Auto Service Professional - April 2022

APRIL 2022 • VOL. 12, NO. 2

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APRIL 2022 • VOL. 12, NO. 2

THE TECHNICIAN’S RESOURCE

IN THE SPOTLIGHT The ins and outs of automatic headlights

UNDERSTANDING INDIVIDUAL CYLINDER FUEL CONTROL SERVICING AC SYSTEMS IN THE AGE OF HYBRIDS 1

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contents Auto Service Professional > The Technician’s Resource

For Owners

For Managers

CONTENTS

For Technicians

April 2022 Vol. 12, No. 02

Departments

22

4

STRAIGHT TALK Working with local restaurants Serving up ideas to grow your business

8

TECH TIPS From brake systems to towing

41

TECHNICAL SERVICE BULLETINS Cadillac, Ford and more: We have the bulletins you need to see

42

AD INDEX Your connection to free information

Technical 12

8

UPS AND DOWNS OF AIR SUSPENSIONS Components, issues and fixes

22

SERVICING AIR CONDITION SYSTEMS Hybrid drive systems have prompted changes

28

INDIVIDUAL CYLINDER FUEL CONTROL Understanding this engine management strategy

36

TAKING THE GLARE OUT OF DRIVING The ins and outs of working on automatic high beams

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APRIL 2022 | A SP

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S T R A I G H T TA L K

Working with Local Restaurants Serving up ideas to grow your business

I

T SHOULD COME AS NO SURPRISE

that given how customers and businesses have dealt with the pandemic, your local restaurants have seen an uptick in deliveries, due to many food purveyors turning to increased or first-time delivery services in order to keep the business going.

Some eateries use a small fleet of company cars for their deliveries. Others prompt their employees to use their personal vehicles, while others use food delivery companies such as DoorDash and Uber Eats.

With this increase of local delivery services comes an increase in delivery vehicle wear and tear.

Of course, that translates into an increased need for vehicle maintenance and repairs.

Consider instituting a service program aimed directly at local restaurant delivery vehicles, promoting your shop as the restaurants’ go-to source for vehicle service. In effect, you can create a “partnership” with them, as their “official partner” for their vehicle service needs. For instance, you may offer a slight discount on your services, in return for which, each delivery vehicle displays a logo sticker to advertise your shop. (Obtaining vinyl adhesive logos is easily handled via local signage shops at a very reasonable cost.)

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There are many ways to get creative in order to promote your shop. ”

Not only do the restaurants derive a benefit in terms of discounts and a “priority” scheduling for services, but your shop also gains wider visibility within your market area as these delivery vehicles increase their presence on local roads, highways and home driveways. You might compare this as a corporate “official sponsor” program for a football stadium, pro basketball team, etc., or race car sponsorship, albeit on a smaller scale.

There are many ways to get creative in order to promote your shop. This is simply one idea that might have merit for your specific market.

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

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DIAGNOSE THE ISSUE COMPLETE THE REPAIR REPAIR DATA

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• REPAIR PROCEDURES • WIRING DIAGRAMS • DIAGNOSTIC TROUBLE CODES • SPECIFICATIONS • COMPONENT LOCATIONS • MAINTENANCE SCHEDULES • FACTORY TECHNICAL SERVICE BULLETINS & RECALLS TEL: 1.855.288.3587 I WEB: AUTEL.COM EMAIL: USSUPPORT@AUTEL.COM FOLLOW US @AUTELTOOLS ©2022 Autel U.S. Inc., All Rights Reserved

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SCAN TO WATCH

TRAINING VIDEOS

YOUTUBE

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OnlIne

THE TECHNICIAN’S RESOURCE

3515 Massillon Rd., Suite 200, Uniontown, OH 44685 (330) 899-2200, fax (330) 899-2209 Website: autoserviceprofessional.com

PUBLISHER Greg Smith: gsmith@10missions.com (330) 899-2200, Ext. 2212

EDITORIAL Editor: Mike Mavrigian birchwdag@frontier.com Managing Editor: Ron Ledgard rledgard@10missions.com Senior Editor & Digital Projects Editor: Joy Kopcha, jkopcha@10missions.com

PRODUCTION Art Director: Zach Pate Graphic Designer: Emme Osmonson Production Artist: Lauren Coleman Production Manager: Karen Runion krunion@10missions.com

CONTRIBUTORS Jeff Taylor, Diagnostics & Driveability Specialist Bill Fulton, ASE Master Tech Jake Sorensen, McNeil’s Auto Care

ADVISORY BOARD Chris Chesney, CARQUEST Jake Sorensen, McNeil’s Auto Care Seth Thorson, Eurotech Automotive

ASP’S WEBSITE IS THE GO-TO SITE FOR VEHICLE INFORMATION 24/7.

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

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

Donny Seyfer, Seyfer Automotive Bill Fulton, ASE Master Tech

MARKETING STRATEGISTS Bob Marinex bmarinex@10missions.com (330) 899-2200, Ext. 2217 Marianne Dyal mdyal@10missions.com (706) 344-1388 Dan Thornton dthornton@10missions.com (734) 676-9135 Sean Thornton sthornton@10missions.com Kyle Shaw kshaw@10missions.com (651) 846-9490

VISIT

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AUTOSERVICEPROFESSIONAL.COM

TODAY

Martha Severson mseverson@10missions.com (651) 846-9452

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TECH TIPS

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From brake systems to towing

MEASURING BOLTS/SCREWS

ABS ACTING UP?

This might seem elementary, but for some newbie techs, determining correct threaded fastener length can sometimes be confusing. If the bolt/screw features a hex head, the shank length is measured from under the head to the tip of the threaded shank.

If the fastener is a SHCS (socket head cap screw), or a button head (rounded head with female hex, female Torx or Phillips or slotted drive), the same applies — measure length from under the head to the tip of the threaded shank. If the screw features a flat head (flat head surface with countersink under head), screw length is measured as total, from the top of the flat head to the tips of the shank.

Fractional fasteners are measured in fractions of an inch, and metric fasteners are measured in millimeters. If unsure about thread size, use a pitch gauge (inch or metric) to identify thread pitch.

Remember, inch fractional thread counts indicate how many threads are featured along a 1-inch length (for example, 18 threads per inch, 20 threads per inch, etc.). Metric threads are identified by the distance between threads (1 mm, 1.25 mm, 1.5 mm, etc.).

If a customer complains about an unwanted anti-lock brake system (ABS) activation at low speed, or non-ABS function when needed and no codes are stored, the problem might be corrosion at the wheel speed sensor(s) mounting surfaces. This problem has been specifically noted on 1999-2002 Chevy/ GMC vehicles such as Silverado, Sierra, Tahoe, Yukon, Suburban and Avalanche models, but could affect others, as well. The problem seems to be specific to Rust Belt states where corrosive salt/brine chemicals are applied to road surfaces during winter months. If you suspect this problem, remove the wheel speed sensors and clean the sensor mounting surface on the bearing, apply a rust inhibitor, then grease the surface and reinstall the sensor. Check peakto-peak output voltage to verify the sensor signal.

Thread counts differ between fractional inch and metric fasteners. Inch threads are measured by how many threads exist along a 1-inch shank length. Metric threads are measured by the distance between threads. Always keep a thread gauge for each format handy. The example shown here features a thread count of 20 (20 threads per inch).

This example of a metric bolt features a thread spacing of 1.25 mm (1.25 mm between threads).

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REBUILT ENGINES Before firing up any freshly rebuilt engine, do the engine a favor by first priming the oil system. This makes sure that all main bearings, rod bearings, cam bearings and valvetrain are lubricated before startup.

If you don’t already have an engine pre-oiler, I strongly suggest that you obtain one. This is a metal container with an internal bladder. Add engine oil, then charge the unit with compressed air (this forces the bladder to squeeze the oil under pressure). Connect the unit’s hose to the engine’s oil port (the location where the oil pressure sender is located works fine). Open the preoiler’s ball valve to allow pressurized oil to enter the engine. With all spark plugs removed (to make it easier to turn the crank), slowly rotate the crankshaft in the operational direction. This makes it more efficient for An example of a pre-oiler. oil to travel all around the bearings. You’ll hear a bit of gurgling as oil enters and trapped air is pushed out.

Close the pre-oiler’s ball valve, disconnect the hose from the oil port, reinstall the oil pressure sender and install the spark plugs. The engine is now ready to start, eliminating any chance of dry-running at the bearings. Engine pre-oilers are available in either steel or aluminum construction. Aluminum canisters are preferred, eliminating potential rust buildup that can occur in steel canisters. Aluminum engine pre-oilers are available from various sources. An example is Goodson’s EPL-110 (10 quart) or EPL-120 (12 quart). It’s worth the investment to protect a fresh engine from dry startup concerns.

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TOWING In the event a customer’s vehicle needs to be towed to your shop, do the customer (and tow truck driver) a favor. During a routine visit for service, if you happen to think of this, take a look at the vehicle’s tow points, as they vary among makes/models. In some cases, aside from obvious chassis locations, tow hooks/eyelets may be permanently mounted, in which case you can point these out to the customer. In other cases, separate tow hooks/eyelets may be stored in the vehicle’s cargo area to be used when needed.

Granted, this information is already in the owner’s manual, but as we all know, most people don’t bother to read this. Let them know where the hooks are located and where they attach to the vehicle. Granted, this really isn’t your job and tow truck drivers should already be aware, but giving the customer this bit of information can go a long way if he or she needs a hookup.

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U P S A N D D O W N S O F A IR S U S P E N S I O N S

Ups and Downs of Air Suspensions Components, issues and fixes B Y M I K E M AV R I G I A N

A

VEHICLE SUSPENSION SYSTEM fea-

tures springs and dampers (shocks).

The spring supports vehicle weight and determines ride height. The dampers (shocks and struts) provide control of the springs, dampening compression and rebound.

Coil or leaf springs provide non-adjustable support.

When overloaded with additional weight, the springs compress and, depending on the amount of weight (fore/aft or lateral), reduce ride height. Air suspensions utilize inflatable airbags, in addition to or in place of steel springs. The addition of rear “air shocks” allowed owners to compensate for rear weight by simply swapping out the original shock absorbers with shocks that incorporate built-in airbags.

Today, many vehicle manufacturers offer air suspension systems (either as standard or an option) that replace steel springs with strut-style air spring/damper units (pneumatic) that are controlled by an on-board air compressor and control modules, regulating ride height on demand (either by driver selection or automatically, depending on design). So when a vehicle owner loads the rear of a Dodge Ram or Chevy Suburban, for example, the vehicle is equipped with air suspension, the ride height sensors detect the change in ride height; the control module commands the compressor to activate, providing additional inflation pressure to the air springs; and the rear ride height is restored to original specs.

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Air suspensions also are available (again, depending on make/model/year/options) that allow the driver to raise or lower ride height to suit a driver’s preference in terms of vehicle handling. Maintaining original ride height serves not only to compensate for unwanted vehicle lean front/rear, but to maintain critical steering and suspension geometry, such as wheel alignment.

Vehicles with rear air suspension have improved towing capabilities. Drivers can increase the capacity and firmness of the system’s air springs when towing to help raise the rear of a vehicle with heavier loads.

Simply having steel springs could cause the vehicle to bottom out with larger loads, causing damage to the vehicle or trailer. Additionally, overloading steel springs could cause safety concerns with the front of the vehicle, causing the headlights to point up instead of straight ahead.

System components The air suspension compressor supplies the entire system with compressed air to inflate the air spring and is generally mounted on the vehicle’s frame or in the trunk. The compressor assembly consists of an electronic pump; a dryer filled with a desiccant to absorb moisture; mounting hardware, including rubber isolators and brackets; and thermal overload protection to help prevent the unit from overheating (burn-out) due to overuse.

Burn-out is normally caused by a small leak in one or

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more of the air springs, or less commonly, other components that cause the compressor to continually cycle in its effort to maintain the proper vehicle ride height. Signs of compressor failure include symptoms such as longer run time, a louder noise when activated or dashboard warning lights. They alert the driver and repair shop to trouble and signal that underlying issues will need to be fixed. Compressor warranties are often voided when burnout is indicated. Here are system components: Air lines: They carry compressed air to the air springs or air shocks. The lines are typically highpressure air lines and are routed along the frame of the vehicle protected from heat and pinch points. Unless original equipment (OE) lines have been damaged by an accident, harsh off-road driving or other abuse, they normally don’t wear out. They could, however, wear or become brittle at the ends where they connect to other components.

Valve blocks: They allow air to enter the system.

Valves isolate and control where air is directed and how.

While valve blocks are rugged, air line fittings have rubber seals that might dry rot and fail, causing damage to the rest of the valve block.

Solenoids: They are used in electronically controlled air suspension systems to fill and release air from each air spring. As the air suspension system adjusts for conditions, it tells each solenoid to open or close, adjusting the amount of air in each of the springs.

While solenoids can typically last longer than the associated air spring, you would still replace them when replacing the air springs.

Control module: Electronic air suspension systems are managed through a control module. The controlling software can be very basic, offering not much more than an analog on/off switch, or it may be more sophisticated, monitoring pressure and ride height in realtime. These advanced modules receive data through a variety of inputs to turn the compressor on and off, as

needed. These systems generally remain separate from the vehicle’s onboard modules and communications and might provide an error code, if bad.

Citing another specific example (comparable to other manufacturer systems), the 2005 Toyota Sequoia features an optional rear air spring system that allows rear ride height adjustment in three ranges, including low, normal and high. This allows body height adjustment for road surface clearance needs (high during offroading, for example, or low for easier passenger access, etc.). The system also activates based on speed sensing, raising the height during slow operation or lowering at freeway speed for increased aerodynamic efficiency.

The Toyota system features a rear-mounted height control compressor, a height control valve and sensor, suspension control electronic control unit (ECU) and two rear air springs (pneumatic cylinders).

As with any system that features added parts and complexity, things can often go awry.

If the system develops an air leak, the compressor may run over time or continuously in an attempt to maintain pressure, likely resulting in the compressor motor overheating and failing.

Bear in mind that the air compressor pump and the rear air spring assemblies directly affect each other. If the pump goes bad, the air spring may not be activated, resulting in an un-inflated air bag. As the suspension compresses and rebounds, this can flex the air bag to the point where the bag becomes cracked and fails. By the same token, if the air spring is bad (leaking, for instance), the pump struggles to keep up and this added load can eventually cause the pump to fail. As with any spring and/or shock issue, it’s always best to replace it in axle pairs.

When running diagnostics with a scan tool, by looking at the air ride suspension system, you may run into a code that will lead you in the wrong direction.

Using a 2009 Chevy Suburban as an example, you may

An example of a replacement air spring. Shown here is an application for the 2014-2020 Land Rover Range Rover.

(Courtesy Arnott)

An example of a replacement air strut assembly to directly replace the original equipment (OE) unit. The application shown here is the 2005-2009 Land Rover Discovery. (Courtesy Arnott)

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find diagnostic trouble code (DTC) C0895-00 (device voltage), which may lead you to believe that the air system circuit is the issue. However, this may simply be the result of a low battery, which has nothing to do with the air suspension system.

During a system test, check the vehicle’s ride height, per the service specifications. Lower the vehicle and note the ride height. Then attempt to raise to the limit spec. If the compressor is heard running but it struggles to raise the vehicle, this is an indication that there might be a leak. Check the air bags and all airline connections using soapy water to look for signs of air leakage.

Rear height control sensor: The height control sensor system attaches to both the frame and the rear-axle housing. If you plan to remove the sensor, first place match marks on the sensor link and bracket to maintain sensor adjustment during reinstallation, as these links can feature-length adjustment.

Winter tip: If the compressor motor continues to operate but the vehicle’s ride height does not change, in addition to inspecting for air leaks in the system, another suspect area (especially in cold climates) involves potential moisture in the air lines, which can result in freezeclogging.

a car sags in a corner or entire side. Typically, this is due to the rubber air spring developing tiny cracks or holes because of dry rot or road debris. If a customer notes that their vehicle drops in height overnight or after they park, they most likely have leaks in their air spring or strut.

Air suspension compressor constantly working. If there is damage to the air springs, the compressor will constantly be pumping air to keep the air bladders inflated. If the compressor is constantly running, the system should be examined as soon as possible.

Compressor not working at all. The air suspension system cannot function without the compressor. If the compressor does not come on at all, that may be a sign that it was overworked and has burned out or it could be as simple as a fuse or relay problem.

Compressor making noises. The owner may also notice abnormal noises during compressor operation, such as loud clicking, whining or grinding.

Diagnosing air suspension problems Many consumers miss the early warning signs of an air suspension issue. Unfortunately, these problems only get worse and more expensive over time. The main signs of air suspension problems include: The dashboard warning light. One of the obvious signs of an air suspension problem is when a dashboard warning light comes on. Even if the light doesn’t stay on, the vehicle should be checked.

Suspension sagging. One of the first signs of an air suspension problem is when

An example of an air system’s compressor unit.

The example shown applies to the 2005-2016 Land Rover Discovery. If original air spring bags or connections leak, a compressor can run over time, potentially overheating the compressor. If a leak has existed for a long period of time, a replacement compressor may be needed. (Courtesy Arnott)

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This could be a sign that the compressor has been overworked, or there could be excess moisture in the system because the compressor’s dryer is saturated. Once the compressor has been replaced the rest of the system, including the air springs and struts, should be tested.

Other suspension issues also might apply to air suspension, including: • The vehicle bottoms out over bumps or rides roughly; • It nose-dives when stopping; • The vehicle pulls to one side or steering is difficult; • The car continues to bounce after hitting a bump; • Uneven tire tread wear; • The shock portion of the strut appears to be oily or damaged.

If the customer complains about any of these symptoms and if the vehicle is more than five years old or has more than 50,000 miles, you should inspect it for signs of air suspension damage.

If the vehicle’s dashboard suspension warning light comes on, but the vehicle seems to be maintaining its height, you should use a scanner to diagnose the fault code. Typically, this is an electrical problem such as a relay or fuse.

If the vehicle sags at one corner or side, the easiest way to diagnose the air suspension problem is to put the vehicle on a lift and do a visual inspection of the air struts and springs, the ride height sensors, air lines and connections and the compressor. To locate leaks in the air suspension system, spray the air bladders, fittings and lines and top seal with a solution of dish soap and water and look for bubbles.

The fix alternatives There are multiple options for repairing and replacing a leaking air spring or strut. New OE springs, struts and compressors are expensive at dealerships, but aftermarket vendors offer options that cost far less. Arnott, for example, offers new OE quality compressors, as well as brand new replacement air springs that are often easier to install than the OE and built with heavier duty rubber. They also offer both new aftermarket replacement struts that they design and assemble and remanufactured OE struts.

While remanufactured struts maintain the vehicle’s electronic or active damping, as well as provide autoleveling at a fraction of the price of a new OE strut, be aware that some suppliers may only repaint the external core parts and replace the leaking air bladder with a new one, leaving a shock and strut that has an unknown number of miles and problems.

Quality-minded suppliers will recharge the damper by replacing the old, worn oil that has gone through literally millions of cycles with new high-performance shock oil, while also replacing worn seals, wear bands

An example of a ride height sensor. A failed sensor can cause the air system to not function properly, possibly resulting in a sideto-side lean condition. (Courtesy Arnott)

An example of a coil spring conversion kit to replace and to eliminate the original air suspension units. This is a popular choice for those who wish to eliminate a troublesome air system (Courtesy Arnott)

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An example of a solenoid valve block. This is the junction block from which all of the system’s air lines are fed. (Courtesy Arnott)

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U P S A N D D O W N S O F A IR S U S P E N S I O N S

and top caps. They also computer test the damper and active damping coil to assure proper functionality and ride quality.

For older vehicles and those without active damping, new aftermarket struts are available that include a brand-new shock assembly with zero miles. Manufacturers like Arnott designed new struts that are built from the ground up with all new components, including a name brand air bladder, new strut body, isolators, bottom mount brackets, dust boots, mounting bolts and top caps, many of which are machined by using aircraft quality aluminum. New struts are typically pre-assembled for easy installation, don’t require a core deposit or core processing and provide a responsive, OE-like ride.

Inspect the airbag’s condition. Brittleness, cracks and/or road debris damage can result in leaks, which cause the compressor to overwork and to overheat.

When checking for causes of improper air system operation, inspect the compressor connection for connector contamination, moisture intrusion or bent pins.

Eliminating issues: The budget fix If a vehicle has multiple air suspension problems or has had a long history of issues, it might be more cost-effective to replace the air suspension with a coil conversion kit. Some kits cost about the same as a single air strut at a dealership, but should provide many years of troublefree driving.

Granted, the “luxury” of having an air system that alters ride height as needs change, and simply converting from the air system in favor of coil-over replacements completely eliminates the potential problems that can be exhibited by a problematic — and often complex — and expensive air system.

The bottom line is air suspension repairs are not difficult to diagnose or fix. You should be inspecting the systems after 50,000 miles and customers should be encouraged to repair their air suspension problems quickly before one problem turns into multiple, more expensive, problems.

Typical component cost

Ride height sensors may be adjustable for rod length. When replacing, measure the original as a reference. If original sensors are removed and reinstalled, be careful to avoid altering rod length.

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Price estimates are for typical components, depending on the application: • Air suspension control module ($180-$800) • Air compressor aftermarket ($225-$500) • Air compressor OE ($800 or more) • Height sensors (typically $75-$100) • Valve blocks (typically $145-$300) • Air plumbing lines ($30-$50) • Air spring/shock assembly OE ($600 or more) • Air spring/shock assembly aftermarket ($270-$300) Note that again, depending on make/model/year, the cost of OEM replacement parts can be much higher.

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S E R V I C IN G A IR C O N D I T I O N S Y S T E M S

Servicing Air Condition Systems Hybrid drive systems have prompted changes B Y J E F F TAY L O R

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ERODYNAMICALLY DESIGNED VEHICLES OF TODAY don’t allow much

airflow into a vehicle when the windows are down, so a functional air conditioning (AC) system is crucial to driver and passenger comfort.

The automotive AC system has four major components: a compressor, a condenser, an expansion device and an evaporator. Yes, there are controls, electronics, lubricants, hoses, filters, fittings and other components, but I want to concentrate on these four major components of the AC system and some of the issues that they are creating that we are seeing in the industry.

The AC compressor — traditionally belt-driven by the engine, but now commonly run electrically on hybrids and electric vehicles — is responsible for pulling the low-pressure, low-temperature gaseous refrigerant from the evaporator. The compressor then compresses this gaseous refrigerant, raising its temperature and pressure before forcing it into the condenser. Not all compressors will cycle or have a magnetic clutch anymore. Their output displacement is now electronically controlled, usually by the climate control system.

These clutchless, non-cycling compressors are always operating, even with the AC switched off. (When off, they are freewheeling and use little energy.) But if the clutchless compressor becomes internally damaged or seizes, it has a built-in breakaway device that will allow the drive-belt bearing portion of the compressor drive

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to rotate and not take out the entire drive belt system.

Many full hybrids and all-electric vehicles will use a speed-controlled, high-voltage, electrically-driven compressor. Special service care, safety and procedures must be observed when servicing these high-voltage units (200V DC or more). Electric compressors typically are scroll-type compressors and not the swash plate

The air conditioning system on this electric Hyundai has many components that do not just keep the driver and passenger cool.

They also help to maintain the temperature of the battery pack.

Debris inside the evaporator case is often the cause of corrosion that leads to leaks.

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The throttle body also incorporates the multiple Throttle Position Sensors. These are similar to the Accelerator Pedal Position Sensor (APP) in the way that multiple sensors are used for safety and each sensor operates independent of the other sensors.

TECH TIP In order to avoid idle drivability concerns, after a component from the Electronic Throttle Control system has been replaced, it is important that the PCM memory be erased, and the Electronic Throttle Control system values be learned. While some vehicles require a reflash, and others require an extensive relearn procedure, some manufacturers’ procedures are relatively simple. In some cases, these values can be learned by operating the engine for two minutes in park with AC off, two minutes in park with AC on, two minutes in drive with AC off, two minutes in drive with the AC on.

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compressor design used on most engine-only driven vehicles. Also, using a scroll-style compressor saves about 20% in compressor weight.

Compressor failure from lack of lubrication is a common issue. When there is a refrigerant leak, a small amount of the lubricating oil will also be lost along with the refrigerant. With many of today’s AC systems holding tiny amounts of oil, even a small amount of lost lubricating oil can be detrimental to an AC compressor.

The AC compressor has many moving parts that need to be cooled and lubricated by the oil in the AC system.

If the AC system is operated with a low refrigerant charge for an extended period, the compressor can suffer unseen damage. The lack of lubrication and cooling often leads to internal damage and debris being created that will stay in the compressor until the system is recharged or repaired. The restored level of refrigerant will often loosen this debris and transport it through the AC system, causing other issues and complications.

Plugged orifice tubes, restricted expansion valves and

Ensuring that you have the correct replacement parts that meet or exceed the original equipment (OE) parts is critical when replacing AC parts because you don’t want to have to replace the evaporator again on this Mercedes.

The condenser is prone to damage from collisions and debris on the road. You can see the damage to the radiator cradle and support in this photo.

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failed compressor control valves are quite common shortly after an AC system is recharged or a leak has been found and corrected.

Flushing and filters are important items to pay attention to if a compressor has failed. The accumulated debris from the failed compressor must be removed from the system by flushing. If the system is not properly flushed, the accumulated debris can quickly contaminate and destroy a new compressor or other parts of the system. When replacing a failed compressor, the proper amount and type of oil need to be installed. If the failed compressor has a drain, remove it and measure the amount of oil recovered. If there is no drain, then the high- and low-side openings will be used to drain the oil. Record the amount of oil recovered and then check with your information system on how much and the specific type that should be installed in the new compressor. If filling the new compressor with oil, use the low-pressure side and ensure that you turn the compressor shaft at least 10 times.

Some manufacturers recommend that the receiver/ drier or accumulator be replaced at fixed service intervals or replaced if any major components are replaced.

The moisture-absorbing desiccant material in the AC filter/drier or accumulator can only remove a fixed amount of moisture and if the system has been dormant/open or damaged for an extended amount of time, the desiccant may not be able to remove the moisture and internal corrosion of the AC system can occur.

A clutchless compressor will appear to be turning even when the breakaway device has failed, so attention must be paid to ensure the compressor is turning internally. If the belt is removed on a clutchless AC system and the pulley freewheels with little to no drag, the compressor is damaged and the breakaway device has possibly sheared. Clutchless AC compressors can often be diagnosed with a scanner. They may set codes if they have failed. Testing the clutchless AC compressor’s displacement control can be done using an amp probe and watching the current. Most VW/Audi vehicles will have a current flow to the internal control device of about 0.65A at the full cold setting and about 0.3A under normal conditions. You could also use a scope and watch the duty cycle of the signal. The full cold will have a duty cycle of about 75% and 35% when on normal.

The AC condenser is responsible for removing the latent heat from the refrigerant after the compressed gaseous refrigerant leaves the AC compressor. The

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compressed refrigerant gas will flow through the condenser so the latent heat, collected from the inside of the vehicle, can be transferred to the outside air via the pipes/fins of the condenser and the airflow from vehicle speed or a cooling fan assembly. Removing the heat from the gaseous refrigerant will force a change of state. The hot gas will become a hot liquid as it leaves the condenser.

The location of the AC condenser at the lower front end of the vehicle makes it susceptible to road debris, collision damage and inadequate heat exchanging from bent/damaged/plugged cooling fins or restricted airflow. The space between the condenser and radiator often fills with debris that can impede airflow and can be a source of condenser corrosion.

The expansion device of the automotive AC system will fall into two categories: with an expansion valve or with an orifice tube. Both devices separate the highpressure and low-pressure sides of the AC system by creating a restriction. The expansion valve receives high-pressure filtered and dried refrigerant from the filter/drier and is often mounted directly to the evaporator. The expansion valve has a moving pintle that will control the amount of refrigerant sprayed into the evaporator, control the pressure drop across the system and control the evaporator output temperature.

The orifice tube has no moving parts and is used on accumulator AC systems. The orifice tube assembly is a carefully designed restriction with no moving parts. It has an inlet and outlet filter and a small, precisely designed, internal hollow tube, which allows the refrigerant to flow through it. Typically made of plastic, the orifice tube will allow the high-pressure liquid refrigerant to flow through it and expand. But unlike the expansion valve, the orifice tube cannot regulate refrigerant flow.

Expansion valve failures will result in poor AC per-

The vehicles of today hold very little air conditioning oil in their systems so if even a small amount is lost because of an AC refrigerant leak, the results can be catastrophic.

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AC Oil Locations AC Evaporator 20%

AC Condenser 10%

AC Compressor 50%

Lines and Hoses 10% Filter-drier/ Accumulator 10%

This graph shows the typical amount of AC oil that will be in the AC system, but checking an up-to-date information system is critical when replacing AC components to ensure the proper amount of AC oil is installed.

formance. The expansion valve can stay full or partially closed, not allowing enough refrigerant to flow, causing a warm evaporator. Or it could stay fully open and allow too much refrigerant flow, causing the evaporator to freeze or ice up. Warm air blowing from the vents or frost on the vents can be indicators of a malfunctioning expansion valve. If the AC system has experienced any internal mechanical issue or failure that will allow debris — corrosion, compressor damage or desiccant bag failure, for example — the first place that the debris will show up is in the plugging of an orifice tube or the restriction on an expansion valve. Expansion valve replacement is the only fix if it is contaminated. And in a perfect world, the orifice tube should be changed when a major component — compressor, condenser, evaporator or accumulator — is changed. Neither the expansion valve nor the orifice tube should be in the system if the AC system is being flushed.

The evaporator allows the refrigerant that has passed through the expansion valve or orifice tube to change states from liquid to gas as it expands inside it.

This expansion creates an evaporative cooling effect and as the HVAC fan blows cabin air across the evaporator, it will absorb latent heat from that air, cooling the cabin of the vehicle.

Some start/stop-equipped vehicles may now incorporate a cold storage evaporator to deal with the warmup of interior air when the engine is shut off and the AC compressor is no longer turning. The cold storage evaporator has two distinct parts: an evapo-

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these components can lead to a seamless repair and a cool and happy customer.

Jeff Taylor boasts a 30-plus-year career in the automotive industry as a fully licensed professional lead technician. Jeff works for the CARS Training Network Inc. in Oshawa, Ontario, Canada. He is also heavily involved in government focus groups, serves as an accomplished technical writer, and he 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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rator portion and an accumulator portion. The accumulator portion of the cold storage evaporator is equipped with a unique phase change material (PCM).

When the engine is running and the AC compressor is functioning, the refrigerant will flow through both portions of the evaporator and the PCM will freeze, becoming a cold accumulator. When the engine stops for an idle/stop/start event, the air flowing over the evaporator will continue to be cooled by the melting of the PCM inside the evaporator and not the flow of refrigerant. This cold storage helps maintain cabin comfort until the engine restarts. And when it does restart, the compressor will function again and the whole process will start over, waiting for the next engine off cycle.

The most common evaporator failure is a refrigerant leak caused by corrosion. But they can also become clogged with mold, mildew, poor cabin air filter maintenance and debris from clogged HVAC housing drains. The evaporator core needs regular maintenance by being disinfected to remove any accumulated mold and mildew. The HVAC drain needs to be kept clear of debris and regular cabin air filter maintenance is imperative. If the evaporator is being replaced because of a failure, it must have all the air deflectors, shrouding and seals that the original equipment (OE) evaporator was equipped with. These devices ensure all the air directed at the evaporator core passes through it and is not allowed to bypass around the sides, the top or the bottom of the core.

But ensuring a proper fit isn’t the only thing that needs to be looked at when replacing a failed evaporator. We need to ensure that the replacement evaporator being installed will meet or exceed the OE specification in design, function and refrigerant flow or it might not function properly and, in a worst-case scenario, need to be replaced again.

A failure of any of these four major components will result in a customer complaint of poor AC cooling performance.

But careful attention to detail when diagnosing, repairing, flushing and replacing

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IN D I V ID U A L C Y L IN D E R F U E L C O N T R O L

Individual Cylinder Fuel Control Understanding this engine management strategy

B Y B I L L F U LT O N

I

F WE GO BACK TO THE EARLY ELECTRONIC FUEL INJECTION, (EFI)

systems known as batch-fired injectors or what was called simultaneous EFI systems, for example, from a V-6 engine, the bank 1 injectors were all fired together. The next engine revolution resulted in the powertrain control module (PCM) group firing the injectors from bank 2.

These engines usually had a single upstream O2 sensor to sample the O2 molecules or the lack thereof from both banks. On these early systems, when an injector electrically lost its resistance value or had a problem called pintle distortion, it created a rich condition on that specific cylinder and bank. The result is that the one upstream O2 sensor voltage was latched high indicating a rich condition. See Fig 1.

This problem caused the PCM to lean out all six injectors at times, and that created a lean density misfire on the other five good cylinders. The resulting symptom was a rough choppy idle condition that stressed the catalytic converter’s emission control capability. Then the manufacturers went to sequential injectors in the mid-80s on some engines.

These systems usually had separate O2 sensors for bank 1 and bank 2. On these systems, if one injector created a rich condition, the PCM would recognize a rich condition from just that one bank. The result was that the PCM would lean out all the injectors on that bank and still could create a lean density misfire from the other cylinders on that bank. The opposite also could occur, whereas an individual injector that is severely restricted could cause an O2 low voltage and a lean condition.

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The PCM would then increase the injector ontimes for all the injectors on that bank. The result could easily create a rich density condition on the other cylinders and poor fuel economy. The symptom, in both cases, was usually a rough choppy idle condition that stressed the catalytic converter. It reminds us of the importance of comparing the total fuel trim values of both banks.

For example, if the total fuel trim values are plus 15% in bank 1 and the total fuel trim values on bank 2 are minus 3%, we know that there is an air-fuel ratio problem on bank 1.

Fig. 1: On early EFI systems, when an injector electrically lost its resistance value or had a problem called pintle distortion, it created a rich condition on that specific cylinder and bank. The result is that the one upstream O2 sensor voltage was latched high indicating a rich condition.

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IN D I V ID U A L C Y L IN D E R F U E L C O N T R O L

Good comparisons of total fuel trim values from bank to bank should always be between plus or minus 10% under all load conditions while being in a closed loop. A pressure drop test, which is conducted during Key on Engine Off (KOEO) using a scan tool to command each injector to pulse while looking for uniform fuel pressure drops using a fuel pressure gauge, was taught by one original equipment manufacturer (OEM). On those systems, I have personally done this test dozens of times and have come up with inconclusive results.

Some aftermarket testers are available to monitor the fuel pressure drops while tying in a pressure transducer in the fuel pressure line and looking at the uniformity of the fuel pressure drops when an injector is pulsed and using a pressure transducer coupled to a digital storage oscilloscope (DSO). The challenge here is how to tie in the pressure transducer into the fuel pressure line on various makes and models. Another aftermarket company is using a pressure transducer hooked into the vacuum control port of the fuel pressure regulator and viewing electronically with a DSO the pulses in the rail as each injector is pulsed.

Fig. 2: An example using a Chrysler 3.8L engine. Notice before an injector was commanded off, the O2 voltage reads 3.1 volts during KOER conditions with a scan tool.

If the injector was commanded off and totally shut off the fuel to that cylinder, we have effectively turned that cylinder into an air pump and the O2 sensor should make a major lean shift with the O2 voltage going low.

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What I had done (and taught) way back in the ‘90s on the sequentially injected engines was to monitor the O2 sensor when we commanded an injector off during Key On Engine Running (KOER) conditions with a scan tool. If the injector was commanded off and totally shut off the fuel to that cylinder, we have effectively turned that cylinder into an air pump and the O2 sensor should make a major lean shift with the O2 voltage going low. While this was a good test to find leaking injectors that caused a rich condition, it didn’t help much in finding injectors that suffered from olefin buildup in the injector pintle area that caused lean cylinder misfire conditions.

Fig. 2 shows this test from a Chrysler 3.8L engine. Notice before an injector was commanded off, the O2 voltage reads 3.1 volts. Beginning in model year 1997, the Chrysler systems used a five-volt bias voltage to their zirconium style O2 sensors. With the loading effect with the O2 sensor connected, the bias voltage during KOEO was pulled down to 2.5 volts. With the engine running and in a closedloop, voltages above 2.5 volts represent a rich condition while voltages below 2.5 volts represent a lean condition. While using a scan tool to conduct this test, the PCM maintains an open-loop strategy.

This particular engine was running rich with a rich code. Notice in Fig. 3 that as we commanded an injector off the O2 voltages went to 2.5 volts on all cylinders. This pretty much tells us that an injector was not leaking fuel, causing this rich condition. We observed major fuel pressure fluctuations during our diagnosis. We concluded that the fuel pressure pulsator in the rail had to be defective.

After removing the C clip, we found a broken spring.

The fuel pressure pulsator is designed to absorb the pressure surges in the rail as the injectors pulse.

In the evolution of electronic fuel injection (EFI) engines, most manufacturers have gone to the sequential EFI systems. The V-6 and the V-8 engines have a separate upstream O2 sensor for each bank. The fourcylinder engines still use a single upstream O2 sensor.

Beginning in model year 2011, some manufacturers had introduced individual cylinder fuel control strategies known as individual cylinder fuel control (ICFC). Take a look at Fig. 4. Notice that in model year 2011, 25% of the vehicles are equipped with ICFC. In model year 2012, 50% of the vehicles are

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now equipped with ICFC. In model year 2013, 75% of vehicles have ICFC. Government mandates in model year 2014 required all manufacturers to equip their engines with ICFC strategies. Normally, you would think that the manufacturers would have each exhaust port with its own individual O2 sensor, but that is not how the systems are built. We still use a single upstream O2 sensor on the four-cylinder engines and a single upstream sensor for each bank on the V-6 and the V-8 engines.

Before we go into detail on the ICFC systems, let’s look at a good uniform O2 sensor pattern by using a DSO in Fig. 5 with the focus on a good O2 sensor and good short-term fuel trim values. Now notice Fig. 6. This was captured from a lean density misfire. Notice that the short-term fuel trim numbers increased and the O2 responded by going momentarily rich. If this problem were consistent, the long-term fuel trim values would also increase.

Fig. 3: Citing the same Chrysler 3.8L, notice that as we commanded an injector off, the O2 voltages went to 2.5 volts on all cylinders. This pretty much tells us that an injector was not leaking fuel, causing this rich condition. We observed major fuel pressure fluctuations during our diagnosis. We concluded that the fuel pressure pulsator in the rail had to be defective.

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Fig. 4: Beginning in model year 2011, some manufacturers have introduced individual cylinder fuel control strategies known as ICFC. Notice that in model year 2011, 25% of the vehicles are equipped with individual cylinder fuel control. By 2014, government mandates called for all applications to use ICFC.

With this new technology from the individual cylinder fuel control equipped engines, we cannot ignore the reliable parameters of short-term and long-term fuel trim values. The zirconium O2 sensors shift from a lean condition to a rich condition and back to lean at between 2 and 5 HZ. The issue we had with the zirconium O2 sensors is that they can only see a rich air-fuel at a 14-to-1 ratio. The zirconium O2 sensors cannot see a lean shift past a 15-to-1 air-fuel ratio. The new type of O2 sensors

Fig. 7: The new type O2 sensors are known as a wideband O2 sensor, and they can see an air-fuel ratio of the rich side all the way to a 12-to-1 air-fuel ratio. They can see all the way to an 18.5-to-1 lean condition.

Fig. 5: An example of a good uniform O2 sensor pattern by using a DSO with the focus on a good O2 sensor and good short-term fuel trim values.

Fig. 6: This was captured from a lean density misfire. Notice that the short-term fuel trim numbers increased and the O2 responded by going momentarily rich.

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Fig. 8: Notice the two injectors that indicated a 68 PSI drop.

There are times in our business when we have to make a judgment call. We communicated to the vehicle owner that we would recommend an intake and injector cleaning as a first step.

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engines are all of the sequential type. On the port fuel are known as a wideband O2 sensor, and they can see an injection (PFI) sequential systems, the injectors were air-fuel ratio of the rich side all the way to a 1- to-1 airpulsed at the end of the exhaust stroke right before the fuel ratio. They can see all the way to an 18.5-to-1 lean beginning of the intake stroke. At 180 degrees later, we condition. See Fig. 7. had the intake stroke. And 180 degrees after that, the On some modern-day engines equipped with an eleccompression stroke occurred. A few degrees before the tronic fuel control module and an electronic fuel presTDC of the compression stroke a firing event occurred sure sensor, we have the ability to monitor fuel pressure drops during KOER conditions as we monitor the fuel pressure drops as we disable one injector at a time using a scan tool. This 2012 Chevy Equinox with a 3.0L engine equipped with gasoline direct injection (GDI) exhibited a rough running FOR WORRY-FREE REPROGRAMMING misfire symptom on a cold startup. In the Mode 6 menu, two cylinders showed single-digit misfires from the most recent 10 drive cycles. We conducted the injector balance test after a cold soak condition.

Notice the results in Fig. 8. Notice the two injectors that indicated a 68 PSI drop.

There are times in our business when we have to make a judgment call. We communicated to the vehicle owner that we would recommend an intake and injector cleaning as a first step. Notice the results after that service was completed in Fig. 9.

In my opinion, this is going to be an important test to locate faulty injectors that cause the common code P219A found on The PL6100 from SOLAR provides an ideal stable power supply engines equipped with ICFC. Keep in mind mode to maintain vehicle system voltage during reflashing events: that this code does not isolate a specific • Continuous power up to 100A (no time limit) cylinder. Mode 6 data for misfires from • Selectable target voltage from 13.1-14.9V each individual cylinder from the last 10 • Minimal voltage ripple (<100mV) drive cycles should help in finding the cyl• Rapid Load Response Technology inder that may have caused the P219A indi• Extra-long 13’ cable reach vidual cylinder fuel control code. Also, on • Includes charging capability (60/40/10A) GM systems, don’t forget about the history • Requires 20A outlet misfire counters found on the enhanced side of the scan tool.

Charge mode compatible with a wide variety of battery types: This seems to be the age of virtual learning, so we are going to apply that term to the ICFC systems. The PCM is programmed to learn top dead center (TDC) from the crankshaft position sensor To learn more, visit our website at (CKP) and camshaft position sensor (CMP) cloreautomotive.com or call 800.328.2921 sensors for TDC of cylinder No. 1 as well as the firing order. The injectors on these

OPTIMAL SUPPORT

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IN D I V ID U A L C Y L IN D E R F U E L C O N T R O L

beginning the power stroke exhaust. And 180 degrees later, the exhaust stroke occurred. ICFC equipped engines cannot determine which cylinder emitted the exhaust stroke, but rather, there is a fuel imbalance problem. Let’s look at Fig. 10. If this O2 sensor indicated a consistent rich shift as indicated here, the strategy would be met to set a P219A code. Remember that the zirconium O2 sensor will shift from lean to rich and back to lean at 2 to 5 HZ. As the engine RPM increases, you can imagine that the frequency of the exhaust pulses are much higher than 2 to 5 HZ. That would pretty much tell us that we have some limitations on this code.

The reality here is that mechanical issues such as leaking valves or compression loss will also affect the combustion process. To sum this up, I can tell you the individual cylinder misfire monitors should be paramount in our diagnostics in reference to the P219A ICFC codes.

Engines equipped with ICFC strategies do not have the ability to flag the specific injector or cylinder that is causing a lean or rich condition, nor does the PCM have the ability to adjust the injector-on time from a specific injector or cylinder that is running too rich or too lean.

That is why the misfire data in Mode 6 from the last 10 drive cycles or the history misfire counters are paramount to investigate.

Let’s take a look at the code criteria for the P219A code in Fig. 11. Notice that it says that multiple samples of the upstream O2 sensor accumulated voltages are consistently greater than the desired value. I am now reading between the lines and considering if a cylinder went lean from say a restricted injector, the PCM would recognize that and the fuel trim values would increase thus increasing the injector-on times of all injectors and this would create the O2 voltages to be greater than the desired value. What I am saying here is that a lean cylinder that creates a low O2 voltage can be flagged as well as a cylinder that is running rich, creating greater than desired O2 voltages. The important thing to remember here is that ICFC strategies cannot detect a specific cylinder with a fuel control issue, nor can it adjust the injector-on time for an individual cylinder.

A problem vehicle once came in with a malfunction indicator lamp (MIL) and a code P219A. The car owner did not experience any symptoms. The MIL light would not go out. The previous dealership had replaced the coils, the spark plugs and the injectors but to no avail.

The vehicle is a 2015 Chevy Malibu with 67,000 miles on

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Fig. 9: Notice the results after that service was completed.

This is going to be a good and important test to locate faulty injectors that cause the common code P219A found on engines equipped with ICFC.

Fig. 10: If this O2 sensor indicated a consistent rich shift as indicated here, the strategy would be met to set a P219A code.

Remember that the zirconium O2 sensor will shift from lean to rich and back to lean at 2 to 5 HZ.

Fig. 11: Here’s a look at the code criteria for the P219A code.

Notice that it says that “multiple samples of the upstream O2 sensor accumulated voltages are consistently greater than the desired value.

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Fig. 12: In this freeze frame, notice the 70% engine load at 3200 RPM. The vehicle was in closed loop with the short term fuel trim indicating -6% while the long term fuel trim numbers indicate +4%. This represents a total fuel trim value -2% which is nearly ideal.

Fig. 13: Example of the low side and high side fuel pressure values that were captured.

Notice the good low side and high side fuel pressure values. Using the scan tool set up in the record mode, a test drive was conducted

Fig. 14: Notice the No. 3 cylinder live misfire counters. Using a smoke machine, we applied smoke machine pressure to the cylinder. After rotating the engine several times, we finally discovered smoke waffling up from the intake. Since this is a GDI vehicle and carbon buildup is common on the intake valves, we recommended a chemical cleaning of the intake.

the clock. This is a GDI vehicle with a 2.5L LKW engine.

First, let’s take a look at the freeze frame data in Fig. 12.

Notice the 70% engine load at 3,200 RPM. The vehicle was in closed-loop with the short-term fuel trim indicating minus 6% while the long-term fuel trim numbers indicated plus 4%. This represents a total fuel trim value of minus 2%, which is nearly ideal. The confusion that begins here is that the PCM sets an ICFC code and our total fuel trim values are nearly perfect. While we are investigating the freeze frame data, let’s look at the low-side and highside fuel pressure values that were captured in Fig. 13.

Notice the good low-side and high-side fuel pressure values. Using the scan tool set up in the record mode, a test drive was conducted. See Fig. 14. Notice the No. 3 cylinder live misfire counters. Using a smoke machine, we applied smoke machine pressure to the No. 3 cylinder. After rotating the engine several times, we finally discovered smoke waffling up from the intake. Since this is a GDI vehicle and carbon buildup is common on the intake valves, we recommended trying a chemical cleaning of the intake. It’s another case where we had to make a judgment call and communicated this to the car owner. Could it be a loss of compression? Of course. However, we are familiar with this problem on GDI engines and are aware of the fact that intake cleaning on these systems should be a periodic maintenance procedure. In closing, what I have tried to convey to my fellow technicians is that in the event of a P219A code, investigate the misfire monitor data to try to isolate the problem to a specific cylinder. Mechanical issues will always have an effect on a cylinder’s combustion process and will affect the exhaust gasses.

The industry is better because of your commitment.

Bill Fulton is the author of Mitchell 1’s Advanced Engine Performance Diagnostics and Advanced Engine Diagnostics manuals. He is also the author of several lab scope and drivability manuals such as Ford, Toyota, GM and Chrysler OBD-I and OBD-II systems, fuel system testing, and many other training manuals in addition to his own 101 Lab Scope Testing Tips. He is a certified Master Technician with more than 30 years of training and R&D experience. He was rated in the top three nationally on Motor Service magazine’s Top Technical Trainer Award and has instructed for Mitchell 1, Precision Tune, OTC, O’Reilly Auto Parts, BWD, JD Byrider, Snap-on Vetronix and Standard Ignition programs. You may have also seen Fulton in many Lightning Bolt Training videos and DVDs and read his articles in many auto service magazines. He owns and operates Ohio Automotive Technology, which is an automotive repair and research development center and where the images for this article were produced.

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Taking the Glare out of Driving The ins and outs of working on automatic high beams B Y J E F F TAY L O R

A

S A DRIVER, I have certainly experi-

enced an oncoming vehicle that has its high beams on, and the blinding glare that you get as the vehicle approaches and passes. With today’s brighter headlight assemblies, this can be more than a distraction, and taking your eyes off the road isn’t the safest scenario.

When asked most drivers will tell you that they use their high beams on country and back roads or when there are few if any street lights. But research has shown that the high beams often go unused when driving at night, even though they would enable the driver to see more clearly.

There are explanations for this. Drivers generally think the road in front of them is lit well enough with just the low beams, especially on highways and roads that are equipped with streetlights. Another major factor is that they are worried about distracting other drivers with the glare of their high beam lights. It is these situations that have led manufacturers to equip their vehicles with automatic high beam systems, increasing nighttime visibility and possibly reducing nighttime accidents.

Automatic high beam systems are a common safety feature on today’s vehicles, and the system is usually bundled in a safety options package with a clever unique name. Toyota calls its system the “Toyota Safe-

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This group shot is of four vehicles and their automatic high beam headlight sensors. The forward-facing camera used for automatic high headlight function is located behind the windshield and is aimed at the road just above the “V” shaped cutout.

The area inside the red circle is the viewing area of the forwardfacing camera. Notice that it is in the sweep of the wipers to keep the area clean, but a buildup of dirt, snow or other debris can affect the automatic high beam headlight operation and must be kept clear.

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ty Sense.” Honda calls its system “Honda Sensing.” GM has “IntelliBeam,” and Ford incorporates the system in its “Ford Co-Pilot360.” Vehicle safety is important to today’s automotive manufacturers, and that is one reason many have chosen to equip their vehicles with an automatic high beam system.

So how does this technology work and what can we expect to see as these vehicles start showing up in our shops for service?

The main component required in an automatic high beam system is a forwardfacing camera that is able to recognize the lights of an oncoming vehicle or the rear lights of a preceding vehicle. The addition of an automatic high beam system to an existing vehicle’s infrastructure may not require any extra components, possibly just added software for functionality. Forward-facing cameras are quite standard now, and yaw sensors that are used in stability control and airbag systems have been on vehicles for a long time. Several vehicle manufacturers use the yaw sensors data as an input for regulating automatic high beam operation.

The forward-facing camera responsible for automatic high beam function must have the ability to analyze the light that it detects for intensity, color and movement. These cameras are able to detect the lights of an approaching vehicle from a distance of greater than a quartermile on a flat and straight road. When the camera detects these lights and the system is operational, the software in the module that manages the automatic high beam operation will then decide what to do. It will either turn on the high beams for better visibility or turn them off, returning to low beam operation to prevent glare. Because the system relies heavily on the use of the forward-facing camera, anything that could block the camera’s view might affect its operation. Snow, ice and dirt on the windshield can affect the A global OE brake camera’s ability to see properly, as can veATE-NA.com hicle road spray, fog, heavy rain, smoke, dust or other airborne conditions.

A brand of Continental

The forward-facing camera is usually mounted near the top of the windshield, close to the center of the vehicle, or it may be integrated into the rearview mirror assembly.

For the automatic high beam system to function, certain operational and environmental criteria must be met. Each manufacturer will have their own way of doing things, and their own names that they give to the

Go gas.

Go electric.

Go hybrid.

Stop with ATE brakes. system supplier.

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For the automatic high beam headlight function to be enabled the headlight switch must be in the “auto” mode.

The instrument panel of a 2017 GMC Sierra pickup shows the illuminated automatic high beam symbol (the headlight with the “A” in it).

If the windshield is replaced the decorative cover that hides the forward-facing camera must be properly installed or issues could affect the automatic high beam system.

These are examples of the warnings that could be displayed on a 2018 Honda Pilot.

This photo, courtesy of Honda, shows the detection area of the forward-facing camera that is used to detect oncoming headlights and preceding tail lights in the automatic high beam system.

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modules that are controlling the systems function. But almost all of today’s systems will have the following characteristics that will need to be met for the system to become operational, functional and active.

To enable automatic high beams to turn on and function: The system must be activated, commonly through the driver information center or driver features screen/ menu or the headlight switch.

The headlight switch must be in the correct position, auto high beam typically.

The vehicle speed is above a set minimum, this varies and is manufacturer-specific, but the range is 12 to 45 mph. Vehicle speed is used to prevent excessive toggling of the high beams.

Ambient light conditions are dark enough. This is usually decided by the ambient light sensor on the dash used by the HVAC for sun load detection.

The forward-facing camera doesn’t detect any light sources that it decides are head or tail lights.

The automatic high beams will turn off and return to low beams: • If the forward-facing camera and the accompanying software detect a light source from a vehicle that it decides is either a headlight or taillight.

• The ambient light isn’t dark enough.

• The vehicle speed falls below a set minimum speed for a predetermined length of time. This is manufacturer specific, but the range is 12 to 27 mph.

• The auto high beam switch is turned off.

• The forward-facing camera decides that its vision is impaired or blocked.

These are the most common activating and deactivating criteria that will allow the automatic high beam system to function. But when we are diagnosing or investigating an operational complaint, it is important to look up the specific make and model that we are dealing with using our information system to verify proper operation.

And don’t forget that the vehicle’s owner’s manual is a valuable source of operational and function data.

On a 2017 GMC Sierra, for example, there is not an option in the drivers settings menu to enable the automatic high beam system, but there is an “auto” setting on the headlight switch. To enable the automatic mode on this truck, you need to move the high beam lever from the low beam position to the high beam position twice within two seconds, this will activate the system.

When the system is activated, the green automatic high beam assist light will be illuminated on the dash

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instrument cluster, indicating the system is functional.

This system will be disabled from automatic mode if the driver moves the high beam lever forward from the low beam position to the high beam position or a flashto-pass operation. It will then need to be reenabled to restore automatic mode. It also won’t allow automatic mode if the fog lights are turned on. The 2017 GMC Sierra’s forward-facing camera requires a scan tool, but no targets to perform recalibration if the windshield or camera are removed or replaced. But if the frontfacing camera is replaced, it must be reflashed and programmed before it will allow calibration or relearning.

There is a technical service bulletin (TSB) related to the IntelliBeam system on the 2015-2020 GMC pickups and other IntelliBeam equipped vehicles. TSB #PIT5535E states that diagnostic trouble code (DTC) B1008:4B (Front View Camera Module Calibration) might be set if the forward-facing camera is not properly mounted or something is obstructing its view.

The TSB instructs us to ensure that the camera is fully seated in its mounting bracket and that there is nothing blocking its view. This TSB also points out that a substandard windshield or an improperly installed windshield may result in an excessive top gap between the windshield and roof. The specification on that gap is 0.14 to 0.18 inches. If the gap is excessive, it might not allow the forward-facing camera to be correctly installed and cause wind and water leaks.

The 2018 Honda Odyssey requires a forward speed of 45 mph to activate the automatic high beam system, much faster than other manufacturers. It will also deactivate the system if the vehicle senses that it is being driven on a winding road or up and down steep hills. It does this by using the yaw sensors in the vehicle stability and airbag modules. Honda does supply DTCs and diagnostic data to aid in diagnostics. If the windshield or the forward-facing camera is replaced on this Odyssey van, the system will need to be recalibrated using a scan tool and targets to ensure proper and safe operation.

The 2017 Toyota Camry automatic high beam system will supply system data and diagnostic trouble codes, and it also incorporates data from the yaw sensor for functionality. If there is a failure in the Toyota automatic high beam system, the “Check Auto High Beam System” message will be displayed on the driver’s information center and manual high beam operation will result. The Camry’s forward-facing camera requires recalibration if it is removed, replaced or the

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windshield is replaced. To perform this recalibration, a scanner and special targets will be needed.

2019 Ram trucks can be fitted with an Auto High Beam Control (AHBC) option. The Ram AHBC comes in two configurations: either a Combined Rear View Mirror Module (CRVMM) or a Driver Assistance System Module (DASM). The DASM is what Ram calls its forwardfacing camera. The AHBC must be enabled on the Ram truck in the radio display or the Uconnect system settings under the “Auto Dim High Beams.” If the DASM on a Ram truck is removed for service or is removed during a windshield replacement, there is a special installation procedure that must be followed. If the proper procedure isn’t followed a C008F-00 Calibration not learned DTC or C14A4-00 Sensor Adjustment Required DTC could be set. The use of a digital inclinometer (a common cell phone app) is needed to aim the DASM and then the procedure is completed by following the instructions on the scan tool under the heading “DASM Auto Alignment.”

If there is an issue in any of the connected systems of the automatic high beams, the system will shut off, and manual high beam operation will be enabled. There may or may not be a warning symbol to indicate to the driver that there has been a failure in the system, again this is manufacturer specific. Diagnosing and repairing an automatic high beam system will almost certainly require a scan tool, a good information system and possibly the use of special equipment.

But even a simple repair such as a battery replacement may disable the automatic high beam system because this system could rely on the vehicle’s yaw sensor for proper operation. And a battery disconnect may require the yaw sensor to be recalibrated. The forward-facing camera may need to be recalibrated if removed or if a windshield is replaced. Verifying that you are capable of performing these procedures before you commit to diagnosing or replacing components is important. The automatic high beam system may seem like a simple add-on safety device, but with all the systems on today’s vehicles being so heavily interconnected, it’s a straightforward yet complicated protection system.

Jeff Taylor boasts a 30-plus-year career in the automotive industry as a fully licensed professional lead technician. Jeff works for the CARS Training Network Inc. in Oshawa, Ontario, Canada. He is also heavily involved in government focus groups, serves as an accomplished technical writer, and he 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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TeChnICal ServICe

bulleTInS

FORD

VOLVO

DRIVESHAFT NOISE ISSUE

FUEL PRESSURE

Some 2012 Ford Flex vehicles equipped with all-wheel drive and built on or before Feb. 23, 2012, may exhibit a metallic ratcheting or flutter type noise during light to moderate tip-in at low vehicle speeds at about 21 mph. The noise may be perceived as originating from the center console area. This condition may be due to one or both of the bolts attaching the driveshaft bearing support to the front driveshaft bracket base not being fully seated.

Raise the vehicle on a lift. Inspect the two front center bearing bracket inner bolts to see if they are fully seated. If not fully seated, the bolts may be crossthreaded. Remove the two front center bearing bracket outer bolts and the two front center bearing bracket inner bolts.

Discard the bolts that were not fully seated.

Using an 8mm x 1.25 thread tap, clean the female threads for the attachment bolt locations. Install the front center bearing bracket. Apply Motorcraft Threadlock 262 to the new bolts and install using only hand tools.

Torque the center bearing bracket outer bolts to 22 ft-lb, and torque the inner bolts to 177 in-lb. New inner bracket bolts are available as part numbers (P/N) W500220-S439.

This bulletin applies to all 2014-2015 Volvo models. The check engine light may be on. If diagnostic trouble codes (DTCs) are stored in the engine control module (ECM) and include P018D00 and P018C00 (both permanent), replace the low side fuel pressure sensor. Note that the low-side fuel pressure sensor is not on the fuel injector rail. It’s the sensor located between the fuel tank and the high-pressure injection pump.

Information courtesy of Mitchell 1

If normal diagnostics lead to a concern that can be duplicated and there are no DTCs present, perform the yaw rate sensor learn procedure (multi-axis sensor), clear any DTCs that may have been set during programming and let the vehicle go to sleep before evaluating.

For “Adaptive Cruise Temporarily Unavailable” only, most concerns will be resolved by performing the multi-axis sensor learn. If the concern hasn't been cleared, perform the Long Range Radar Learn from the radar sensor module.

RAM

DIESEL ISSUE

CADILLAC

CRUISE CONTROL REBOOT This bulletin applies to 2013-2019 Cadillac ATS, 2014-2019 CTS, 2013-2016 SRX and 2013-2019 XTS vehicles. A customer may see an “Adaptive Cruise Temporarily Unavailable” message when attempting to activate cruise control. Other possible messages might include “Park Assist Symbols Unavailable,” “Lane Departure Warning Unavailable” and “Rear Auto Braking Unavailable.”

This bulletin applies to 2013-2018 Ram 2500/3500/4500/5500 vehicles equipped with a 6.7L Cummins turbo diesel engine. The malfunction illumination lamp (MIL) may be on, accompanied by DTC P218F (reductant no flow detected) and/or P202E (diesel exhaust fluid/reductant injector performance). The concern may occur when the vehicle is parked for an extended time in temperatures below 12 degrees Fahrenheit.

Using a scan tool, verify all systems are functioning properly. Correct any issues before proceeding. Install a Diesel Exhaust Fluid (DEF) Injector Cover Kit part number (P/N) 68564806AA. This is a thermal protective cover for the DEF injector.

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