this year, between all of my locations, I’m probably at $700,000 in American First Finance work. That’s $700,000 in revenues that would never have been realized. It’s really important for us and our type of repair.

“We’re a catastrophic repair shop. We’re not a

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$400 set-of-tires type shop. When a catastrophic repair happens, whether it’s their A/C system or transmission or transfer case or differential, our customers get surprised,” Martella says. “There’s a lot of lights on your dashboard, but there’s not one that says ‘I’m going to break down soon so start saving now.’ So being able to offer a payment plan with three months no interest and scheduled payments after that is important.”

Martella says his American First Finance sales account for at least 30% of the company’s overall sales.

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Consumer Financing

How the pandemic has affected financing Auto Service Professional talked with representatives from four companies that offer secondary financing and leasing in the tire and automotive world, as well as Synchrony LLC, a primary, traditional lender. All of them addressed how COVID-19 has affected the market for their product. Here’s their take on the current environment.

Matthew Dishman, senior director of national sales for American First Finance Inc. (AFF): “Due to COVID-19 and state shutdowns, many primary lenders tightened their lending practices, thus increasing the opportunity for secondary financing. Some of AFF’s competitors completely ceased lending during the initial months of COVID-19. However, AFF never stopped providing ‘A Better Yes’ in all 50 states.”

Clint Cowley, chief revenue officer for Kornerstone Credit LLC: “With COVID-19, the importance of offering consumers secondary and tertiary financing options is stronger than ever. Due to uncertainty in the job market and the current economic climate, several first-tier providers have modified or increased their underwriting requirements.

This has opened the opportunity for secondary and tertiary finance partners to step in and offer services to a broader customer base.

Financing has adapted and evolved to the current business environment and as services resume, there has been a greater demand for financing products. Having different options available can create a competitive advantage for any tire dealer or auto repair shop owner.

Consumers are looking to stretch their savings further and simple payment programs are a great way to do so.”

Ryan Slobodian, chief of staff for Snap Finance LLC: “There has never been a more critical time to offer secondary financing. The

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speed of the economic upheaval, combined with forbearance and other payment relief programs, created challenges for primary financing lenders, causing them to pull back on lending. There are now customers that no longer have access to primary financing but still have purchasing needs. Secondary financing is the solution. Snap Finance is available nationwide and in every market.”

‘Customers can take home what they need, and you improve your bottom line.’

Clint Cowley, chief revenue officer, Kornerstone Credit LLC

Josh Borgstrom, vice president of sales at West Creek: “Safe transportation is always a necessity for those who are still on the road. In this turbulent market, consumers need all the support and payment options available. Offering secondary financing gives customers the flexibility they need to keep their vehicles running safely.

If you’re not offering secondary financing, you’re pushing traffic to a competitor who does.”

Biggest perk of financing ASP also posed additional questions to representatives from secondary financing providers: ASP: What’s the single biggest perk of offering secondary financing?

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ICING

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Simple Secondary Financing With Some Sweet Perks

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Consumer Financing

Dishman, AFF: “Saving more sales and adding repeat customers are the biggest perks of offering secondary financing. With AFF, all products and services can be added to the sales ticket without restrictions or limitations.”

Cowley, Kornerstone: “The biggest perk is the ability to offer customers a way to stretch out their savings. For many, this is an option that wouldn’t be available otherwise. Programs like Kornerstone Credit offer different payment options that can fit with any budget.”

Slobodian, Snap: “While there are many reasons to offer secondary financing, the biggest perk is offering a solution to the 40% of consumers who may not currently see your business as an option for their tire/automotive service needs. When (shops) offer secondary financing, they’re able to provide financing solutions to an entirely new customer segment.”

Borgstrom, West Creek: “Ease of use, without a doubt. Most that we work with have never used a third-party financing solution. These dealers have no problem with our intuitive and simple interface. When you have customers in the shop and a list of things that need to get done, your financing partner should be the least of your worries. We’ve built our application with simplicity in mind, and it makes all the difference to our partners. West Creek is also a great way to support both existing and new customers. Existing consumers might fix additional items, if offered financing, versus coming back at a later time. New customers who are shopping for finance options will bypass dealers who don’t offer and talk about their financing options.

Why you should reconsider it

ASP: For those shops who have so far resisted offering secondary financing, given the current economic climate, what’s the most important thing for them to reconsider now?

Dishman, AFF: More than 60 percent of

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‘FINANCING HAS BECOME MORE RELEVANT’ Perhaps the largest of any of the finance providers is Synchrony LLC, whose Synchrony Car Care program is available at more than 35,000 automotive parts and service locations nationwide, including many auto repair facilities. Synchrony also offers traditional financing: a retail credit card, with approval based on a customer’s credit worthiness.

Still, Steve Roe, senior vice president and leader of payment solutions for Synchrony, says demand for credit options is on the rise, given the COVID-19 pandemic.

“Financing in the automotive aftermarket industry has been prevalent for 30-plus years, but demand has been growing during this pandemic,” says Roe, noting Synchrony has added more customers to its program. “Shops should proactively offer financing to stay competitive.”

Roe says that Synchrony’s consumer surveys have shown that 76 percent of Synchrony cardholders always seek promotional financing options when making a major purchase.

That has remained true during the pandemic. Synchrony says a tire dealer who proactively uses consumer financing typically will have average repair orders that are two-or-three times higher than if

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often and making sure people know they have a variety of different payment options.”

And here’s one final plug from Roe as to why service repair locations should offer financing.

“Synchrony Car Care is not just a consumer financing program. It creates strong customer loyalty with six out of every 10 customers who will use the card again in the same shop within the next 12 months.”

they didn’t have financing. Since the arrival of COVID-19 and its economic effects, Roe says automotive businesses are seeing customers use a combination of tax returns, stimulus checks and increased unemployment benefits, along with the deferred interest offered by Synchrony Car Care.

“Financing has become more relevant,” says Roe. “Shops are offering consumer financing more

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Consumer Financing

adults have less than $400 of disposable income. AFF offers up to $5,000, has a 101-day early payoff option and flexible payment terms, making AFF a great option for many customers, regardless of their credit.

Cowley, Kornerstone: Consider that many of your customers and potential customers who may have been able to pay up-front or qualify for first-tier financing before may not have those options anymore and won’t be able to purchase what they need without secondary or tertiary programs. When you offer new finance programs, it is a win-win situation. The customers can take home what they need, and you improve your bottom line.

Slobodian, Snap: There are many customers who no longer qualify for traditional credit.

Offering secondary financing allows businesses to reach these people. Owners and managers should consider the history and stability of the financing company they choose to partner with and should consider the company’s history, funding sources and customer service scores, such as net promoter scores.

Borgstrom, West Creek: You never know which of your customers needs financing until you ask. This has always been the case, but even more so in today’s economic climate. Dealers often have a certain picture of what the secondary financing customer looks like or what their background is.

Now more than ever, it’s important to remember that any one of the customers walking through your door may need secondary financing, and it’s important to start the conversation.

Using a combination of in-store signage and our social media and web resources, we encourage all of our repair shops to get the word out that they offer secondary financing.

The customer won’t know it’s an option unless you tell them. Not offering financing is basically saying “no” to your customer who wants to shop with you.”

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SNAP ADDS UP TO 60% OF SALES Felix Almestica III is the director of operations for the 13 stores and two wholesale locations that make up Best Tire Center LLC. (Seven locations in Texas operate under the Tires to You banner, while eight locations do business as Best Tire Center in Washington.) The stores offer tires, wheels, alignments and accessories, but no automotive service.

When the first Tires to You stores opened in 2015, “we were struggling to get people in the door,” Almestica says. Adding Snap Finance LLC became a lifeline for the dealership.

Because financing provided by Snap is not based on a person’s credit score, Almestica says it was a good “middle ground” that made the conversation at the counter easier.

Customers didn’t want to open a credit card, but liked the idea of having a line of credit that they could use, pay off and reuse later. “There were days

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(when) if we hadn’t had Snap, we wouldn’t have had sales at all.”

Almestica said sales made through Snap Finance have grown to represent 60 percent of a store’s total income.

On top of that, the shops have seen customers opt to buy extras recommended to them “because of Snap,” rather than cutting away at things to make the ticket fit into their budget.

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Te chnical Ser vice B ulletins

JAGUAR

JAG CRANK BOLT RECALL Jaguar Land Rover North America is recalling certain 2019 Jaguar F-PACE, FType and XJ vehicles equipped with V6 or V8 gasoline engines.

The crankshaft pulley retaining bolt may have been improperly manufactured, possibly causing the crankshaft pulley bolt to fracture, possibly resulting in engine failure.

INFORMATION COURTESY OF MITCHELL 1

AUDI

AUDI TRANS LEAK This bulletin applies to 2018-2019 Audi A5, 2018 Q5, 2019 A4, A6 and A7 vehicles equipped with OCL/OCJ or OHL automatic transmissions. You may find leaking ATF at the service opening of the lower bellhousing and there are transmission and/or operation issues due to a lack of oil.

The leak may be coming from the bolt holes of the clutch cover. If the oil leak is limited to the bellhousing service opening, remove the transmission.

Remove the dual-mass flywheel. Clean the transmission housing and locate the oil leak location on the clutch cover with talcum spray/ leak detection spray. If there is oil residue in the bolt hole, remove all bolts from the clutch cover.

Clean the bolt holes.

Install 12 new bolts for the clutch cover with P/N WHT 002 459 C. Tighten all to 12 Nm + 90 degrees (torque/angle tightening). Follow the tightening sequence in a diagonal pattern as described in the repair manual. Reinstall the dual mass flywheel and reinstall the transmission.

Check and adjust the ATF level and road test.

Note bolt locations.

Example of leak location.

INFORMATION COURTESY OF MITCHELL 1

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HONDA

LOOSE ALTERNATOR SCREW This bulletin applies to 2016 Honda Odyssey and Pilot and 2017 Accord, Odyssey, Pilot and Ridgeline.

While driving, the customer may Note the location of the b+ sensing screw (left). experience flickering interior/exterior lights, multiple indicators, possible Use a #2 Phillips and torque to 1.5 ft-lb. other voltage-related fluctuations and jerky steering. The B+ sensing screw on the alternator may not be properly torqued.

Disconnect and isolate the negative cable with the battery sensor from the battery. Remove the #4 spark plug ignition coil for better access. Disconnect the alternator connector. Remove the alternator rear cover, and torque the B+ sensing screw to specified value of 1.5 ft.-lbs. (2 Nm) using a stubby Phillips #2 screwdriver. Do not over-torque. Reinstall the alternator rear cover and tighten screws to 3.3 ft.-lbs. (4 Nm). Connect the negative cable and battery sensor to the negative battery post.

Perform a DTC check and clear any DTCs. INFORMATION COURTESY OF MITCHELL 1

CHEVROLET OILY AIR FILTER

General Motors notes that the use of an aftermarket oil-bath air filter that is excessively over-oiled may result in any of the following: The MIL may be on accompanied by a DTC. The automatic transmission may shift early and/ or late, slipping and/or damaged clutches or bands.

Engine drivability concerns such as but not limited to poor acceleration from a stop, stumble, rough idle and/or limited engine RPM range.

The oil that is used on the air filter elements may be transferred onto the mass air flow (MAF) or mass air flow/intake air temperature (MAF.IAT) sensor, resulting in contamination and poor performance. The contamination will result in the grams per second (GPS) signal and/or the Hertz (Hz) frequency signal from the MAF or MAF/IAT sensor to be skewed, low or generally out of range. The Hertz and/or grams per second parameters on the scan tool should be compared to a like vehicle with an OEM air box and air filter under the same driving conditions to verify the cause of the concern.

INFORMATION COURTESY OF MITCHELL 1

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Te chnical Ser vice B ulletins

FORD

ECOBOOST MAY SUCK Some 2019 Ford Edge vehicles equipped with a 2.0L EcoBoost engine built on or before March 15, 2019, may exhibit an illuminated MIL with DTC P2282 stored in the PCM. This concern may be due to an intermittently stuck open brake vacuum tube assembly, causing an un-commanded high air flow intake manifold leak.

To resolve this condition, replace the brake vacuum tube assembly. A new vacuum tube assembly is available as P/N K2GZ-2420-D. INFORMATION COURTESY OF MITCHELL 1

1) Disconnect the electrical connector; 2) Remove the retainer; 3) Remove the two hose retainers; 4) Disconnect the three hose connectors. Remove and discard the brake vacuum tube assembly.

TOYOTA

TOYOTA REAR DIFF Some 2019 Toyota RAV4 Limited and Adventure grade vehicles with torque vectoring AWD system may exhibit an AWD warning light ON condition, with DTC C13F800 (4WD/AWD Rear Disconnect System Performance) present.

If the rear differential production date is on or before Sept. 17, 2019, replace the rear differential carrier assembly.

If after the afore-mentioned production date, use Techstream to confirm if the AWD ECU calibration has been updated. If not, update with the latest ECU calibration. Confirm the rear differential production date (serial number). If not, clear the DTC and test drive.

Location of rear differential production date. 1) Propeller shaft; 2) Rear differential serial number; 3) Differential front view.

Understanding production date serial number.

INFORMATION COURTESY OF MITCHELL 1

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JEEP

JEEP TRS This bulletin applies to 2016-2017 Jeep Compass and Patriot vehicles, built on or after June 20, 2016, and on or before March 31, 2017, equipped with a 6-speed automatic transmission. The concern involves an intermittent no-crank, no-start and DTC P0705-00 (transmission range sensor A circuit...PRNDL input)...and/or P0706-00 (transmission range sensor performance).

Replace the TRS (transmission range sensor), P/N 68273120AA. Using wiTECH, clear all DTCs that may have set in any module during the repair.

INFORMATION COURTESY OF MITCHELL 1

MERCEDES-BENZ MERCEDES MOLY

This bulletin applies to 2018 Mercedes-Benz CLS550 vehicles. A complaint may involve a single throttle lift-off clunking noise from the side shaft when moving off (audible at the outboard end). The noise is heard once in each instance when changing direction of travel. If the complaint is eliminated by experimentally loosening the outboard collar nut by one turn, the concern may be due to cracking of the microweld between the wheel bearing inner race and the joint housing of the side shaft. Note that the collar nut must always be replaced after being loosened.

Coat the contact surface of the side shaft with wheel bearing using Molykote paint. Remove the side shafts. Clean the contact surfaces, removing any dust, grease, etc. Before using the low friction Molykote paint, be sure to stir or shake thoroughly before applying. Coat the contact surface with Molykote and leave to dry for one hour in its removed condition. Reinstall the side shafts.

Molykote low friction paint is available as P/N A 000 989 01 52.

Note the area to be coated.

Example of contact surface coated with Molykote.

INFORMATION COURTESY OF MITCHELL 1

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Products

Bartec releases TPMS tool software update

Bosch offers OTC Truck Clutch and Flywheel Handler

Bartec USA has released its latest TPMS tool software update. Software update 62.2 is the company’s third update for the year for its range of TPMS tools and adds significant coverage for RiteSensor, increases OBD II capabilities and adds new OE sensors. Release 62.2 includes additional Tire Fill Alert coverage as well as increased OBD II coverage for Ford, Jeep and GM vehicles.

Unique to the Rite-Sensor programmable sensor solution is Rite-Sync technology, a combination of the TPMS Relearn and Sensor Programming into a single seamless, fast and accurate process.

BARTEC USA

The OTC Truck Clutch and Flywheel Handler handles 14-inch and 15-1/2-inch clutch assemblies weighing up to 250 pounds. The handler has swivel casters that provide easy maneuverability, says the company, and a 360 degree swivel head. It includes a 2-inch splined shaft with a 1-1/4-inch pilot to aid in alignment. It has a minimum height of 15 inches which allows access below the side faring. When raised, the centerline of the clutch will be 38-Âź inches off the floor. Floor space is 32-3/8 inches long by 24-1/2 inches wide.

BOSCH AUTOMOTIVE SERVICE SOLUTIONS

WWW.BARTECUSA.COM.

JohnDow offers fluid extractors The new fluid extractors from JohnDow Industries (JDI) are designed to remove fluids through filler ports and dipstick tubes and include a manual hand pump version, an air/pneumatic version, and an air/pneumatic brake fluid exchanger. They are made for a wide range of fluids, including engine oil, transmission fluids, gear oil, coolant, brake fluids, and can be used on automobiles as well as other small engines and machines. The new extractor line includes a 2.7-gallon pneumatic model (JDI-277EV); a 1.7-gallon hand pump model (JDI-172EV) and a .5-gallon pneumatic model designed exclusively for brake fluid exchanging (JDI-050EV).

JOHNDOW INDUSTRIES WWW.JOHNDOW.COM

WWW.OTCTOOLS.COM

Autel offers mounting plate package The Autel MA600 Mounting Plate Package (MA600RAP) consists of a mounting bracket, mounting plate, mounting adapter and laser adapter plate.

Once installed, the mounting plate enables the MA600 to use the radar calibration box, the calibration plate, the adaptive cruise control (ACC) reflector and the night vision calibration box to perform radar and night vision calibrations on vehicles equipped with ACC, blind spot monitoring, front collision warning and NV systems.

AUTEL WWW.AUTEL.COM

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Kae scre Continental introduces new diagnostic tool

Anco 2020 Wiper Blade Application Guide published

The Continental Autodiagnos Pro Automotive Diagnostic System has been specially designed to help automotive technicians analyze, diagnose and repair vehicles faster. The new scan tool can be used to service all makes and is being updated continuously as vehicles evolve. Autodiagnos Pro reports DTCs in an average of 20-30 seconds, decodes VINs in seconds, and provides accurate data in list, multiple graph, and gauge formats. The clear and sharp interface presents vehicle data in an intuitive and uncluttered layout that’s easy to configure and easy-to-read.

CONTINENTAL

Trico Products reports its Anco 2020 Wiper Blade Application Guide is now available. The 216-page guide provides details on all available Anco wiper blades, which are listed by product line, vehicle year, make and model. It provides comprehensive details on all of Anco’s products, including new part numbers for Contour and Profile beam wiper blade lines, all laid out in a visually appealing, easy-to-use format. The new guide also introduces the Anco universal rear blade UR-Series, which provides 360 degrees of clear driving visibility with advanced beam technology for an improved streak-free wipe.

TRICO PRODUCTS CORP..

WWW.AUTODIAGNOSPRO.COM

Lumileds launches Philips MasterDuty headlight bulbs

WWW.ANCOWIPERS.COM

Lumileds has launched a new line of Philips MasterDuty headlight bulbs made especially for medium- and heavy-duty Class 2-8 truck applications. Specially designed to handle rough terrain and damaged roadways while providing the ultimate protection against mechanical shock, Philips MasterDuty bulbs also deliver a long-lasting runtime of up to 550 hours. MasterDuty headlights withstand a wide range of vibration frequencies and are built with a high-performance glass that withstands temperature and pressure changes.

The Philips MasterDuty headlight program features eight SKUs offering coverage for H1, H7, H11, 9003, 9005, 9006, H13 9008, and HIR2 9012 forward lighting applications.

LUMILEDS

Tracer offers A/C dyes for hybrid/EV systems

WWW.LUMILEDS.COM

WWW.TRACERPRODUCTS.COM

Tracer Products manufactures Flouro-Lite 5 TP3811 & TP9811 A/C dyes with hybrid/ EV compressor oil. This means these dyes are OEM grade and are completely compatible with electrically driven A/C compressors. The UV dye is specially formulated with high-dielectric properties — meaning it’s resistant to electrical conductivity. The dyes protect all hybrid/EV system components — including electrically driven compressors; are completely safe to use and do not alter system properties; and each cartridge is individually sealed in moisture-resistant packaging to reduce contamination and ensure safety, the company notes.

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Ad Index

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