Auto Service Professional - July/August 2014

July/August | 2014 | Vol. 4, No. 4

Oxygen & A/F Sensor Update NVH ISSUES SYNTHETIC OILS

Circle 101 on Reader Service Card

July/August | 2014 | Vol. 4, No. 4

The Technicals

NVH revisited Page 14 | Correcting concerns relating to vibrational issues

2014 oxygen and air/fuel sensor update Page 32 | Service techs require ‘continuing education’ on these constantly evolving parts

Synthetic engine oils Page 50 | Addressing questions, mysteries and myths

Departments Straight Talk

Tool Review

Never assume anything (i.e.: you get what you pay for) | Page 6

Disc brake analyzer | Page 56

Quik-Link Tech tips

Your connection to free information | Page 68

From a Navistar turbo to Audi fault codes | Page 10

The Toy Chest Promotions Tenneco and ACI | Page 31

New and innovative equipment for your tool chest | Page 71

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Circle 102 on Reader Service Card

Straight Talk

Never assume anything Mike Mavrigian | Editor

O

(i.e.: you get what you pay for)

ne of the frustrating aspects of performing automotive service work is occasionally dealing with a faulty new part. Leading parts manufacturers have an excellent track record of quality control, but sometimes a bad part slips by and ends up in a box that’s sitting on your local supplier’s shelf.

Not surprisingly, that potential is much higher with really cheap, no-name, bargainbasement imported parts. High quality, brand name parts are imported from all around the globe, and there’s no confusing them with the questionable “bargain” import parts. Those parts are cheap for a reason.

As a case in point, my shop recently restored a 1968 Plymouth B-body car.

One aspect was a complete restoration of the heater box assembly, which of course houses the heater core.

The customer, wishing to save a few bucks, purchased a new heater core at an astonishingly low price.

(Before you jump on me, I know, we should never have allowed the customer to give us the part!)

Assuming the heater core was new and fault-free, one of my guys installed it into the housing and reinstalled the heater box assembly prior to installing the dash and windshield (at a time when access was easiest).

Once the engine was fred, we noticed a considerable coolant leak. Luckily the carpet wasn’t installed yet, as coolant

spewed from the heater core and collected onto the passenger foor.

We should have tested it before installation, but when it’s brand new, we assumed it was OK — and you know where that led.

To make a long story short, we pressuretested the system and found the leak at the heater core.

At this point, hours were wasted by removing the heater box assembly (we weren’t about to remove the windshield and dash at this stage). We removed the heater core from the box, tested and confrmed that the tubes in the core were leaking via a series of substandard brazing points and pinholes.

We purchased a new heater core from an established manufacturer, pressure-tested it before installation to verify that it was good, and fnished the job. The new heater core cost about $100 more than the “inexpensive” unit purchased by the customer, but it was fawless.

The customer paid for the new part, but we didn’t charge for the extra time that was wasted. (I know we should have, but I felt bad for the guy.)

Lessons learned: 1) Whether the part is electrical, hydraulic, plumbing-related or mechanical, inspect and test (where possible and practical) before investing in installation time. 2) Explain to the customer that “you get what you pay for.” 3) Don’t assume anything, and always try to go for the “premium” part, in those cases where you have a choice. ●

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Circle 103 on Reader Service Card

3515 Massillon Rd., Suite 350, Uniontown, OH 44685 (330) 899-2200, fax (330) 899-2209 Website: www.autoserviceprofessional.com Editor: Mike Mavrigian Mike.Mavrigian@bobit.com Managing Editor: Lori L. Mavrigian Lori.Mavrigian@bobit.com Senior Editor: Bob Bissler Bob.Bissler@bobit.com Associate Editor: Ann Neal Ann.Neal@bobit.com Contributors: Bob Weber/Automotive Technical Writer Craig Truglia/Diagnostics & Driveability Specialist Bob Rodriguez/Hybrid & Alternative Fuel Specialist Advisory Board: Dan Paddy/Dan Paddy Service, Seville, OH Frank Dannemiller/Mobile Service & Repair Co., Wadsworth, OH Bob Fall/Fall Automotive Machine, Toledo, OH Scott Gressman/Gressman Powersports, Fremont, OH Ken Styer/Ohio Technical College, Cleveland, OH Greg McConiga/O’Daniel Automotive Restorations, Ft. Wayne, IN Art Director: Neal Weingart Neal.Weingart@bobit.com Production Manager: Karen Runion Karen.Runion@bobit.com Publisher: Greg Smith Greg.Smith@bobit.com Sales: Dan Thornton djtinc@gmail.com (734) 676-9135, mobile (313) 410-0945 Michele Vargo Michele.Vargo@bobit.com (330) 899-2200, fax (330) 899-2209 John Dyal, The Dyal Company John.Dyal@bobit.com (760) 451-5026 Marianne Dyal, The Dyal Company Marianne.Dyal@bobit.com (760) 451-9216 Customer/Subscription Service Tammy Katata, (800) 991-7702

Auto Service Professional is a Bobit Publication Executive offces: 3520 Challenger St. Torrance, CA 90503 Chairman (1961-2014): Edward J. Bobit CEO & President: Ty F. Bobit Chief Financial Offcer: Richard E. Johnson VP & COO: Cyndy Drummey

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Circle 104 on Reader Service Card

The Tech Bench

Tech tips From a Navistar turbo to Audi fault codes FORD TURBO MYSTERY Do you believe in magic?? What else could account for the operation of the high pressure oil system on Ford’s power stroke diesel? This much I can assure you — it was not designed by Harry Houdini, but hey, maybe a distant cousin?!

What I do believe is that the oil system used on this engine is an engineering marvel! While space limitations won’t allow me to babble on endlessly, hopefully this tech tip will give you a better understanding of how this system works.

When the engine is cranked over, crankcase oil pressure builds. In addition to lubricating all of the engine’s internal moving parts, the oil has one more path to follow. It travels through the timing cover to a high-pressure injection reservoir mounted on top of it, used to supply oil to the high pressure oil pump. This pump then increases the pressure to the high levels needed to pop open the injectors, and to increase the pressure of the diesel fuel entering the cylinders for complete combustion.

The oil pressure increase is accomplished by a solenoid similar in function to an idle air control valve. This solenoid, the injection pressure regulator (IPR), is duty-cycle controlled by the powertrain control module (PCM) to boost the oil pressure to the levels needed for good performance. The oil then fows from the pump through braided steel lines to the center of each cylinder head where it runs through a central galley next to the injectors.

When the PCM determines which cylinder needs to fre, it electrically energizes a solenoid in the injector to allow the high pressure oil to enter, intensifying the pressure of the diesel fuel and injecting it into the cylinder. The PCM uses an injection control pressure sensor (ICP) to determine what the oil pressure is. The sensor is mounted

Ford’s design is an engineering marvel.

in the inside face on the driver’s side. The more ground time applied to the IPR, the higher the pressure rises. The minimum amount of pressure needed to open the injectors is 400 psi. With a pump designed to put out well over 3,000 psi, the PCM should be able to achieve that pressure with no more than a 12% duty cycle on the IPR. If the ICP indicates pressure fails to reach the minimum value, the PCM continues to increase the duty cycle on the IPR until it reaches the maximum of around 60%.

Somewhere around 50%, even if adequate pressure is achieved and the engine runs, the PCM sets a code for ICP above/below normal.

The frst step in diagnosing a fault in this system simply requires checking the oil level in the crankcase. If the oil level drops three quarts or more, it lowers the level in the high pressure reservoir, reducing pressure in the injection oil system. Once oil level is verifed, watch the engine oil pressure gauge on the dashboard while cranking to verify that it jumps to the middle in a short amount of time. In real life, this “gauge” is an “idiot light” with a needle.

It uses a normally open switch instead of a true sender. When engine oil pressure exceeds 5 psi, the switch closes, completing a path to ground for a voltage applied through a dropping resistor in the gauge, causing the needle to jump up. This switch is located in the top of the high pressure

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The Tech Bench reservoir. If engine oil pressure for any reason is low, it will need to be addressed frst as insuffcient high pressure will result. If it is OK, monitor the rpm, ICP and rpm PIDS in the datastream with a scanner.

Upon cranking, at least 150 rpm should be noted. The PCM then activates the IPR to build pressure. If the IPR reaches the max and under 400 psi is showing on ICP, or you see a reading of 2,000 psi to 2,500 psi (a default reading generated by the PCM when it believes the sensor is in error) and the engine doesn’t start, there is a fault in the high pressure system.

To isolate the heads as a potential large leak: 1. Remove the line from the right head and cap with a suitable plug.

2. Remove the left hand line and adapt an oil pressure gauge capable of reading 3,000 psi or greater to it.

3. Crank the engine while watching the gauge for actual pressure. If the reading is low, the problem lies in the high pressure pump or the IPR. But to determine which is the guilty culprit, you frst need to replace the IPR to evaluate. If that doesn’t correct it, the pump will need replacing.

So the next time one comes in with a lack of power, stalling or no start concern and you retrieve fault codes P1211 and/or P1212, you, too, can work a little magic!

(Information courtesy of Identifx Inc.)

AUDI FAULT CODES This tip applies to fault code 65535 or 00003 stored in the fault memory of a control module in 1998 to 2010 Audi A4 Quattro vehicles.

1. Fault codes 65535 and 00003 indicate an internal issue with whichever control module the fault code came from.

2. Before condemning the control module outright, it is best to do a bit of diagnosis and cover all the bases.

3. An issue with the battery or charging system has the potential to set this fault

code. A. If the battery voltage drops below 9.5V or spikes up over 15 to 16 volts, this fault code can be set. Be sure to check the battery for a good standing voltage and that it performs well under a load test. B. If the alternator is not maintaining battery voltage or is putting out excessive amounts of AC ripple, the fault can be set.

4. Be sure to verify power and ground into the specifed module before condemning the module. If there is a power supply issue, the fault code can be set. A. Be sure to check for the power and ground in a loaded state. (i.e. take a sealed beam headlight or similar device that will draw a large load on a circuit, power the device through the power Don’t condemn the control modand ground ule on Audi A4 Quattros due to fault codes 65535 and 00003. supply and verify that while the load is on, B+ and ground are still present).

5. A freezer test can go a long way in determining internal control module issues. A. Put the specifed module into the freezer for 30 minutes. If the fault code does not return right away or waits until that module reaches its ambient temperature again, this would indicate an internal fault in the control module. B. The same test can be done with heat. Gently apply heat with a hair dryer or heat gun and see if that makes a difference in how the fault code clears. (NOTE: Be careful not to overheat the module and fry the internal circuits.)

6. If power and ground are present and the battery and charging systems are working OK and the fault code changes (comes and goes) with the temperature of the module, then the issue is inside of the module.

(Information courtesy of Identifx Inc. See www.identifx.com.) ●

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The Chassis

NVH revisited

Correcting concerns relating to vibrational issues

By Mike Mavrigian

N

oise, vibration and harshness (NVH) issues are certainly not limited to wheels, tires, brakes and steering/ suspension areas. Engine faults (misfres, rotating assembly balance, etc.), worn or damaged engine mounts and driveline issues (driveshaft, transmission and drive axle) are all potential contributors to NVH concerns. In this article we’ll discuss a variety of NVH issues along with tips to avoid and/or cure these ills, with an emphasis on chassis-related areas.

SHIMMY Wheel shimmy (steering wheel right/left oscillation) can be caused by a number of variables. Follow an organized step-by-step inspection:

Courtesy Nucap

1. Inspect the tires for excessive and

uneven wear, and inspect for tire structural damage (badly deformed sidewall, etc.). Poorly constructed tires or damaged tires where plies are misaligned or separating can cause a shimmy/vibration.

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

2. Inspect and adjust tire infation pressure.

Low or uneven pressures on the same axle can cause pulls or wander.

3. Check for lateral runout. Using a dial indicator at the wheel rim, slowly rotate the wheel (on the vehicle) a full 360 degrees, noting maximum lateral runout.

If excessive lateral runout is found, don’t automatically blame the wheel, since runout may be the result of hub or rotor runout and/or a stack-up of tolerances between the hub, rotor hat and wheel.

The brake alignment shim is placed between the hub and rotor, oriented to correct lateral runout.

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The Chassis

BALANCING TIPS Centering of the wheel, both on the balancer and the vehicle hub is critical.

If incorrectly mounted on the balancer, a precision balance won’t be possible. By the same token, a wheel that is correctly centered (and balanced) on a dynamic balancing machine won’t be able to duplicate the balance (and road force variation variable) if incorrectly centered onto the vehicle hub.

Most wheels are mounted to a balancing machine with a tapered cone that centers the wheel onto the balancer’s shaft.

Cones are available with different tapers.

Cones that feature a low taper are preferable to better center the wheel. Back-cone mounting is preferred (where the cone mounts from the backside of the wheel).

However, some wheel designs will not center using back-cone mounting. In these cases, front-cone mounting is required, where the cone centers the wheel from the outer side of the wheel.

When using the back-cone method, once the clamping cup and wing nut secures the wheel, depress the foot pedal to hold the spindle in place, and slowly roll the wheel

Courtesy Nucap

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

5. Remove the wheel/tire assembly and inspect the wheel fasteners (studs and nuts or bolts, depending on design).

Damaged threads can be an indication of abuse/over-tightening which can contribute to wheel/hub distortion.

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

7. Check for lateral runout at the hub itself.

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

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

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

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

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

The brake alignment shims are precision tapered, available in a variety of thicknesses.

A small V-notch on the shim indicates the thinnest area of the shim.

towards you during initial tightening of the wing nut.

This helps the wheel to roll up the taper of the cone, instead of trying to force the wheel to slide onto the cone.

When using the front-cone method, pull the top of the wheel/tire away from the hub face while tightening the wing nut.

This will help to overcome the force of gravity and improve wheel centering on the machine.

• Verify wheel centering on the vehicle.

• During tire mounting/infation, if infation limit is exceeded, defate, loosen tire bead and re-infate.

• Match-mount tire to wheel using balance/high spot dots where available.

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ETC (Electronic Torque Clutch) is a pre-programed torque setting tool that provides 5 settings plus maximum digital clutch for torque applications. Simply press the trigger and the impact will stop once the desired torque is reached. This prevents the risks of over-/ undertorqueing or unbalanced tightness which may cause the bolt to break apart causing critical safety issues. These ETC tools are designed to deliver controllable torque power at your fingertips.

Circle 105 on Reader Service Card

The Chassis • Verify wheel centering on balancer before spinning.

• Always use two-plane dynamic balancing, even for hidden weights.

• Adjust tire infation per vehicle specifcations.

• Verify wheel centering when installed to the vehicle.

HUB-CENTRIC AND LUG-CENTRIC WHEELS The terms hub-centric and lug-centric refers to the manner in which the wheels center onto the hubs.

If the wheel relies on centering at the hub, it’s hub-centric. If the wheel relies on centering by the fastener locations, it’s lug-centric.

If the wheel is not centered onto the hub, radial runout will occur, resulting in a vibration/bounce. Some aftermarket custom wheels that are designed for hub-centric centering may be made with a large center hole that will accommodate the largest hub in a certain vehicle application.

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

Multi-pattern wheels are available in the aftermarket, designed to provide a ftment

to more than one bolt circle dimension.

While some of these wheels feature multiple bolt holes (for instance, 10 holes where the application is intended for a fve-bolt hub), some multi-pattern wheels feature oblong lug holes, designed to accommodate more than one bolt circle.

Instead of the holes being round, they’re oval shaped, allowing mating to likely two bolt circle diameters.

In theory these wheels should be hubcentric so that the wheels are properly centered to the hubs. These wheels are not very common today, but if you encounter them, extra attention to wheel centering is a must.

After mounting to the hubs, check for radial runout (visually at frst, then with a dial indicator). Inexpensive aftermarket wheels may feature slightly oversized bolt holes and oversized center holes, which can easily create a radial runout condition, resulting in a “thumping” vibration.

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

While we’re considering wheel centering, it’s important to note that if the wheel is centered improperly on the balancer, and installed properly centered on the hub, or if properly centered on the balancer but improperly centered on the vehicle hub, a vibrational problem is bound to occur.

If the wheel does not provide a precise “slip ft” onto the hub (being centered by the hub/hub-centric), extra care needs to be taken to center the wheel during installation.

This situation can be common for some budget level aftermarket wheels.

WHEEL BEARINGS/HUB BEARINGS Use a dial indicator, mounted to a solid, nonmoving component, to check for rotor lateral runout. Secure with lug nuts prior to measuring.

Loose/worn or improperly installed front wheel bearings/hub-bearing assemblies can contribute to shimmy/wander, and will

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Circle 106 on Reader Service Card

The Chassis make proper wheel alignment impossible.

Always check wheel bearing condition prior to any alignment work, and be sure to measure hub fanges for lateral runout. Note that some bargain-basement-priced hub assemblies may feature short-lived bearings and may feature excessive lateral runout.

High-quality, precision-made hub assemblies produced by reputable makers offer higher quality bearings and tighter runout tolerances to avoid NVH issues.

When the piston(s) in a disc brake caliper are forced outward against brake pad backing plates, the frictional heat generated naturally transfers into the caliper and the hydraulic fuid, elevating fuid temperature.

In addition, if the pads are not perfectly aligned to the rotor disc, a harmonic vibration generates which results in a pad “squeal” and potentially a pedal bounce.

A trick to address both of these issues is available in the form of Nucap US Inc.’s “piston cushions,” lightweight and thin discs that snap into the pistons, creating an

Circle 107 on Reader Service Card

Courtesy Nucap

PISTON CUSHIONS

Piston cushions feature a steel core with a coating. Easily inserted into a caliper piston, the cushion reduces heat transfer and absorbs harmonic vibrations generated by the pads.

insulating effect between piston and pad.

The cushions are constructed using a 0.015 inch-thick steel core, layered on both sides

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Circle 108 on Reader Service Card

The Chassis

Courtesy Nucap

with 0.005 inch nitrile rubber. The cushions serve to absorb vibration, which reduces or eliminates annoying brake noise, and acts as a thermal barrier to reduce heat transfer to the brake fuid. In addition, the cushions provide protection to the caliper pistons in terms of reduced wear and heat transfer.

Installation is simple. The correct shim size is selected from the kit to accommodate the piston’s inside diameter and wall thickness. A provided lubricant is brushed onto the rear side (piston side) of the cushion. The lubricant is applied simply to allow the nitrile rubber facing to move a bit to prevent it from sticking to the piston.

The cushion is then inserted into the piston via locating tangs. The foating design of the cushion, in addition to the vibration absorbing characteristics, absorbs pad vibration and reduce heat transfer.

The cushion, which absorbs vibration, simply “snaps” into the piston and is designed to free-foat. A small amount of lubricant is applied to the piston-side of the cushion to retain the free-foating characteristic.

CORRECTING FOR DISC BRAKE LATERAL RUNOUT If the brake rotor-to-hub interface is not perfectly aligned, deviation in surface thickness of the hub and/or rotor hat will result in a lateral runout condition of the brake disc. This lateral runout will cause the brake pads to bounce against the brake disc when brakes are applied. If runout is severe enough, the pads can bounce on/off of the rotors during driving, even without applying the brakes. The resulting vibrations produce annoying brake squeal due to the harmonics generated as the pads bounce/chatter against the disc.

NOTE: Since runout stack-up can occur between the hub and rotor, frst matchmark one stud location on the rotor and its stud. Perform a runout check with a dial indicator. Then re-locate the rotor to the hub in the next clockwise position and measure again, etc. in order to obtain the optimum location of the rotor to the hub with the least amount of lateral runout.

If further correction is needed, a tapered alignment shim may be installed to remove any remaining lateral runout. Lateral runout of the brake rotor can result in not only a vibrational issue, but can lead to premature brake pad wear as well.

Corrective tapered shims are available to address this issue, potentially eliminating the need to re-machine the rotor. Shims offered by Nucap are a good example (213 SKUs available). Available in different bolt patterns and shim thickness to correct up to as much as 0.009 inch lateral runout, the shim is simply placed between the hub and rotor. Using a dial indicator, slowly rotate the rotor on the hub, noting (and marking) the low point of lateral runout. The shim is then installed with the thickest section aligned with the low point of measured runout (180 degrees from the high point of lateral runout).

For example, if the rotor was measured with a high point lateral runout of 0.006 inch, the low point will be located 180 degrees from the high point. A taperedthickness shim with the thickest section of 0.024 inch on one side (the side with the “V” notch) and 0.027 inch on the opposite side is placed onto the hub prior to remounting the rotor. The 0.003 inch difference in shim taper makes the initial 0.006 inch runout disappear. The side of the shim that features the “V” notch is the thinnest side of the shim, making the thin/thick sides readily identifable.

TIRE RADIAL FORCE VARIATION In addition to dynamic balance of a tire/ wheel assembly, we need to consider tire radial force variation (RFV) when diagnosing tire-related vibrations that occur at varying speeds and conditions. Ideally, the

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Circle 109 on Reader Service Card

The Chassis vibration that occurs, and masks itself as an imbalance vibration, only under dynamic conditions... when the wheel and tire package rolls in a loaded state. It must be noted that the term “radial” refers to forces applied at the radius of the tire, not to

Courtesy Nucap

wheel should be phase matched to align the tire’s point of maximum RFV with the wheel’s point of minimal radial runout (high point of tire to low point of wheel).

Radial force variation is a term that relates to a tire-sourced out-of-round/

These overhead views serve to illustrate excessive lateral disc runout (left) and a corrected brake disc alignment with the use of an appropriately selected brake alignment shim.

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Circle 110 on Reader Service Card

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

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

Tire makers usually supply a red dot on the tire sidewall, which indicates the tire’s maximum RFV. When mounting the tire, this red dot should be aligned to a white dot on the wheel (if the wheel is so marked). The white dot on the wheel indicates the wheel rim’s minimum radial runout point (on a steel wheel, a dimple may be featured that indicates the wheel’s low point). When using alloy wheels that don’t feature a white dot, the tire’s red dot should be aligned with the valve stem, as

Circle 111 on Reader Service Card

this should be the minimum radial runout point.

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

Even if dynamic wheel balance (from a standpoint of weight) is correct, misalignment of the red and white dots will likely result in a vibration complaint. On OEM tires and wheels, ALWAYS align the red tire dot and the white wheel dot (or valve hole, in the case of alloy wheels) when mounting.

If the tire features a red dot and a yellow dot, the red dot is more critical and should be aligned with the wheel’s low point (dimple or valve stem).

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

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

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

When a customer complains of a “tire vibration,” although the root cause may simply involve a static imbalance, other

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Circle 112 on Reader Service Card

The Chassis factors may be at play, including a static radial runout of the wheel and/or tire, a suspension/chassis problem, or a dynamiconly runout condition, known as radial force variation of the tire.

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

RADIAL RUNOUT

Courtesy Hunter

When a “mystery” vibration enters the shop, approach the problem in a systematic

manner to eliminate possible variables.

Naturally, check the tire/wheel assembly for balance on your shop’s balancer. If dynamic balance is verifed, begin measuring for excessive runout. First check hub runout in order to identify or eliminate the hub as the possible root cause of the problem. With the wheel/tire removed from the vehicle, check the runout of the hub. This can be tricky because of clearance at the wheel studs, but can be accomplished with enough patience.

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

Examples of tire and wheel vibrational issues. The illustration at the top depicts an imbalance condition wherein dynamic imbalance results in the tire’s contact patch deviating from the axle center as the wheel rotates. The center row is an example of radial runout, where the wheel is not properly centered on the hub. The bottom row depicts radial force variation where a high spot on the tire (or an area of the tire that is more dense/stiffer than the rest of the tire) is present.

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Circle 113 on Reader Service Card

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

If the wheel is lug-centric (as we mentioned earlier, where the wheel-to-hub centering relies on the location of the wheel fastener holes to the hub’s studs only), you can mount the dial indicator so that the plunger is about .040 inch away from the outer edge of the wheel stud pattern diameter. Using a feeler gauge, check for changes in the gap between the dial indicator plunger and the outer edge of the wheel studs as you slowly rotate the hub 360-degrees. Granted, this can be a timeconsuming and nit-picky job, but this will either recognize the wheel-to-hub mating as the culprit, or eliminate this variable from your diagnosis.

NOTE: Do not use the outer edge of the brake rotor as your measurement point when trying to check hub runout. You must take this measurement at the centering area that the wheel uses, whether this is the hub (for hub-centric wheels) or the wheel studs (for lug-centric wheels).

HIGH TECH TIRE ANALYZER Here’s an interesting way to generate additional wheel alignment, tire and steering/suspension components. Tread Spec (see www.treadspec.com) offers a drive-over laser scanning system that reads tire tread and collects several hundred data points.

The technician can refer to the data to talk to the customer about the measured tread wear in terms of tread depth and uneven wear, which can naturally lead to the need for tire replacement, wheel alignment, and steering and suspension components sales. While any experienced technician may be able to interpret tire wear visually (hey, you have excessive inside shoulder wear, so you’re likely running too much negative camber, etc.), this system provides documented data that substantiates the technician’s diagnostic opinion. Two

Courtesy Tread Spec

The Chassis

The Tread Spec system quickly scans the tire tread, sending tread depth and wear data to the frm’s cloud-based storage, where it’s easily accessed on the shop’s PC, in real time.

different systems are available, including a service bay system and a service drive system. In each case, the tires pass over laser scanners housed in low profle ramps.

The bay system allows a technician to drive the front axle onto the scanner platform and stop, allowing a scan of the tires. A technician-operated bar code scanner is included that allows scanning the vehicle VIN for record keeping purposes. The service drive system can be located at the entrance of the bay area, where the customer drives over the ramps as the vehicle enters the service area. The basic difference between the two systems is that the technicianoperated drive-over system features two lasers, where the customer drive-over system features eight lasers to capture all four tires at the same time.

Data that is collected by the system is sent to the manufacturer’s cloud-based collection point and is then available (in real time or after-the-fact time) on the shop’s desktop computer.

While such a system may not be mandatory, it certainly can help to boost shop sales by increasing parts and service tickets, since the “high tech” data collected by the tire scan provides documented proof of tire tread condition, and immediately allows the technician to begin a discussion of tread wear and the potential causes and remedies. ●

30 | July/August 2014

Promotions Tenneco campaign gives consumers a big shock Tenneco Inc. began the second leg of its “Shockmobile” North American tour in mid-July with visits to Detroit, Chicago, St. Louis and dozens of other Midwest cities.

A 25-foot-long, 10-foot-high translucent Monroe OESpectrum shock absorber on wheels is the centerpiece of the tour, which promotes Tenneco’s “Everything Gets Old. Even Your Shocks” campaign.

The custom-built, twin-axle, LED-illuminated shock is towed by a specially equipped SUV featuring matching yellow and black graphics along with information on how consumers can learn more about the importance of inspectThe “Shockmobile” visited New York’s Yankee Stadium ing shocks and struts at 50,000 as fans arrived for a game against rival Boston Red Sox. miles/80,000 kilometers.

It was one of 30 stops in the frst three weeks of the “Our frst three-week tour was a “Everything Gets Old. Even Your Shocks” tour. lot of fun as the Monroe ambassadors visited customers throughout the popular college football venues this fall.

Northeast,” says Denise Hanefeld, marketThe Monroe brand’s “Everything Gets Old. ing coordinator for the Monroe brand.

Even Your Shocks” marketing campaign “It was also a real eye-opener for tens of was designed to remind millions of vehicle thousands of consumers, many of whom owners that ride control components — reported how ‘shocking’ it was to see a like other, more visible consumer products 25-foot-long rolling shock absorber that — wear out and need to be replaced. glows in the dark.”

For more information, see the company’s The Shockmobile tour will include several website at www.Monroe.com.

Win service tools in ACI power window promo

ACI, a Standard Motor Products Inc. SMP Temperature Control Division, reports its 2014 WD promotion, running now through September 26, offers installer customers the most popular power window motors and combos, all in one part number.

With the purchase of ACI’s motor assembly assortment, P/N 530399900, customers also will receive ACI’s most popular service tools free, says John Strem, director of marketing.

P/N 530399900 includes four power window motors and three power window motor/regulator assemblies.

The free service tools kit includes a trim tool set, a hand riveter kit, a window holding tool, door trim removal tool and a window regulator rivet.

For more information, visit ACI’s website at www.aciauto.com.

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Powerplant

2014 oxygen and air/fuel sensor update Service techs require ‘continuing education’ on these constantly evolving parts

By Craig Truglia Truglia is the owner of Car Clinic, a stateof-the-art repair facility in Mahopac, N.Y. He is ASE certifed with a M.A. from Columbia University. In the automotive world he has been trained by Technicians Service Training and Automotive Technician Training Services.

Car Clinic’s facility is fully equipped with factory-level equipment and services American, European and Asian vehicles, including diesels and hybrids. (All vehicles were diagnosed by G. “Jerry” Truglia, Alex Portillo and Craig Truglia.)

B

ack in the day when electronic fuel injection and computers in vehicles were frst coming out, oxygen sensors were new. Technicians freaked out wondering how they worked and had to fgure out new ways to diagnose vehicles. Eventually, they got used to the pattern failures (i.e. oxygen sensors stuck lean, bad heater circuits, etc.) and understood how they worked: the richer the fuel mixture, the higher the voltage and the leaner the fuel mixture, the lower the voltage.

Then, air/fuel sensors came out and also

FIGURE 1 This 2008 Jeep Grand Cherokee 5.7L has oxygen sensors that read between 2.6 and 3.4V when we use enhanced OBD II on an OTC Genisys.

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Circle 114 on Reader Service Card

Powerplant confused technicians worldwide. The sensors worked in the reverse fashion, and instead of switching between high and low voltages, they used a steady, unspecifed voltage. As recently as 2010, a young, ASE L1 with 12 years in the feld told me, “There is no way to properly diagnose air/fuel sensors.”

However, as more time passes, technicians are getting increasingly familiar with diagnosing these sensors. Nonetheless, there are still some changes afoot that are worth tracking.

‘New-school’ oxygen sensors Many service techs thought that the days of having to learn anything about oxygen sensors were over. Think again. Chrysler

vehicles still exclusively use oxygen sensors, as opposed to air/fuel ratio sensors, to give the powertrain control module (PCM) feedback in order to calculate whether combustion is stoichiometric, or in plain English, if the exhaust is rich or lean.

However, intent on not making the lives of technicians easy, vehicle manufacturers are beginning to employ oxygen sensors that read between voltages higher than 1V. In fact, the front and rear oxygen sensors on Chryslers for the last few years, including 2014, are 5V sensors. On an example using a 2008 Jeep Grand Cherokee 5.7L (see Figure 1), the oxygen sensors read between 2.6 and 3.4V when we use enhanced OBD II on an OTC Genisys. Why is the Bank 2 sensor stuck at 3.3V? We’ll see in a moment.

FIGURE 2 This Chrysler wiring diagram, courtesy of Mitchell 1 ProDemand, shows how the power/return wire runs through the variable capacitor to the sensor and exits as the signal wire to the PCM.

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Powerplant

FIGURE 3 On this 2014 Dodge Charger 3.6L the front oxygen sensor works just like a traditional one, but the voltages refected in generic OBD II, between 0V to 1V are inaccurate.

Why is this? Instead of being a zirconium dioxide oxygen sensor, these 5V sensors use titanium dioxide.

It is probable that this fact has skipped many technicians’ notice, simply because they do not look at Chrysler oxygen sensors very often. Chryslers do not like throwing system lean DTCs, even when they have massive vacuum leaks.

The way titanium dioxide oxygen sensors on Chryslers work is that they receive 5V of power from the PCM from what is called an “O2 return” wire. The Bank 1 and Bank 2 sensors share the same O2 return wires and each individual sensor has a “signal wire” which in reality is the ground wire (refer to Figure 2 for a Chrysler wiring diagram, courtesy of Mitchell 1 ProDemand).

This shows how the power/return wire runs through the variable capacitor internal to the sensor and exits as the signal wire to the PCM. The changes in oxygen in the exhaust

create a voltage drop in the sensor, which the signal/ground wire sends as a voltage to the PCM. The PCM then interprets these voltages to know what air/fuel mixture or catalytic effciency is. Just like on a standard oxygen sensor, these sensors “switch” up and down in an identical fashion.

Instead of switching between 0V and 1V, Chrysler specifes that they switch between 2.5V and 3.4V. When using OEM Enhanced data on a scan tool, or a labscope, this is how it will appear.

However, in generic OBD II the sensors simply read between 0V and 1V and work just like a classic oxygen sensor. As long as the technician uses generic OBD II to diagnose these sensors, he won’t even notice the difference. See Figure 3 for an example on a 2014 Dodge Charger 3.6L, where the front oxygen sensor worked just like a traditional one, but the voltages refected in generic OBD II, between 0V to 1V are inaccurate.

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Powerplant

FIGURE 4 The rear oxygen sensor on the same vehicle has a steady voltage of around 685mV according to generic OBD II. We know this is inaccurate, but we know that on traditional oxygen sensors, a steady reading of such a voltage would refect high catalytic effciency. After going WOT, the voltage drops precipitously as the fuel mixture is leaned out during the throttle snap.

It is worth noting that the rear oxygen sensors on these newer Chryslers are also of the 5V variety, but they likewise work identically. In Figure 4, you’ll see that the rear oxygen sensor on the same vehicle had a steady voltage of around 685mV according to generic OBD II. We know this is inaccurate, but we know that on traditional oxygen sensors, a steady reading of such a voltage would refect high catalytic effciency. After going WOT, the voltage drops precipitously as the fuel mixture is leaned out during the throttle snap. (Figure 4a shows some new vehicles, such as the 2013 Ford Edge 3.5L.) After testing two different 2014 vehicles, both with the Chrysler 3.6L motor, we found that the update rate on the oxygen sensor was practically instant. The only time testing these sensors might be confusing is when using OEM enhanced data on the scan tool as opposed to generic OBD II.

Figure 4a: An example of newer vehicles, such as the 2013 Ford Edge 3.5L.

Oftentimes technicians would rather use generic OBD II because when looking at air/ fuel sensors, generic OBD II once gave us numbers that were not accurate for these

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Circle 116 on Reader Service Card

Circle 117 on Reader Service Card

Powerplant

FIGURE 5 Due to the connectors for the oxygen sensors, this sample vehicle was tested again after the exhaust was allowed to cool down a bit. The rear oxygen sensor reads 5V as it should unplugged, ruling out the PCM, while the front oxygen sensor gives good data as it begins to warm up and fall into the 2.5V to 3.4V range specifed by Chrysler.

sensors. While this may be important when looking at an air/fuel sensor on an older vehicle where it would be tough to know whether it is shifted lean or not without having the right specifcations, for these Chryslers it is not terribly important. The 0V to 1V scale works fne and is much more familiar to the average technician.

Furthermore, newer vehicles now give the correct specifcation for the front air/fuel sensor in generic OBD II, or even better yet, give us the mA PID to go by, which is all one really needs.

Being that this is the case, it is best to get into the habit of using generic OBD II when diagnosing all check engine light issues.

2008 Jeep Grand Cherokee 5.7L P2098 and P0153 DTCs A Jeep rolls into the bay with no driveability problems and two DTCs. A P2098 (Downstream Fuel Trim System 2 Lean) and P0153 Bank 2 Side 1 oxygen sensor slow response appear related. They share a power wire, so an issue with this wire

can compromise both sensors. Further, an exhaust leak on this bank can also conceivably throw these DTCs. However, in Figure 1 on page 32, the front oxygen sensor appears to be switching normally while the rear one is stuck at 3.3V. No exhaust leaks were found and as a quick down and front oxygen sensor working normally seems to exclude a common power issue.

In order to quickly rule out the PCM, the oxygen sensor was removed to see if the PID went to 5V, which tells us that there is an open circuit.

If the PID is correct, then it is the sensor giving the incorrect feedback, not the PCM misinterpreting it.

Before going crazy looking for common power issues, especially when the front sensor works so normally, it is wise to replace the rear oxygen sensor. See Figure 5: Due to the connectors for the oxygen sensors, this vehicle was tested again after the exhaust cooled down a bit.

The rear oxygen sensor reads 5V as it should unplugged, ruling out the PCM,

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Circle 118 on Reader Service Card

Powerplant while the front oxygen sensor gives good data as it begins to warm up and fall into the 2.5V to 3.4V range specifed by Chrysler.

Air/fuel sensors and the mA PID The air/fuel sensor is the most common fuel-control sensor there is and it is probably the only fuel control sensor most technicians come across these days.

Air/fuel sensors work off the principles of Lambda, covered in much detail in my recent article Lambda diagnostics: Solve those lean problems fast, which appeared in the May/June 2014 issue of Auto Service Professional. Here’s a recap: For all intents and purposes, if you have a Lambda of 1.0 you have a perfect running engine. If you go below 1, you begin running rich. If you go above 1, you run lean.

Anything within 0.97 to 1.03 is normal, but if you go above these numbers and the vehicle has a code for fuel trim or a converter issue, it is worth taking a closer look.

However, don’t be hyper sensitive. If the vehicle is running fne and has a Lambda 1.08 or 0.95, that could be “good enough.”

Just remember how it works: above 1 is lean and below 1 is rich.

Now, also remember that instead of the Lambda number 1, it is important to know the air fuel sensor’s voltage specifcation.

Anything above that voltage specifcation is lean and below it is rich.

One of the toughest things about air fuel sensors is that no one tells you what a known good voltage is. Without knowing what your PID should be, it is very diffcult to diagnose an air/fuel sensor.

The following are known good voltages for air/fuel sensors compiled over the last few years: 3.3V (Toyota), 2.8V (Honda), 1.9V (Hyundai), 2.44V (Subaru), 1.47V (Nissan), 1.00 Lambda (all European manufacturers). Companies are not always forthcoming with this information, so you will have to compare voltages with known good vehicles. Occasionally, service information will contain such data.

More importantly, remember the number zero in place of 1 Lambda. This is perfect air/fuel mixture when using the mA Circle 119 on Reader Service Card

44 | July/August 2014

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NEW

The Automotive Aftermarket Industry Association (AAIA) is now the Auto Care Association. As the voice of our entire industry and the champion for driver choice, we’re bringing a stronger focus to clearly communicate the value we deliver to drivers, businesses and the economy. We’ve always been driven by a spirit of independence. Now it’s time for everyone else to know it.

Discover the new Auto Care Association. www.autocare.org Circle 120 on Reader Service Card

Powerplant

FIGURE 6 This 2014 Kia Soul’s air/fuel sensor when graphed does not show much of anything, but it reaches 2.6 mA when at wide open throttle, refecting a noticeable movement in the lean direction, before settling at 0 mA, which is perfect Lambda.

FIGURE 7 Shown here is an example of an air/fuel sensor displaying a perfect Lambda on a 2013 Ford Edge, reading -0.016 mA, which is good for a 1.004 Lambda.

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Powerplant

FIGURE 8 Here’s an example of perfect Lambda as seen on an ANSED emissions analyzer. The mA reading technically should be rich, but we are talking about hundredths of a mA, which is far too small for a computer to display accurately. In the real world, you should only worry about tenths of a mA, since smaller fractions have no bearing on Lambda.

specifcation which is now available on almost every newer and new vehicle. For every single air/fuel sensor to date a perfect air/fuel mixture will measure 0 mA. Each tenth of a milliamp above zero is about a tenth of Lambda in the lean direction (i.e. 0.1 mA equals 1.1 Lambda, 0.5 mA equal 1.5 Lambda, 1.0 mA equals 2.0 Lambda, etc) and each fraction of a milliamp below zero is a fraction rich (i.e. -0.1 mA equals 0.9 Lambda, -0.15 mA equals 0.85 Lambda, and etc.) Hence, this works fundamentally the same as emissions analysis.

In the old days, in order to test for mA the technician had to connect his meter in series with the air/fuel sensor in amps mode.

Now, almost all newer vehicles contain a mA specifcation in generic OBD II. This makes diagnosing air/fuel ratio sensors a breeze, as long as the principles of Lambda

are understood and the means to test the sensor, such as a bottle of propane, are available. See Figure 6: The air/fuel sensor in a 2014 Kia Soul didn’t reveal much of anything when graphed. However, it reached 2.6 mA when in wide-open-throttle, which showed a movement in the lean direction, before settling at an ideal lambda of 0 mA. Figure 7 shows an example of a 2013 Ford Edge perfect Lambda air/fuel sensor reading of -0.016 mA, which is good for a 1.004 Lambda.

Refer to Figure 8, which shows a perfect Lambda as displayed on an ANSED emissions analyzer. The mA reading technically should be rich, but we are talking about hundredths of a mA, which is for too small for a computer to display accurately.

Only worry about tenths of a mA, smaller fractions have no bearing on Lambda. ●

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The Tech Bench

Synthetic engine oils Addressing questions, mysteries and myths

By Bob Weber Weber is president of Virginia-based Write Stuff. He is an award-winning freelance automotive and technical writer and photographer with over two decades of journalism experience. He is an ASE-certifed Master Automobile Technician, and has worked on automobiles, trucks and small engines. He is a member of the Society of Automotive Engineers (SAE) and

numerous other automotive trade associations.

He has worked as an auto service technician, a shop manager and a regional manager for an automotive service franchise operation.

W

hile the use of synthetic engine oil has become rather commonplace in today’s market, there still are questions, mysteries and myths regarding

50 | July/August 2014

The Tech Bench

synthetic engine oil. And curiosity is again piquing in many car owners’ minds since so many makes and models now require synthetic oil.

A chemist at Mobil isolated the frst polyalphaolefn (PAO) molecule while researching another project. It became nothing but an interesting lab book note back in 1949.

In the 1970s, the OPEC oil embargo prompted motorists and oil companies to fnd ways to conserve resources. That’s when Mobil 15W-30 was introduced, reportedly providing up to a 5% increase in fuel economy.

What is the fundamental difference between

conventional and synthetic motor oils? Conventional oils, refned from crude contain a plethora of molecules. This variety makes the oil a good lubricant, for the most part.

However, this mixture of molecules all has different boiling points and some break down more readily than others. The remaining molecules may cause the oil to become too thick at low temperatures and too thin at higher temperatures. The oil essentially wears out.

Synthetics, on the other hand, have just a few molecules — just the best ones for lubrication. They resist high temperature breakdown and keep their lubrication ability.

51 | July/August 2014

The Tech Bench In addition, since they have no waxy molecules, synthetics stay thinner and freer fowing at lower temperatures while resisting sludge formation at higher temperatures.

engine sees repeated cold starts and short engine operation.

Synthetic oil use

Which makes/models require synthetic oil?

The list keeps growing and would take up There are fve designated base stocks: too much space here. The owner’s manual is Groups I and II are mineral oils derived from the best guide. crude. Group III is a highly refned product One reason carmakers require synthetics of crude and is often claimed to be synis that they can spec a much lower viscosthetic. Group IV base stock is PAO. Group V ity oil which helps increase fuel economy is the various synthetic due to reduced drag stocks other than PAO, slogging through Many automobile which are made of a heavier oil. In manufacturers are esters (acids condensed fact, any engine in an alcohol). specifying synthetic oil that requires 0W-20 Group I is the cheapsynthetic. for their engines. It is requires est with a viscosity Today’s engines index between 80-120, are being built the factory fll. according to CRP Autowith much tighter motive. Group II is used in most standard tolerance ranges and clearances than ever motor oils. Group III is used with PAOs for and there are many rolling parts that now use in semi-synthetic oils. replace previous parts that made direct “pressure wipe” contact. Think of roller-liftOil change intervals ers as the beginning of the trend. This puts Since synthetic oils don’t break down less demand on the oil, including shear. as quickly as conventional oils, can you Synthetics provide more protection over a extend oil change intervals? longer period of time. This allows oil change Yes, and no. intervals to increase from the traditional Many automobile manufacturers are speci- 3,000 or 7,500 miles to 10,000 and somefying synthetic oil for their engines. It is times beyond. the factory fll. In fact, the stipulation for Engine oils contain additive packages time and mileage intervals is disappearing that include viscosity index improvers, from owners’ manuals. Instead, the motordetergents and dispersants, and anti-wear ist is encouraged to rely on the vehicle’s agents such as ZDDP (zinc dialkyldithioonboard information center to get an oil phosphate... although ZDDP levels have change. This is usually different for differdropped appreciably among many brands), ent driving cycles and styles. but the newest oils, such as GM’s dexos General Motors’ system is based on a com- (www.gmdexos.com) do not contain zinc. puter algorithm calculating various inputs That issue would require another magazine to compute the need for an oil change. feature to report.

The oil life monitor (OLM) counts engine According to Liqui Moly, performance revolutions as its primary input, but it also engine oils contain up to 35% additives and looks at ambient temperature, the tempera- conventional engine oils hamper their additure when the engine is started, hot soak tives’ effciency in modern engines. and cold soak, coolant temperature and It is also a customer convenience since oil other stuff. OLMs are tailored to the engine change intervals may well be longer. It not and vehicle in which it is installed. only saves oil and its potential environmenHence, a salesman who clocks thousands tal impact from improperly disposed used of miles per month will see a longer oil oil, it conserves time with less frequent change interval than a soccer mom whose trips to the shop. Of course, saving money

Breaking it down

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Circle 122 on Reader Service Card

The Tech Bench may not be a factor since synthetic oils often cost four times as much as conventional motor oils.

responsible for defects in parts and workmanship no matter what oil is used. Bottom line: If the oil didn’t cause the problem, the warranty cannot be voided.”

Making the switch Are there problems associated with switchWhat are the advantages of synthetics for ing from traditional engine oil to synthetic? diesel engines?

There is still some confusion about changThe new generation of diesels are now ing from conventional motor oil to synthetic equipped with particulate traps to snag oil in vehicles, particularly in older models soot and ash. Most of it consists of zinc and with high mileage. But there are no problems phosphorus — the main chemicals in ZDDP, associated with switching from conventional an additive that has been reduced or elimi- engine oil to synthetic as long as the engine nated from most engine oils except for oils has been properly maintained with routine formulated for high performance, vintage oil changes and is not full of sludge. and race engines. According to CRP AutomoSome very old engines may have been tive, most diesel vehicle manuals state that built using sealing technology that is not warranties become void if you don’t use up to today’s standards and may not be their recommended engine oil. compatible with modern oil... two-piece Must special, synthetic oil flters be used and rope main seals for, instance. Older with synthetic engines also have motor oil? Can flter Changing the oil without wider tolerance change intervals be changing the flter is like ranges and often extended? clearances taking a shower with your larger No, and no. accompanied by Any high quality normal wear. These socks on. oil flter is acceptengines would be able with synthetics as well as conventional candidates for sticking with conventional oils. And as you know, a higher quality engine oil. Switching to a full synthetic in flter often does a better job of catching older-design engines can easily result in and trapping harmful solids. annoying rear main leaks.

You should never suggest extending the Nevertheless, if your customer’s vehicle flter change interval. It is a false economy is supercharged, turbocharged, driven on to save a couple dollars on such an importhe racetrack, used for towing, or operated tant, and reasonably priced, component. in extreme temperatures, synthetic oil may Changing the oil without changing the flter provide extended engine life. Each of these is like taking a shower with your socks on. harsh operating conditions demand more Likewise, never suggest extending the oil from the engine and motor oil, and synchange interval beyond that which is pubthetic oil can deliver the needed protection. lished in the owner’s manual. For one thing, Finally, these words of wisdom from J.D. it could void the new car warranty. And Power, “There is little doubt that synthetic you would not be doing your customer any oil offers superior engine protection under favors. What the owner chooses to do beyond extreme operating conditions. However, the warranty period is his or her choice. We many owners may not operate their vehicles have seen suggestions that certain brands in conditions that warrant the additional of oil can be left in the engine for extended engine protection of synthetic motor oil. periods. Amsoil states that “there are no For most owners, petroleum-based motor ‘consequences’ of extending drain intervals oils are just fne. in a mechanically sound engine. For a warChange the oil at the manufacturer’s recranty to become void, it must be proven ommended interval (found in the owner’s that the oil was the direct cause of the manual) and your vehicle will reward you engine damage. Vehicle manufacturers are with a long service life.” ●

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Circle 123 on Reader Service Card

Tool Review

IPA’s Disc Brake Analyzer, P/N 7884, includes a pair of pressure gauges, a form-ftted case and detailed instructions. It is a real time-saver when diagnosing the brake system.

Disc brake analyzer Using precision mechanical pressure gauges to diagnose brake problems Text and photos by Mike Mavrigian

to disconnect components and open the hydraulic system. very handy specialty tool that I’ve Each tester block features a round presrecently discovered is Innovative sure “pad.” As the brake pedal is depressed, Products’ Disc Brake System Analyzer, the pressure gauge black needle moves P/N 7884, which features a pair of precision according to applied pressure. The red “tellmechanical pressure gauges. tale” needle features a tang that causes it Each gauge features a pressure conto move along with the black needle. If/ tact block (referred to as a load cell) and when the black needle drops, the red needle a pressure gauge. By removing the calistays in the highest pressure that was per’s inboard pad and placing the load cell observed to provide a telltale of the peak block in its place (between the disc and pressure that was obtained. For instance, caliper piston), brake system pressure the gauge provides an indication of a stickcan be observed on both split diagonal ing caliper or imploded hose (if the black and split front-rear systems. The informaneedle doesn’t return to zero upon releastion is useful in diagnosing a number of ing the pedal). The load cell block measures brake system problems, without the need 1.5 inches wide by 2.54 inches high. Block

A

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Circle 124 on Reader Service Card

Tool Review thickness is 0.50 inch. Overall thickness (back of block to face of load cell pressure button) measures 0.585 inch (the round pressure button projects 0.085 inch from the block in a relaxed un-pressurized state).

The disc brake analyzer kit is useful in testing for a number of brake system tests — all without the need to crack a hydraulic line open. Tests that can be performed include checking for: • Sticking caliper pistons • Sticking caliper slides • Air in the hydraulic system • Proportioning valve operation • Imploded/restricted fexible brake hoses • Master cylinder internal leaks • Rear lining to drum incorrect adjustment • Uneven brake pad wear

Installing the pressure gauges 1. Determine the type of brake system (split diagonal and split front-to-rear). This

is necessary in order to follow the correct repair procedures after obtaining test results).

2. Determine if the disc brake pads are of the type that can be removed without removing the caliper/caliper bracket. If the pads are captive and the calipers must be removed in order to remove the inboard pads, do so at this time.

3. Insert the pressure gauge load cell (rectangular block) in place of the inboard disc brake pad (installed so that the raised round pressure pad faces away from the piston, toward the rotor disc), and zero the red pressure tell-tale needle on each gauge by turning the center knob to the left until the needle contacts the black needle at 0 psi. Note that depending on the diameter and style of the caliper piston, it may be necessary to place a shim between the piston and the load cell.

Ideally, the load cell is centered to the piston (although perfect centering may not

The load cell’s pressure pad round “button” is installed to the caliper facing the rotor. The black load cell housing’s fat side contacts the caliper piston.

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Circle 125 on Reader Service Card

Tool Review always be possible, depending on caliper design).

Specifc procedures are outlined in the kit’s instruction manual for the type of brake system being tested (we don’t have the space here to go into all details).

Following are a few examples of diagnosis using this tool.

frozen or sticking caliper pistons show up as unequal pressure readings (comparing the readings on the two gauges). Also, both front wheel locations may reveal pressures that are less than expected if air is in the system.

• On a split diagonal system, a pressure difference between the two front wheels indicates a sticking piston, air in the • When checking for imploded/restricted system or a problem with the proportionfexible brake hoses and/or sticking ing valve. Side-to-side pressure readings calipers, imploded brake hoses will cause might be found in a split diagonal system the black needle to not return to the if air is in one half of the system. If a zero position immediately after releaspressure difference is noted during initial ing the brake pedal (for instance, it may readings, bleed the side with the lower slowly drop back to zero). The black pressure reading and then re-test. needle should immediately return to zero • Low pressure on initial pedal application once the brake pedal is released. If it on one or both gauges and a low, sinking doesn’t, this is an indication of either an pedal may indicate that the master cylinimploded fexible brake hose or a sticking der is internally bypassing. caliper. To determine the specifc prob• Low pressure on both gauges can indicate lem, after releasing the pedal, crack open excessive rear drum brake shoe-to-drum the bleeder on the caliper. If the pressure clearance. If pressures on both gauges returns to zero, this indicates that the are low, hold moderate pressure on the piston is moving freely but the brake hose brake pedal and apply the parking brake. is imploded. If the pressure remains above If both gauge readings increase when the zero psi, the caliper piston is sticking. parking brake is applied, the most likely • On a front to rear split brake system, cause is rear lining-to-drum clearance.

Before brake system diagnosis, make sure that the black needle is at zero, and adjust the red needle (by turning the center brass knob) to align with the black needle at zero.

When brake pedal pressure was released, the right front pressure dropped quickly to zero (notice that the red telltale needle remained at peak measured pressure), while the left side gauge showed pressure dropping very slowly, which then led us to investigate a sticking piston or imploded brake hose.

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Circle 126 on Reader Service Card

Tool Review A host of additional diagnostic tips relating to ABS is also included in the instruction manual.

Basic troubleshooting INDICATION Line pressure reading is uneven on the two gauges POSSIBLE CAUSE Rear brake adjustment, stuck proportioning valve or frozen caliper pistons or slide.

INDICATION Once the brake pedal is released, the pressure gauge needle drops slowly.

POSSIBLE CAUSE Imploded fexible brake hose or frozen caliper (if the gauge needle drops slowly, open the bleeder valve.

If the needle then drops quickly, the fexible brake hose is imploded and must be replaced.

If the needle still hangs when the bleeder is open, replace the caliper).

In this example (using a 2001 PT Cruiser), I demounted the caliper and removed the inboard pad. I inserted the load cell into the narrow opening at the top of the caliper body and then rotated the load cell so that the back of the load cell block contacts the piston.

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Tool Review INDICATION Pressure readings are low but even.

POSSIBLE CAUSE Both rear drum brakes are badly out of adjustment, the master cylinder is bad, the power booster is bad, or the ABS is in need of repair.

The load cell/gauge units measure about 10.5 inches in length, an ideal length for any disc brake application in terms of handling, access and readability. The pressure range is 0 psi to 5,000 psi (0-350 BAR).

Each gauge is ftted with a protective rubber surround cushion shield, which is a nice touch.

Sticking calipers and imploded hoses Calipers that stick or fexible brake hoses that “implode� (collapse) can easily contribute to uneven pad wear. If the piston(s) in the caliper cannot move freely, sticking in various positions or in the extended position will place excess pressure on

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Circle 127 on Reader Service Card

Tool Review

With the caliper remounted, the gauge hose hangs out of the caliper opening.

inboard, outboard or both pads. Degraded brake hoses that tend to implode when the brake pedal is released can cause a restriction in the hose, preventing full release of the pads from the rotor disc.

If you suspect sticking pistons in a caliper, inspect closely for worn, degraded or burnt piston seals. None of us have X-ray vision, so it’s diffcult to see what’s going on inside the caliper piston bores.

If a sticking caliper is suspected, remove the caliper, place it in a bench vise and insert a hefty shop rag inside the pad cavity and carefully apply shop air to the bleeder to push the piston(s) out. You may discover galled or rusty pistons and damaged seals.

Never assume that what you can’t see can’t be the problem.

Hose implosion may be temporary, gradually releasing pressure after the brake pedal has been released.

This will cause residual pressure in the caliper, preventing the pads from fully releasing from the disc.

The result is obvious: If there is a pressure difference (wheel to wheel on the same axle), of if pressure does not release fully causing pad drag, premature pad wear is inevitable.

Our in-shop experience For our test, we chose a 2001 PT Cruiser.

The front brake pads are captive in the caliper (can’t be removed from the top with the caliper mounted), so temporary removal of the caliper was necessary by simply removing the two 8 mm caliper-to-caliper bracket bolts.

With the inboard pad removed from the caliper bracket, the gauge load cell was positioned against the caliper piston (black blank side contacting the piston, with round pressure pad facing the rotor).

Due to very limited access for the gauge load cell and gauge hose (the opening in the top of the caliper is very narrow and 90 degrees to the rotor), I slipped the load cell through the caliper top opening, then

64 | July/August 2014

Tool Review rotated the load cell 90 degrees. I then resecured the caliper to the caliper bracket.

I did this to both front brake locations.

The rotors were secured with a couple of lug nuts in order to stabilize the rotor and keep it in line with the calipers.

As an assistant pressed on the brake pedal, both gauges read 980 lbs. under very moderate braking pressure and climbed to 3,500 lbs. under heavy braking pressure.

Both gauges held steady as pressure was maintained.

Upon release of the brake pedal, the right side gauge black needle dropped back to zero very quickly, while the left side dropped notably slower.

This led us to directly consider a sticking piston or an imploded hose issue on the left front brake (turned out to be an imploded brake hose).

Basically, these load cell tools are research lab-grade units that are designed for realworld in-shop use. Measuring load pressure

at each wheel is easy and provides solid diagnostic information that can lead you to the source of a problem where the initial concern was one of inadequate braking, spongy pedal, uneven brake wear, brakeinduced pull and more.

Being able to measure and verify clamping pressure at each wheel on the same axle is a real time-saver, leading you to a quicker and more accurate/intelligent diagnosis of the brake system.

I can enthusiastically recommend this tool. It’s a great design and quickly earned an honored spot in my shop.

It’s a keeper. ● MANUFACTURER INFORMATION IPA (Innovative Products of America) 234 Tinker St. Woodstock, NY 12498 845-679-4500 www.ipatools.com

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Circle 128 on Reader Service Card

Technical Service Bulletins Ford FORD TRANNY RANGE SENSOR Some 2009-2011 Ford Edge, Taurus, Flex, MKX, MKS and 2010-2011 MKT vehicles built 3-13-09 to 6-30-10 and equipped with a 6F50 or 6F55 transmission may intermittently exhibit slippage/neutral out, 5th gear start from stop, electronic PRNDL error, backup camera on in Drive or speed control dropping out intermittently. This may be due to a high resistance in the transmission range (TR) sensor.

Check the TR sensor circuit resistance.

1. With brakes applied, engine off and key on, move the shifter into the low gear (L or M) position.

2. Turn the key off.

3. Disconnect Connector C168 from the transmission.

4. Measure the resistance between the connector pins as follows: 8 and 4 8 and 5 8 and 6 8 and 7 The top row of the transmission’s pins are numbered 1-10 from left to right. If any of the four measurements are above 5 Ohms, proceed to Step 5.

If the park pawl actuator rod becomes disengaged from the park pawl and the abutment, you’ll remove and disassemble the transaxle, so be careful when replacing the TR sensor.

is effective in removing the pin. The manual goes into detail on making sure that the park pawl actuator rod does not become disengaged from the park pawl and the abutment by keeping the end of the park pawl actuator rod behind the machined valve body mating surface of the transaxle case, while removing the park pawl actuator rod from the TR sensor and reinstalling it back into the TR sensor. If the park pawl actuator rod becomes disengaged from the park pawl and the abutment, transaxle removal and disassembly is required to reinstall the actuator rod.

Lexus LEXUS SEAT RATTLE

Check resistance between pin 8 and each of the pins 4 through 7.

5. Replace the TR sensor. Refer to the Workshop Manual, Section 307-01. The last three steps of this manual section are very important in order to prevent damage or unnecessary work.

The manual states to remove the retaining pin that holds the TR sensor in the transmission case. A small 6-inch rolling head pry bar

Some 2011-2012 MY GX 460 vehicles may exhibit a rattle noise from the second row passenger side seat back cover area while driving over rough roads or bumps. This noise may be coming from a mass damper located under the seat back cover on the seat frame.

A revised damper has been developed to address this issue.

This applies to vehicles produced before VIN JTJBM7FX#C5040731 or JTJJM7FX#C5040734.

Confrm the noise. This rattle nosie occurs due to insuffcient insulation on the mass damper in the seat back.

Remove the rear seat cover cap. Use a plastic pry tool to detach the claw. Remove the rear center back lock control lever (remove the two screws, move the lever in

66 | July/August 2014

Technical Service Bulletins

Remove the rear center back lock control lever and move the lever in the direction of the arrow. Detach the cable from the lever.

Press the seat back lock release button and fold down the seat back. Use a plastic pry tool to detach the four claws.

the direction of the arrow to detach the guide and remove the lever.

Detach the cable clamp and disconnect the cable from the lever). Remove the rear seat back cover. Press the seat back lock release button to release the lock and fold down the seat back. Remove the rear seat back board subassembly RH (remove the seven clips

Use a clip remover to detach the seven clips from the rear seat back board subassembly RH, and remove the carpet.

and remove the carpet). Remove the two bolts that secure the dampener and replace with the upgraded dampener P/N 71499-60020 (note that this is also the old part number. The dampener has been upgraded but retains the same part number).

Tighten the bolts to 4 ft.-lbs. Reassemble the seat subassemblies. â—?

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Circle 129 on Reader Service Card

Advertiser Index

You’re mere seconds away from receiving product information at your fngertips. free product information. Just go to the Of course, you can always use the Reader website(s) listed to the right of each Service Card to the right and send it to us, advertiser below and you’re there! Instant and we’ll connect you to the advertiser.

Advertiser

Page

R.S #

31 Incorporated

65

128

www.aspquiklink.com/14128

AAPEX Show

59

125

www.aspquiklink.com/14125

ACDelco

49

ACDelco Tools

16-17

105

www.aspquiklink.com/14105

Aftermarket Auto Parts Alliance Inc.

47

121

www.aspquiklink.com/14121

Airtex Products LP

35

115

www.aspquiklink.com/14115

Auto Care Association

45

120

www.aspquiklink.com/14120

AutoZone Inc.

40-41

117

www.aspquiklink.com/14117

Bosch Wheel Service Equipment

29

113

www.aspquiklink.com/14113

CARQUEST Auto Parts

OBC

131

www.aspquiklink.com/14131

Chicago Pneumatic Tool Company

7

103

www.aspquiklink.com/14103

Drew Technologies

33

114

www.aspquiklink.com/14114

Eastern Manufacturing Inc.

44

119

www.aspquiklink.com/14119

Federated Auto Parts

5

102

www.aspquiklink.com/14102

Fel-Pro

53

122

www.aspquiklink.com/14122

GMB North America Inc.

67

129

www.aspquiklink.com/14129

Homak Manufacturing

57

124

www.aspquiklink.com/14124

IMC Parts

IFC-3

101

www.aspquiklink.com/14101

Mahle Aftermarket Inc.

27

112

www.aspquiklink.com/14112

Monroe Brakes

19

106

www.aspquiklink.com/14106

MOOG Steering & Suspension

21

108

www.aspquiklink.com/14108

Motorcraft

37

Nissan North America Inc.

55

123

www.aspquiklink.com/14123

Nucap Industries Inc.

26

111

www.aspquiklink.com/14111

O’Reilly Auto Parts

61

126

www.aspquiklink.com/14126

Perfect Equipment

25

110

www.aspquiklinkcom/14110

Philips Automotive Lighting

20

107

www.aspquiklink.com/14107

Robert Bosch LLC

9

104

www.aspquiklink.com/14104

Robert Bosch LLC

43

118

www.aspquiklink.com/14118

SKF USA Inc.

IBC

130

www.aspquiklink.com/14130

TechSmart by SMP

23

109

www.aspquiklink.com/14109

Tracer Products

63

127

www.aspquiklink.com/14127

VDO OE Replacement Parts

39

116

www.aspquiklink.com/14116

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Quik-Link

The Toy Chest MultiPro multiapplication TPMS sensors 31 Inc. says i t s M u l t i P ro multi-application TPMS sensors come preprogrammed and ready to use, just like an OE sensor. Available in both snap-in and clamp-in valve options, valve stems are interchangeable and the sensors can be triggered, read and relearned with all major TPMS scan tools. The company says the MultiPro Sensor makes stocking and servicing TPMS easier, and the patented technology is validated to meet OE standards.

31 INC. Circle 150 on Reader Service Card www.aspquiklink.com/14150

Smart Splice Hose-to-Hose Connector The Smart Splice Hose-to-Hose Connector offers a permanent repair using a crimp-and-frame system. The Smart Splice Hose-to-Hose Connector creates multiple crimps for a leak-proof seal, notes AirSept, and rounded rather than squarecut barb edges reduce the potential for damage to the inner hose lining during installation. With a hand-held crimping tool technicians can create leak-free connections between cut ends of an A/C-reduced barrier hose in fve minutes.

AIRSEPT INC. Circle 151 on Reader Service Card www.aspquiklink.com/14151

Airtex PUMP•ED Educational Program Airtex Fuel Delivery Systems says the Airtex PUMP•ED program will train student technicians across the country in the areas of fuel system diagnostics and fuel pump installations. Set to kick off in the fall of 2014, the Airtex PUMP•ED program will include selected technical schools and uni-

versities across the country. Airtex will send their ASE-certifed technicians to classrooms to provide the most up-to-date information about today’s complex fuel systems. The technicians will show students the steps to make the right fuel system diagnosis, technical tips to avoid diffculty during repair work, and how to follow through to successful fuel pump installations.

AIRTEX FUEL DELIVERY SYSTEMS Circle 152 on Reader Service Card www.aspquiklink.com/14152

Quick sensor access with Autel MaxiTPMS service tool Autel Intelligent Technology Co. Ltd. says the MaxiTPMS TS401 is a new generation TPMS diagnostic and service tool with unparalleled sensor coverage and an easy-to-use interface. The tool is ergonomic and provides quick access to faulty TPMS sensors.

The tool can activate and decode all magnetic-, frequency- and tire defation-triggered sensors on all vehicles sold worldwide, notes Autel. It receives both 315MHz and 433MHz signals and interprets data including sensor ID, tire pressure, temperature and battery condition.

AUTEL INTELLIGENT TECHNOLOGY CO. LTD. Circle 153 on Reader Service Card www.aspquiklink.com/14153

AutoEnginuity ScanTool 12.1 AutoEnginuity LLC says the ScanTool 12.1 for the Windows platform is an award-winning vehicle diagnostics system for the professional vehicle service industry.

The ScanTool 12.1 features improved Audi/ Volkswagen-enhanced coverage by adding thousands more trouble code descriptions and more defned tables. The ScanTool 12.1 also features improved coverage for Nissan, Mazda, Dodge, GM and Subaru vehicles.

AUTOENGINUITY LLC Circle 154 on Reader Service Card www.aspquiklink.com/14154

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The Toy Chest Bartec update adds three TPMS sensors The latest software update from Bartec USA LLC adds Huf IntelliSens programmable aftermarket TPMS sensors to its replacement solutions. The software update adds IntelliSens configurable sensors to the Bartec Tech500 and Tech400SD TPMS tools. The software update enables both tools to program the IntelliSens sensor using Bartec’s make/model/year lookup system. To program the sensors, download and update the tools with release 51.

multi-point inspection forms. Mobile Manager Pro features color-coded, pre-canned tech notes and offers choices between quick or more comprehensive vehicle inspections. The company says the software dramatically improves customer approval times, from the national average of one hour and 17 minutes to 37 minutes.

BOLT ON TECHNOLOGY Circle 157 on Reader Service Card www.aspquiklink.com/14157

CARDONE expands Master Cylinder coverage

CARDONE Industries Inc. says it has expanded MasBARTEC USA LLC ter Cylinder SKUs to cover Circle 155 on Reader Service Card millions more vehicles on www.aspquiklink.com/14155 the road. A1 CARDONE Reman Master Cylinders Blackburn’s are now available in 2,164 total SKUs with covWheel Finder erage of over 217 million vehicles. CARDONE gets mobile Select Master Cylinders are now available in B l a c k b u r n ’s 1,097 total SKUs to cover 187 million vehicles, Hubcap & Wheel and CARDONE Service Plus Master Cylinder Solutions has Reservoirs are now available in 136 total SKUs launched version 3.0 of its Wheel Finder web- covering 87 million vehicles. site at www.BlackburnsWheelfnder.com. The CARDONE INDUSTRIES INC. latest version now includes OEM hubcaps in Circle 158 on Reader Service Card addition to the company’s large selection of www.aspquiklink.com/14158 steel and alloy OEM wheels. The website gives you access to Blackburn’s 100,000+ inventory of Centric Parts releases brake systems OE wheels, hubcaps and center caps. The site catalog makes searching for specifc wheels or hubcaps Centric Parts has released the a fast and easy experience. print edition of its Centric Parts BLACKBURN’S HUBCAP & WHEEL 2014 Brake Systems Catalog SOLUTIONS (2000-2009) covering import Circle 156 on Reader Service Card and domestic vehicles. The www.aspquiklink.com/14156 catalog details the complete range of brake components, Create inspection clutch hydraulics, wheel bearforms with ings, hubs and seal components from Centric Mobile Manager Parts. It has listings for brake pads and shoes, Pro rotors and drums, hydraulic cylinders, remanuBolt On Technology factured loaded and semi-loaded calipers, caliper says Mobile Manag- kits, wheel cylinder kits, hardware kits, adjusters, er Pro is a software brake hoses, hubs, bearings and seals. Centric system that enables Power Brake boosters can be found in the Centric repair shop techs to take and text vehicle photos Parts Brake Booster catalog. to customers and conduct digital multi-point CENTRIC PARTS vehicle inspections among other functions. It Circle 159 on Reader Service Card now comes with the ability to create customized www.aspquiklink.com/14159

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The Toy Chest VDO REDI-Sensor Multi-Application Sensor Continental Commercial Vehicles & Aftermarket has enhanced its multiapplication TPMS sensor program with the 315 MHz sensor (P/N SE10003) that adds greater coverage for Audi, Mercedes, Volkswagen, Volvo, GM truck (“PWM”), Subaru and other Asian models, totaling over 15 million additional vehicles in North America. With four VDO REDI-Sensor SKUs, technicians can now replace over 200 OE sensors on a wide range of domestic, Asian and European vehicles.

CONTINENTAL COMMERCIAL VEHICLES & AFTERMARKET Circle 160 on Reader Service Card www.aspquiklink.com/14160

ContiTech 2014 Belt Catalog CRP Automotive’s 2014 ContiTech Belts & Belt Kits Catalog is a 432-page application guide that includes timing belts, serpentine belts, elast belts, silent and tough grip belts, as well as several different timing belt kit offerings. To allow for easy ft and installation for all makes and models, the catalog provides measurements in inches. The ContiTech 2014 Belts & Belt Kits Catalog features applications, including many original equipment listings, for a wide range of vehicle makes including Asian, European and domestic passenger cars, vans, light trucks, and SUVs from Acura to Volvo.

CRP AUTOMOTIVE Circle 161 on Reader Service Card www.aspquiklink.com/14161

Delphi launches 23 ignition coils Delphi Product & Service Solutions has added 23 new ignition coils to its engine management product portfolio covering over 7.3 million vehicles including Audi, Chevrolet, Dodge, Hyundai, Ford, Honda and

Jeep applications from 1991 to 2013. Delphi says its line of ignition coils are made with precision manufacturing processes and backs up its innovative ignition coil design with intelligent manufacturing. Delphi uses winding process techniques to control the length of wire between adjacent windings because more length results in greater voltage differences, which can create more pressure that could break down the insulation and wire coating.

DELPHI PRODUCT & SERVICE SOLUTIONS Circle 162 on Reader Service Card www.aspquiklink.com/14162

MovinCool portable air conditioner MovinCool’s Classic Plus 26 portable air conditioner features a programmable temperature controller and a two-speed fan, allowing precise control over room temperature and air fow.

The Classic Plus 26’s rugged design cools in temperatures as high as 115 degrees Fahrenheit without a problem, the company says. The economical, versatile and portable Classic Plus 26 provides 24,000 Btu/h and operates on 230V.

DENSO Products and Services Americas Inc. Circle 163 on Reader Service Card www.aspquiklink.com/14163

OTR TPMS from Doran Manufacturing Doran Manufacturing LLC says its OTR Tire Pressure Monitoring Systems are designed specifically to withstand the extreme operating conditions of OTR tire applications. The OTR tire pressure sensor includes a patent pending seal design with a built-in flter to protect internal sensor components from rim conditioners and other liquids present in most OTR tires. The seal design with brass housing provides consistent valve core depression- and temperature-resistant seals.

DORAN MANUFACTURING LLC Circle 164 on Reader Service Card www.aspquiklink.com/14164

73 | July/August 2014

The Toy Chest ECO CARB Manifold Converters

as Acura, Honda, Hyundai and Toyota. Also available are 74 new MOOG Euro-Spec control arms for late-model applications from Audi, BMW, Mercedes-Benz and other European vehicle manufacturers, and 160 additional control arms for a wide range of domestic passenger vehicles.

Eastern Catalytic says its ECO CARB Manifold Converters are California Air Resources Board (CARB) compliant, and they are FEDERAL-MOGUL MOTORPARTS available for OBD II and preCircle 167 on Reader Service Card OBD II CARB vehicles. Like www.aspquiklink.com/14167 all Eastern Catalytic Converters, ECO CARB Manifold Converters are designed to ft right and work right, frst time, every time, the company notes.

EASTERN CATALYTIC Circle 165 on Reader Service Card www.aspquiklink.com/14165

ODYSSEY Performance Series batteries

Water pump coverage for Ford and Lincoln vehicles FMI Automotive Inc. has expanded water pump coverage for Ford and Lincoln vehicles, including the Ford F-150 pickup. New water pump part numbers available from FMI Automotive cover Ford vehicles with V-8 and 6.2 liter engines including the Ford F-150, F-250 and F-350 superduty pickups. New numbers have also been introduced for the Ford Expedition and Lincoln Navigator. FMI premium performance water pumps are manufactured with 100% new parts and are designed to operate and withstand the highly stressful environment of today’s cooling systems, says the company.

EnerSys has expanded its ODYSSEY Performance Series battery product offering to include the Group 34R battery, suitable for consumer passenger and commercial vans, custom and classic cars and SUVs. Delivering more overall power and longer service life than conventional batteries, the ODYSSEY Performance Series 34R-790 battery features 792 cold cranking amps and 114 reserve capacity minutes. Engineered with FMI AUTOMOTIVE INC. thin plate pure lead technology and an absorbed Circle 168 on Reader Service Card glass mat construction, ODYSSEY Performance www.aspquiklink.com/14168 Series batteries provide rugged construction for high reliability and performance.

Gates video training ENERSYS The Gates Corp. has Circle 166 on Reader Service Card launched its new Accelwww.aspquiklink.com/14166 eration Sessions training series of free online video training designed to help parts and installation professionals get their knowledge up-to-speed.

The sessions feature information on critical systems such as fuel, accessory belt drive, cooling Expanded MOOG control arm line and timing. After the video, participants take a Federal-Mogul Motorparts has introduced 497 short quiz where a passing grade of 70% will new MOOG replacement control arms and as- earn chances to win prizes like NASCAR trips semblies covering millions of late-model Asian, and tool packages.

European and domestic passenger vehicles. The THE GATES CORP. new parts include 263 MOOG Asia-Spec control Circle 169 on Reader Service Card arms and assemblies for such global nameplates www.aspquiklink.com/14169

74 | July/August 2014

The Toy Chest Jeep Wrangler Rubicon U-joints GMB North America Inc. has released a new U-joint designed specifcally for front applications on the 2007-2012 Jeep Wrangler Rubicon.

GMB universal joints provide durability under the harshest road conditions, the company notes. GMB offers water pumps, premium quality U-joints, tensioners and idler bearings, hub/wheel bearings, and fuel pumps for most European, Asian and domestic built vehicles. GMB says all products are engineered, designed and built utilizing the strictest design and manufacturing guidelines, with the fnest quality assured through the company’s ISO/TS 16949 programs.

GMB NORTH AMERICA INC. Circle 170 on Reader Service Card www.aspquiklink.com/14170

Digital fan controller Hayden Automotive added a new digital fan controller (P/N 3655) to its line of cooling products that it says incorporates the same pulse width technology used by OE controllers that interface directly with the powertrain control module.

Features include hermetically sealed electronics and EMI suppression to ensure long life and trouble-free operation. The controller bolt mounts to the frewall or directly onto the fan shroud, and it acquires full speed at 10 degrees above the set point.

HAYDEN AUTOMOTIVE Circle 171 on Reader Service Card www.aspquiklink.com/14171

the guesswork out of adhesive weight balance and give a clean look to alloy wheels, notes Hennessy. The COATS direct drive system integrates the balancer’s robust motor and spindle into a single, factory pre-balanced assembly that eliminates all noise.

HENNESSY INDUSTRIES INC. Circle 172 on Reader Service Card www.aspquiklink.com/14172

Innova QUICKLINK virtual dashboard Innova Electronics says t h e a w a rd - w i n n i n g Q U IC KLI NK d ev ic e pairs with a smart device to offer immediate access to a virtual dashboard of information that can help keep vehicle owners safe, save time and money, and provide peace of mind. It can be used to solve check engine problems, check for road trip readiness, double-check automotive repair shop estimates, improve fuel economy and more. It is compatible with 1996 and newer import and domestic cars, light trucks, minivans, SUVs and hybrids.

QUICKLINK users also have easy access to RepairSolutions online free basic reports.

INNOVA ELECTRONICS CORP. Circle 173 on Reader Service Card www.aspquiklink.com/14173

Mighty Innovative air tools

COATS 1150-2D balancer from Hennessy Hennessy Industries Inc. says the COATS 1150-2D maximizes speed and accuracy with automatic distance and diameter data entry.

Technicians can complete more one-spin balances with direct tape-a-weight measurement and behind the spoke weight placement that take

King Tony America offers the Mighty-Seven Mighty Innovative air tool, the NE-399 3/8-inch and NE-499 1/2-inch impact air ratchet. The NE-399 and NE-499 give the power of an impact wrench with the accessibility of a ratchet, the company notes. The tools feature Mighty’s ergonomic design with reverse and two-position forward ring control. King Tony says the NE-399 and NE-499 increase productivity by getting the power you need in tight spaces.

KING TONY AMERICA Circle 174 on Reader Service Card www.aspquiklink.com/14174

75 | July/August 2014

The Toy Chest Martins standard pickup tire cage Martins Industries offers the Standard Pickup Tire Cage (MSPUTC) designed to transport tires of all sizes. The MSPUTC allows for the transport of tires safely and on all types of pickups that have an eight-foot box.

The MSPUTC can hold on average 50 17-inch diameter tires, says Martins. The MSPUTC is a heavy-duty cage with loaded latch-type and stainless steel hardware to prevent rust. The tire cage is hot-dip galvanized (inside and outside of the tubes) making it rust-proof and long-lasting, notes Martins.

MARTINS INDUSTRIES Circle 175 on Reader Service Card www.aspquiklink.com/14175

ORO-TEK Generation II TPMS Sensor

harmful deposits better than conventional oils. Kendall GT-1 High Performance (30) features the exclusive Liquid Titanium protection additive that provides extra protection against engine wear, and it is formulated for engines equipped with turbochargers or superchargers.

PHILLIPS 66 LUBRICANTS Circle 177 on Reader Service Card www.aspquiklink.com/14177

Philips replacement LED headlamps Philips Automotive North America offers its line of Philips LED Headlamps for direct replacement applications on a wide range of vehicles with traditional 5- by 7-inch rectangular and 7-inch round sealed beam headlamps.

These new DOTcompliant LED headlamps feature the same Philips LUXEON Altilon LED technology used in the latest luxury vehicles to deliver high-powered lighting performance, exceptional styling, and long lasting durability.

Philips says the new LED headlamps deliver powerful, precise illumination and a bright white 5600 K light output that is closer to the color temperature of daylight.

ORO-TEK has launched its second generation line of OE sensor replacements, Generation II TPMS Sensors. The sensors feature a smaller body design for easy installation, and weight has been reduced by 40%. The sensors also feature PHILIPS AUTOMOTIVE NORTH AMERICA support for snap-in, rubber valve stems, and im- Circle 178 on Reader Service Card proved electronics for faster relearn. ORO-TEK’s www.aspquiklink.com/14178 Generation II Sensor line features iORO multi vehicle protocol, with three sensors covering 90% Bosch 2014 Brake of applications, as well as a variety of traditional, Catalog covers vehicles single protocol models, notes ORO-TEK. back to 1946 ORO-TEK Robert Bosch LLC says the Circle 176 on Reader Service Card Bosch Braking Components www.aspquiklink.com/14176 print catalog for 2014 (P/N 2213922) provides a comKendall Liquid Titanium motor oil prehensive listing of all of the Phillips 66 Lubricants says Kendall Liquid Ti- company’s friction lines for domestic, Asian and tanium motor oil offers engine protection and European vehicles in the U.S. and Canada. Also fuel savings. Kendall GT-1 Full Synthetic (0W- included are parts available in the Bosch Brake 20) motor oil enhances performance, saves Products line for vehicles in Mexico. It covers gas and helps engines last longer by reducing vehicles from 1946 to the current model year. wear and friction. The company says Kendall ROBERT BOSCH LLC GT-1 High Mileage (10W-30) motor oil reduces Circle 179 on Reader Service Card leaks by revitalizing seals and gaskets and limits www.aspquiklink.com/14179

76 | July/August 2014

The Toy Chest MotorMedic Oil Optimizer MotorMedic, part of the Radiator Specialty Co. (RSC) Chemical Solutions family of brands, recently added its new Oil Optimizer M6212 product to its line of vehicle performance cleaning and maintenance solutions. The company says the Oil Optimizer improves vehicle oil performance, adds zinc replacement technology, reduces friction, improves engine efficiency and reduces oxidation. According to RSC, MotorMedic Oil Optimizer also offers additional detergency and dispersants, corrosion inhibition and oxidation prevention.

RSC CHEMICAL SOLUTIONS Circle 180 on Reader Service Card www.aspquiklink.com/14180

Pennzoil natural gas synthetic motor oils Pennzoil, a Shell Lubricants brand, offers Pennzoil Platinum and Pennzoil Ultra Platinum with PurePlus Technology, full synthetic motor oils formulated from natural gas. PurePlus Technology is a process that converts pure natural gas into high quality, full synthetic base oil. The company says Pennzoil Platinum provides complete protection on the fve key areas consumers deemed as most critical for motor oil performance: 1) engine cleanliness, 2) fuel economy, 3) conservation of horsepower, 4) wear protection, and 5) performance in extreme temperatures.

SHELL LUBRICANTS Circle 181 on Reader Service Card www.aspquiklink.com/14181

Wheel hub solution for Mercedes Smart Car SKF says its new front wheel hub solution for the 2008-2013 Mercedes Smart Car (P/N BR930861K) is designed as a front wheel hub only, rather than an assembly.

It includes three precision-machined pins that enable the installer to press the hub unit into

the knuckle assembly more easily. The new front wheel hub solution is the frst of its kind available for the 2008-2013 Mercedes Smart Car, the company notes. It includes complete instructions on the removal and installation of the wheel hub from the knuckle.

SKF Circle 182 on Reader Service Card www.aspquiklink.com/14182

QWIK-SENSOR multi-coverage TPMS sensors Standard Motor Products Inc. (SMP) says its new QWIK-SENSOR multi-coverage clone-able TPMS sensor line complements the successful Standard and Intermotor OE-matching, cloneable TPMS program. The QWIK-SENSOR line will cover 94% of all domestic, European and Asian applications with three multi-coverage TPMS sensors. SMP says the sensors are easily programmed with the new TechSmart T55003 TPMS tool and can be ID-cloned or factory relearned, technician’s choice. Each QWIK-SENSOR is available in two valve stem confgurations, metal or rubber, to match the proper application.

STANDARD MOTOR PRODUCTS Circle 183 on Reader Service Card www.aspquiklink.com/14183

Monroe electronic dampers, conversion kits Tenneco Inc. says its Monroe Shocks and Struts brand now has an expanded range of solutions for vehicles originally equipped with air or electronic suspensions. The Monroe brand now offers original equipmentreplacement electronic suspension dampers for several late-model domestic and import applications, as well as additional suspension conversion kits that replace an air or electronic system with a mechanical suspension. Tenneco is expanding its line of OE-replacement electronic dampers to cover several additional Cadillac, Land Rover and Mercedes-Benz applications.

TENNECO INC. Circle 184 on Reader Service Card www.aspquiklink.com/14184

77 | July/August 2014

The Toy Chest Tracer Dye Injection Kit for R-1234yf A/C Systems

ML11 lift an overall width that is two to three feet narrower than comparable four-post models, making it ideal for smaller bays. The company says the ML11 drive-on scissor lift can be used Tracer Products to service compact cars, sedans and light trucks. says the TP-9844 It is available with two runway lengths to meet EZ-Ject R-1234yf A/C Dye Injection Kit makes varying user needs. adding fuorescent leak detection dye to new VEHICLE SERVICE GROUP LLC R-1234yf A/C systems quick and easy. The EZ- Circle 187 on Reader Service Card Ject A/C dye injector assembly easily overcomes www.aspquiklink.com/14187 system pressure so the dye can be injected whether the A/C system is off or still running, Veyance Technologies expands notes Tracer. A turn of the handle injects the exact hydraulics product line, adds air amount of dye into the system with no mess. brake hose assemblies TRACER PRODUCTS Veyance TechnolCircle 185 on Reader Service Card ogies Inc., manuwww.aspquiklink.com/14185 facturer of Goodyear Engineered Vacutec WV711 Products, says its fnds turbo new air brake hose system leaks assemblies deliver Vacutec says the high-quality hosWV711 smoke maes, great fit and chine is designed durability, and are DOT-certifed. The product especially for leak features the use of Goodyear and SAE-branded testing turbohoses made in the United States with focus on charged and any other boosted systems and the standard product line, adapters and the fnds all leaks, especially high-pressure leaks. 3/8-inch hose.

Using patent pending Smart-Pressure tech- VEYANCE TECHNOLOGIES INC. nology and patented UV dye technology, the Circle 188 on Reader Service Card smoke machine delivers the densest smoke www.aspquiklink.com/14188 at any pressure setting. With contaminant-free UltraTraceUV dye solution, the WV711 fnds all Impact wrench with digital clutch high pressure leaks, even those you cannot see ACDelco says with smoke alone. its Electronic VACUTEC Torque ConCircle 186 on Reader Service Card trol (ETC) www.aspquiklink.com/14186 Tool (P/N ARI2064B) 18V Forward Lift compact scissor lift 1/2-inch imVehicle Service pact wrench Group LLC with digital h a s added an clutch has a 11,000-pound compact size and lightweight design specifcapacity ML11 cally for under-body or wheel applications. With scissor lift with fve preset torque settings, plus a maximum of a much narrow- 300 ft.-lbs., service technicians control torques er footprint than a traditional four-post vehicle easily with a pre-programmed digital clutch. lift to its Forward Lift brand. The company says ACDELCO TOOLS the new lift’s scissor-style lifting mechanism is Circle 189 on Reader Service Card located entirely under the runways, giving the www.aspquiklink.com/14189

78 | July/August 2014

Circle 130 on Reader Service Card

Circle 131 on Reader Service Card