Auto Service Professional - August 2019

Auto Service Professional ÂŽ

August | 2019 | Vol. 9, No. 4

CoAuto

defines what it takes to be community conscious

+

Induction system service

Euro service: BMW and Mini Coopers

SUV/CUV steering issues Repair financing options

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August 2019 • Vol. 9, No. 4

Contents 12 Understanding induction systems on naturally aspirated engines & turbo-equipped engines

service 40 Euro Citing examples of BMW and Mini Cooper issues

4

SUV/CUV steering issues 50 Addressing Basic system concerns 10

B u sin e s s

32 Reader profile: Community conscious

CoAuto applies a unique approach to business

34 How to help your customers

32

pay for auto repairs

A look at repair financing options

12 50 Departments

4 Straight Talk Enemies of the road

10 Tech Tips

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From a missing LS water plug to a Corvette oil check

58 Technical Service Bulletins From a Buick radio issue to a Subaru knock complaint

60 Ad Index Your connection to free information A ugust 2 019

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Straight Talk

Enemies of the road A look at the various causes of tire damage

W

Mike Mavrigian, Editor

We recently surveyed our readers to find out what you’ve seen with regard to tire wear and damage.

While the leading causes you mentioned came as no surprise, some things will surely raise eyebrows, and provide a chuckle at the same time.

Tire damage survey

We all know that tires are one of the vehicle’s most important components. They provide the vital contact between the vehicle and the road. Without them, a vehicle is simply a multi-thousand-pound metal and plastic paperweight.

Cooper Tire recently commissioned Auto Service Professional to survey our readers to learn what you thought were the “enemies of the road” in terms of hazards that damage tires.

Thank you! You came through with flying colors.

As noted by Jess Egerton, Cooper’s director of brand development, “The four tires on your vehicle are the only parts to come into contact with and keep you connected to the road. That’s why, for safety and performance reasons, you have to properly care for, maintain and inspect them.”

While the study is rather lengthy, the highlights of the findings are as follows:

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A jar full of items actually found inside customers’ tires. Notice the wood stick? Looks like a beaver chewed on the end and then quietly tossed it onto the road waiting for an unsuspecting tire. Apparently, beaver co-workers have a strange sense of humor. I can only imagine the beaver snickering when it was discovered, saying, “Ha, ha, you finally found it.” (bad beaver!).

• The most common causes for tire damage involve running over a foreign object, such as a nail or another metal object dropped from other vehicles. Naturally, bashing the

tires over nasty potholes was reported as a leading cause as well.

• During summer months, tire damage caused by under-inflation and/or exceeding the tire weight

Straight Talk limits were also high on the list.

• During winter months in snow-belt areas, hitting potholes and other unseen objects hidden by snow were understandably mentioned.

The term “road debris” encompasses a much broader category beyond what we would normally associate with the phrase, such as a piece of steel rebar, a tree branch that fell during a windstorm or a chunk of concrete that bounced off of a construction crew truck. You noted an assortment of puncture-causing and/or tire destruction items that will make you laugh, cry or ponder in total disbelief.

These include an encounter with a Barbie doll (not kidding), porcupine quills (either due to an unfortunate critter’s decision to cross a busy road, or perhaps because of a deliberate attack by an enraged porcupine that held a nasty grudge against a tire); a pair of pliers that completely entered the tire (how does this even happen?); deer antlers; kitchen utensils; a live, unfired .243 caliber rifle round; a bolt that managed to puncture a tire head first (now, that had to be a hard hit!); etc. The near-incredulous list goes on.

While running over a nail or other metal object is certainly something that can happen to even the most astute driver, some causes of damage are absolutely avoidable, if the customer would simply exercise a bit of common sense. Underinflation (which accounted for 44% of damage causes) not only accelerates tire shoulder wear, but increases the operating heat within the tire, which can lead

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to a blow-out. Low pressure can also lead to unstable handling and braking. We all know this.

What’s difficult to understand is how some vehicle owners address, or should we say ignore, this concern.

While we can’t expect all customers to be knowledgeable in terms of automotive systems, they are surely capable of checking their tire pressures with a simple pressure gauge. To make matters even worse, all lightduty vehicles built starting with the 2008 model year feature TPMS (tire pressure monitoring systems), which alert the driver of improper tire pressure.

If the TPMS warning light illuminates, isn’t that a clue that they should check tire pressure?

Sadly, some ignore the light completely or continue to drive for hundreds of miles before taking the time to visit a repair shop to find out what that “little light” is all about. Sad, but true.

Really, how hard is it to check your tire inflation once in a while? And if the TPMS light comes on, the system is telling you that you have an inflation problem.

While on the subject of TPMS systems, a good friend who works for a TPMS sensor company read our report about this study online. He offered some advice to technicians to pay close attention to the TPMS sensors and/or replace them or their assembly to make absolutely certain that air is not leaking from the sensor and creating a low-pressure problem for the customer. Good advice.

Top 10 weird damage As reported in the survey, and as noted previously, a very

strange assortment of “how did this happen?” objects resulted in tire punctures. Following are my top 10 picks on the scale of absurdity involving objects driven over on roads or tire “attacks”: 1. Porcupine quills 2. A pair of pliers (which made full entrance into the tire) 3. Railroad spike 4. Deer antler pieces 5. Barbie doll (again, we’re not kidding) 6. Dog bites (evidence of teeth left in sidewall) 7. Bullet holes (now, that’s a bad neighborhood) 8. Live .243 rifle round 9. Wrench (probably someone’s missing 10 mm combo wrench... it’s always the 10 mm that goes missing for some reason) 10. A bolt that entered headfirst

Strange but true – items found inside tires The “unusual” causes of tire damage, or should we say the most unusual discoveries made by technicians, included a bizarre range of items found inside of tires during demounting. These include tools, nails, screws/bolts, utensils (a spoon was found in one tire), pieces of wood, food remnants and other chunks of debris.

We’re pleased to have been asked to do the research and did find out very interesting and usable information, while at the same time having some fun.

Next time, I think I’ll send out a survey asking you about the strangest thing you ever found next to the air filter! ■

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Resources

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24/7 RESOURCE

3515 Massillon Rd., Suite 350, Uniontown, OH 44685 (330) 899-2200, fax (330) 899-2209 Website: www.autoserviceprofessional.com Publisher: Greg Smith Greg.Smith@bobit.com Editor: Mike Mavrigian Mike.Mavrigian@bobit.com Managing Editor: Lori L. Mavrigian Lori.Mavrigian@bobit.com Senior Editor & Digital Projects Editor: Joy Kopcha Joy.Kopcha@bobit.com Senior Editor: Ann Neal Ann.Neal@bobit.com Art Director: Vince Taroc Vincent.Taroc@bobit.com Graphic Artist: Jeff Polman Jeff.Polman@bobit.com Production Manager: Karen Runion Karen.Runion@bobit.com Contributors: Jeff Taylor/Diagnostics & Driveability Specialist

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

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

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

technical articles, the newest products

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

and new tool reviews. Our site also fea-

Marianne Dyal / Marianne.Dyal@bobit.com (619) 990-5536 (706) 344-1388 / mobile (619) 990-5536

tures news from suppliers and manufac-

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

turers to keep you up-to-date on what’s happening in the automotive industry.

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

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

Te chnical

TECH TIPS

From a missing LS water plug to a Corvette oil check

Missing LS water plug?

The GM LS-platform engine features a coolant temperature sensor that threads into the left side cylinder head, near the number 1 cylinder exhaust port. However, since the right and left heads are identical, the rear hole on the right side head must be plugged to seal the head’s water port.

If by chance the original plug is missing, be aware that this threaded plug is not available as a separate part (apparently GM only offers a complete cylinder head).

To avoid such a needless cost, a remedy is to simply use a 12 mm x 1.5 x 15 mm bolt. Install a copper or aluminum crush washer and apply thread sealant and install.

A 12 mm x 1.5 bolt with a shank length of 15 mm is a simple and inexpensive replacement for the original plug, if it is missing. Install a crush washer and apply thread sealant.

Both right and left cylinder heads feature a 12 mm x 1.5 threaded hole. The coolant temperature sensor installs to the left head, while the right head’s hole must be plugged.

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This example on a late model Corvette shows the dry sump oil reservoir and oil fill cap, located in the right rear corner of the engine bay. Note the yellow dipstick handle.

Vette oil level check This applies to late model Corvettes that are equipped with a dry sump oil system (for example, 2015 Z51 or Z06), where the oil is stored in a remote underhood reservoir. In a dry sump system, the engine oil pan merely serves to seal the bottom of the crankcase, not to store oil.

The engine oil level must be checked when the engine is warm (with oil temperature at approximately 175 degrees – 185 degrees Fahrenheit). Cold oil level in the dry sump tank may not indicate the actual amount of oil in the system. Engine oil is contained in an external tank, separate from the engine.

If the vehicle has been parked for an extended period without the engine being started, some oil will seep back into the oil pan, reducing the amount of oil held in the dry sump tank and there could be no engine oil at all showing on the dipstick. This is normal since the dipstick is designed to read the engine oil level only after the engine has run long enough to reach normal operating temperature.

Do not add engine oil based

on cold engine dipstick readings. The engine oil level on the dipstick will also be inaccurate if checked while the engine is running. If the engine oil is full with 9.8 quarts (9.27426 liters) of oil then the oil level will reach the bottom dot on the reservoir tank’s dipstick.

1. Once the engine is warm, turn off the engine.

2. Check the oil level between five and 10 minutes after the engine is shut down.

3. Remove the dipstick from the external engine oil tank and wipe it with a clean lint-free paper towel or a cloth. Re-insert the dipstick into the external oil tank, pushing it all the way in until it stops.

4. Remove the dipstick from the oil tank and read the level on the cross-hatched area.

If the oil is below the crosshatched area at the tip of the dipstick, add 1 quart of the recommended oil through the oil fill cap opening in the oil tank and then recheck the level.

Add enough oil to put the level somewhere in the proper operating range. Push the dipstick all the way back into the oil tank when through.

Following an oil change, don’t forget to re-set the Oil Life Monitoring system. With ignition on, using the toggle button on the right side of the steering wheel, scroll down to find “Oil Life.”

Hold down the Select button, until you see Oil Life 100 Percent (you should hear a beep). Turn the ignition off. Start the engine to verify. ■

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Induction

Understanding

induction systems on naturally aspirated engines

& turbo-equipped engines

Y

By Bill Fulton

You have heard it said before that the internal combustion engine is basically an air pump. The internal combustion engine has never been 100% efficient, but recent technology has improved the engine on a major basis with the

addition of intake runner control systems, variable valve timing systems and turbo and turboequipped engines.

Before we look at these systems, let’s go back and review the fundamentals. The first rule is to FIGURES COURTESY OF BILL FULTON

Figure 1: A clogged converter on Bank 2 would impede those cylinders’ ability to breathe and would result in negative fuel trim values. The bank with a good converter will show double-digit fuel trim positive numbers.

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Figure 2: With increased rpm the PCM would allow butterflies to open and direct air to the short intake runners, increasing engine breathing. determine what type electronic fuel injection (EFI) system the engine is using. The most popular system is the mass air flow (MAF) equipped engines.

For example, let’s say during a cruise condition the MAF is reporting 56 grams per second on an 8 cylinder engine. The powertrain control module (PCM) would assume that each cylinder on its intake stroke would pull 7 grams per second. This formula would only apply to engines with equal length intake runners sometimes referred to as tuned intake runners on a tuned port engine. Each intake runner has the same length and inside diameter. A clogged converter on Bank 2 would impede those cylinders’ ability to breathe and would cause negative fuel trim values on that bank, whereas the bank with the good converter will be drawing the major volume of air and its fuel trim numbers will go double digit positive (see Figure 1).

Some late model GM and Ford systems are using a hybrid type EFI system whereas both a MAF and MAP sensor are used. To check if the engine is breathing properly and the MAF sensor is working properly, we can use the calculated load value on the scan tool. For those of you who live in elevation below 1,000 feet above sea level you should see a minimum 80% calculated load at 5,000 rpm

at wide open throttle (WOT) conditions. Another method is to simply multiply the liter size of the engine times 40. For example, a 4.0 liter engine should pull a minimum 160 grams per second at WOT and 5,000 rpm. When capturing scan data during this test, be sure to lock the transmission in low gear to avoid getting a speeding ticket and by all means use the record mode on the scan tool and keep your eyes on the road. The “times 40” rule applies to engines with fixed valve timing. On engines where both the intake and exhaust cam timing is varied, these engines breathe better, so multiply the liter size of the engine times 50. These formulas will only apply to naturally aspirated engines.

Some auto makers are on the turbo band wagon to improve the volumetric efficiency of the engine and thus increase the horsepower and torque rating of the engine. On these turbo-equipped engines I have taken the liter size of the engines times 80 at 5,000 rpm during WOT conditions. For example a 2.0 liter 4 cylinder engine at WOT conditions at 5,000 rpm will pull upwards of 160 grams per second. Later on we will be monitoring the turbo boost sensor on these engines.

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While other systems restrict what you can see and buy primarily to application specific parts, MyPlace lets you see and buy everything: Application parts, accessories, tools, shop supplies, chemicals, and more. It also uses Google-powered search capabilities. The system allows for intuitive shortcuts and key word searches that speed up the lookup and ordering processes.

MyPlace4Parts puts power into the palm of your hand with its mobile VIN scanner, which instantly loads scanned VINs from your Android or Apple phone or tablet. There’s only one button needed to upload VIN data to MyPlace, enabling quick, accurate parts lookup to help increase bay productivity and lookup accuracy.

MyPlace also features plate-to-VIN lookup.

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Using MyPlace is like driving a fine car that’s loaded with features for a smooth and enjoyable ride, including: • Comprehensive Interchange. Whether it’s simple aftermarket-to-aftermarket interchange or a complicated OE to aftermarket interchange, we’ve got you covered.

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you to create custom lists for items in stock or frequently ordered parts, including everything from replacement items for fleet vehicles you maintain to regular stock orders, shop supplies, and materials.

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• Make-Specific Lookups. MyPlace knows what brand was OE on the vehicle you were repairing, even recognizing different brands for left side and right side oxygen sensors. The brand you see listed first is the one specified by the OE. Between shortcuts that “learn and remember” how you like to search, key word recognition, custom parts lists you can save, links to supplier and technical sites, and mobile VIN scanning capabilities, MyPlace4Parts has you covered on all parts-ordering fronts. No other shop e-commerce tool does more. ■

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Induction

Figure 3: On the left side of the screen, the TPS is closed and the engine is at idle. Note that the position of the IMRC indicates open. When the throttle is commanded open and rpm increases, the IMRC goes from open to closed.

Figure 4: After the repair, at idle the IMRC is in the closed position. As throttle is opened and rpm increases, the position of the IMRC went from closed to open. The lack of power was diagnosed properly.

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Figure 5: The technician had the advantage in that the problem occurred after a previous shop had replaced the IMRC unit. at idle when manifold vacuum is strongest while normal fuel trim values under road load conditions point to a vacuum leak. Negative fuel trim values at idle coupled with double digit positive fuel trim values under road load conditions point to an air measurement error which usually indicates a bad MAF sensor.

All manufacturers except Chrysler have gone to the MAF-type EFI systems.

The Speed Density-type EFI systems used on Chrysler systems rely on MAP sensor inputs, rpm and throttle angle to calculate the load. Anything that creates low manifold vacuum will shift the MAP values high and create a rich condition and cause negative fuel trim values under road load conditions, such as a restricted exhaust or retarded valve timing. The Speed Density EFI systems have the quickest throttle response while the MAF-type systems have the edge on fuel economy and emission control.

A combination of both type systems is known as hybrid-type EFI systems that use both the MAF sensor combined with a MAP sensor. GM first used this system in 1986 on its 3800 V-6 engine. This

type of approach is being used on most late model GM and Ford systems. GM systems use the minimum of 80% calculated load at WOT and 5,000 rpm to determine the engine’s ability to breathe instead of using the MAF grams per second formula we talked about earlier. GM hybrid EFI systems do not use the MAF input to calculate the load but instead uses the MAP input, rpm and throttle angle to calculate the load. In the mid-1990s, Ford and Chrysler began using Split Intake systems. What this allows is to improve the engine low load performance and enhance the engine breathing ability at higher engine rpms. The first engine we will talk about is the 3.8L and the 4.0L Split Port engines as well as the 5.4L Triton engine.

Split Port/Triton engines Tuned intake systems have been around for at least 20 years. This means that all intake runners have the same length and inside diameter. In the late 1990s, Ford released engines with dual intake runners on the 3.8L split port engines and the 4.0L engines as well as the 5.4L Triton engine.

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Induction

Figure 6: A look at the turbo. Exhaust gas spools up the impellers which in turn rev up the compressor. The compressor draws in fresh air and forces pressurized air into the charge air cooler and then into the intake system. longer intake runner was used. As the air flow entered the open intake valve on the piston’s intake stroke, good manifold vacuum was sustained.

When the intake valve closed the air flow abruptly stopped and actually began a bounce back in the opposite direction. If the larger intake runner was at the proper length, by the time the piston came back around to its intake stroke the bounce back of air flow actually increased the engine’s ability to breathe during normal road load conditions.

When the throttle was increased and the engine rpm reached higher rpm the PCM would energize an electric motor that was connected to butterflies that would open and direct air to the short intake runners which reduces intake restriction and increases the engine’s ability to breath at higher rpms (see Figure 2).

Lets’ look at a case study from a 5.4L Ford F-150 with a lack of power complaint. This engine is equipped with an intake manifold runner control system. We all know that a lack of power complaint can be due to lack of enrichment, a clogged ex-

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haust and or retarded valve timing. The technician had checked for good enrichment previously and found it was OK. Having prior knowledge that a previous shop had replaced the intake runner control unit, he then took the truck for a test drive and recorded the throttle position sensor (TPS), rpm and intake manifold runner control functions (see Figure 3).

On the left side of the screen the TPS is closed and the engine is at idle. Note that the position of the intake manifold runner control (IMRC) indicates open. Note that when the throttle is commanded open and rpm increases the IMRC goes from open to closed. This appears to be the exact opposite of how the system was supposed to operate. The technician removed the intake manifold to discover the flapper doors were in the open position for the short intake runners when they should have been closed.

A careful inspection revealed that the rods connecting the IMRC motor to the flapper doors were reversed.

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Induction

Figure 7: The PCM duty cycle controls the boost solenoid.

Let’s now take a look at data after the repair (see Figure 4). Note that at idle the IMRC is in the closed position. As the throttle is opened and rpm increases, note that the position of the IMRC went from closed to open. The lack of power problem was diagnosed properly. The short intake runners reduce the air intake restriction and thus improve the volumetric efficiency of the engine. There is a feed back signal to the PCM from the IMRC as to the position of flapper doors and likely would have been detected by using the key on engine off (KOEO) self test.

The technician had the advantage that the problem occurred after a previous shop had replaced the IMRC unit (see Figure 5).

Turbo-equipped engines are getting more popular and more powerful. For one example, Honda offers a 1.5L turbo engine that cranks out 174 hp @ 6,000 rpm with 16.5 psi of turbo boost. Twentyfive percent of the vehicles built since 2014 are turbo-equipped engines. The early turbo-equipped engines were plagued with a turbo lag symptom, whereas during low rpm conditions when exhaust flow was low the turbine speed was low resulting in little to no boost.

Recent engineering changes have improved that

somewhat. Looking at the innards of a turbo, we have the turbo impellers and the compressor connected by a shaft (see Figure 6). The exhaust gases spool up the turbo impellers which in turn rev up the compressor. The compressor draws in fresh air and forces pressurized air into the charge air cooler then on into the intake system. This pressurized air generates a lot of heat. The air is pumped into the air charge cooler where it is cooled and now more condensed. Any air leak between the compressor and the air intake will result in an under boost condition and a lack of power complaint. These turbos spin in excess of 100,000 rpm.

An oil pressure supply line keeps the bronze bearings lubricated. A lack of oil pressure to these bearings will destroy the unit. Customers who ignore oil change intervals or use the wrong oil will ultimately pay the price. The American Petroleum Institute (API) and the Society of Automotive Engineers (SAE) have designated turbo-approved oil to prevent the oil from coking up from turbo heat and clogging the oil supply to these critical bearings. GF5 is the new designation of oil that prevents the oil thermal breakdown.

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Induction

Figure 8: An example of a 3.5L Ford V6 twin turbo Ecoboost engine. The system is designed to improve throttle response while limiting turbo lag. thermal breakdown. Oil pressure is known to leak into the compressor chamber causing oil consumption. If a visual inspection on the compressor side of the turbo unit indicates oil or a film of oil this should be conclusive to a worn out turbo unit.

Cheap or clogged air filters create an under boost condition. The wastegates are designed to dump off excessive boost under high rpm conditions. The wastegates are normally spring loaded closed and opened or controlled by boost pressure.

Most modern day turbo-equipped engines have a limited boost of around 16 psi. We will be monitoring this boost value with the scan tool later on.

Note Figure 7 where the PCM duty cycle controls the boost solenoid.

As the duty cycle command increases, the solenoid bleeds off the boost pressure to the atmosphere. When the max boost pressure is reached, the PCM turns off the boost pressure control solenoid and boost pressure opens the wastegate to

Figure 9: Under-boost example.

Figure 10: Over-boost example.

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Induction

Figure 11: Ford 2.0L turbo engines feature a wastegate that is normally open and closed with vacuum. This system allows for more accurate wastegate control under all operating loads.

Figure 12: Example of an intake manifold from a 1.4L GM engine with the vacuum reservoir attached.

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Figure 12A: The only serviceable unit on the GM 1.4L turbo is the wastegate control solenoid.

Figure 13: Example of the vacuum control to the by pass valve (GM 1.4L).

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Induction

Figure 14: Exploded view of a by pass valve.

Figure 15: A normal turbo-equipped engine during wide open throttle acceleration. Note the APP and TPS indicate WOT. The top parameter indicates the amount of boost.

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Induction

Figure 16: An over-boost condition. The APP is requesting WOT. Note to the left of the cursor we momentarily have WOT from the TPS. dump off boost. The PCM uses inputs such as MAP, IAT, ECT and knock sensor inputs to more accurately control boost pressure.

One of the early complaints on turbo equipped engines was a audible whooshing sound whenever the throttle was released after acceleration. This sound came from the excessive boost pressure that had nowhere to go and be dumped off. The engineers have solved that by incorporating a by pass valve.

In Figure 8 is an example of a 3.5L Ford V-6 Twin Turbo Ecoboost engine. Note that there are separate turbos, one for each bank. The idea here is to improve throttle response while limiting turbo lag. The wastegate control solenoid is duty cycle controlled by the PCM. The higher the duty cycles, the more boost pressure is bled off from the wastegate and boost pressure increases. When the PCM turns off the boost control solenoid, excessive boost pressure overcomes the spring in the wastegate and the wastegate opens dumping off boost pressure.

A two stage Mighty Vac would be needed to ensure the wastegate can hold vacuum and then switching to pressure to confirm that the wastegate

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opened. There are some common reasons for under boost (note Figure 9). There are also common reasons for over boost (see Figure 10).

There are 2.0L Ford turbo engines wherein the wastegate is normally open and closed with vacuum (see Figure 11). This system allows for more accurate wastegate control under all engine operating loads. Note that there is an external vacuum pump to supply a vacuum to the wastegate and to the brake booster. Since turbo-equipped engines don’t generate vacuum under boost conditions, many systems with a brake booster will have an external vacuum pump.

The by pass valves are designed to dump off boost pressure once the throttle is released and are normally closed and opened with vacuum.

Figure 12 shows an intake manifold from a 1.4L GM engine with the vacuum reservoir attached. The vacuum is used to open the by pass valve during decel conditions to dump off boost pressure. The by pass valve solenoid is controlled by the PCM to open and direct vacuum to the by pass valve. This vacuum signal opens the by pass valve and dumps off the boost pres-

Figure 17: Recorded scan data from the problem vehicle. The APP is requesting 98% throttle. The MAP is indicating 21 psi, or 6 psi above atmospheric. sure. These vacuum valves are known to leak thus causing an under boost condition. The PCM electrically monitors the control circuit to the by pass solenoid.

Figure 12A shows a turbo unit from a GM 1.4L engine. The only serviceable unit is the wastegate control solenoid. Figure 13 shows the vacuum control to the by pass valve. Figure 14 shows an exploded view of a by pass valve. The PCM will ground-side control the solenoid to send vacuum to the by pass valve to open it to dump turbo boost.

Let’s look at a normal turbo-equipped engine during WOT acceleration and monitor for good boost (note Figure 15). Note the APP and TPS indicate WOT. The top parameter indicates the amount of boost which indicates 26 psi which is 11 psi above atmospheric. In another example, let’s look at an over-boost condition in Figure 16. The APP is requesting WOT. Note to the left of the cursor we momentarily got WOT from the TPS. Note that the boost pressure sensor indicates 38.5 psi which is 23.5 psi above atmospheric pressure. Note

the MAP value reads 12.3 psi above atmosphere.

The PCM electrically backed off the throttle from a over-boost condition. The problem here was a faulty boost sensor.

Let’s look at a lack of power complaint on a 2014 Ford 2.0L with a P0299 under-boost code. The first thing to look up is the code set criteria. The PCM must see more than 4 psi difference between the actual pressure and the desired boost pressure for more than 5 seconds. This sounds as if it is a very reliable code. We talked about this engine briefly before.

As you may recall, the wastegate is controlled by vacuum and is spring loaded open and closed by vacuum. The PCM controls the wastegate control solenoid with a ground side controlled duty cycle signal. Refer to Figure 11. Let’s capture some scan data from this problem vehicle. Note the recorded scan data in Figure 17. The APP is requesting 98% throttle.

The MAP is indicating 21 psi or 6 psi above atmospheric. The rpm is at 4,100 rpm. The turbo charger boost sensor reads 21 psi. The desired turA ugust 2 019

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Induction

Figure 18: Scan data with a new turbo. The APP is requesting 98% throttle. The rpm is at 5,800.

The turbo charge boost sensor (TCBP) indicates 27 psi. Desired boost pressure is nearly the same at 26 psi. Note that the duty cycle command to the wastegate control solenoid is at 58%.

bo boost value is 31 psi. There is a 10 psi difference between actual boost pressure and desired boost pressure. The PCM has ramped up the duty cycle command to the wastegate control solenoid in an effort to increase boost. There are no intake air leaks and the air filter is not clogged.

The first thing to suspect is a wastegate that may not be sealing or a worn out turbo. To check the wastegate, the turbo unit must be removed. The wastegate is spring loaded opened and closed with vacuum from the wastegate control solenoid. Applying vacuum to the wastegate with a Mighty Vac unit indicated that the wastegate would not fully close.

The wastegate is not serviceable, which means that the entire turbo unit needs to be replaced.

Let’s look at the scan data with the new turbo unit in Figure 18. The APP is requesting 98% throttle. The rpm is at 5,800. The turbo charge boost sensor (TCBP) indicates 27 psi. The desired turbo boost pressure is nearly the same at 26 psi. Note the duty cycle command to the wastegate control solenoid at 58%.

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Well, that’s it for this round. In closing, thank you for your commitment to this industry. ■ Bill Fulton is the author of Mitchell 1’s Advanced Engine Performance Diagnostics and Advanced Engine Diagnostics manuals. He is also the author of several lab scope and drivability manuals such as Ford, Toyota, GM and Chrysler OBD I and OBD II systems, Fuel System Testing, many other training manuals in addition to his own 101 Lab Scope Testing Tips. He is a certified Master Technician with over 30 years of training and R&D experience. He has instructed for Mitchell 1, Precision Tune, OTC, O’Reilly Auto Parts, BWD, JD Byrider, Snap-on Vetronix and Standard Ignition programs.

You may have also seen Fulton in many Lightning Bolt Training videos and DVDs and read his articles in many auto service magazines. He currently owns and operates Ohio Automotive Technology, which is an automotive repair and research development center.

Reader Profile

COMMUNITY CONSCIOUS

C

CoAuto applies a unique approach to business

The shop logo is predominantly displayed in a professional manner.

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ALL PHOTOS COURTESY OF COAUTO

CoAuto is an extremely successful repair operation located in Reno, Nev. CoAuto’s motto is Community Conscious Car Care.

As co-owner Vinnie Lucido noted, “Our initial ambition was to provide a location to allow people to work on their own vehicles. Due to severe insurance liability concerns, that simply didn’t work. My brother Anthony and I then decided to open the shop in 2014, staffed by the two of us. Eventually it has grown into three ASE technicians, two service advisors and an in-house bookkeeper. We’ve been growing by leaps and bounds ever since our opening. Our initial facility featured only 2,000 square feet, and today we’ve expanded to a new facility with 7,000 square feet. Ours was the first shop in Reno to be ‘Blue Seal certified’ by ASE. In our first year of operation, gross sales were at $360,000. Today, we’ve increased that to $1.5 million.”

Aside from operating a successful business, the shop’s primary thrust is to provide services to the local community, a philosophy termed “community conscious.” Toward that end, CoAuto established a five-program platform that sets their shop apart: 1. Car Giveaway Program. CoAuto gives away one car per year to a local veteran in need, chosen

Brothers Vinnie (left) and Anthony Lucido are the owners of CoAuto in Reno, Nev. by the Veterans Resource Center of Nevada. “It is an honor to provide reliable transportation for men and women who served our country.”

2. High School Internship Program. “CoAuto invites local high school students to visit the shop and shadow our technicians. We mentor and challenge them to see if auto repair is a possible career path. Our future relies on the youth of our local community.”

3. Community Education Program. “CoAuto offers classes and workshops in the field of automotive education, maintenance and basic automotive knowledge. We empower our community to make educated and confident repair decisions. Classes are held quarterly at a cost of $40 with a $20 CoAuto cash rebate on their next service.”

4. Local Art Display Program. “CoAuto exhibits artwork in the customer waiting room, showcasing local talent, which gives our creative community more opportunity for promotion. CoAuto does not collect commissions for the sale of any art. We simply enjoy giving our artists more exposure.”

5. Reverse Your Carbon Footprint Program.

“CoAuto partners with the Arbor Day Foundation and plants one tree with every oil change we perform. Our hope is to provide a little more oxygen for our universe and reverse our carbon footprint.

“As a result of our commitment to the community,” noted Vinnie, “we’ve been lucky enough

It’s no wonder that the shop won first place in ASA’s “Best Waiting Area” contest.

The customer accommodations are absolutely off-the-charts spectacular.

The service area is extremely clean and well-lit. The wall murals provide an eclectic and visually stimulating work environment for the technicians.

to have achieved a number of awards and recognition. We won the Vision award in 2018 for facility of the year, Nevada Business magazine presented us with a family-owned business award, and the mayor of Reno gave us our own special day in recognition of our community service, called CoAuto Day, on October 11 of each year. This was quite an honor for us. Our most recent award was winning first place in ASA’s ‘Best Waiting Area’ contest, for our ‘Art Gallery meets Auto Repair’ entry.”

What do customers want/expect from your shop?

An extraordinary experience. Excellent client care, and top-notch auto repair, in a clean and professional environment.

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

We specialize in pre-purchase inspections and maintenance services. Our second specialty is diagnostics.

What is your business philosophy?

We love to build relationships through good conversation and relating to the needs of our clients.

CoAuto builds relationships at multiple networking events like BNI, Rotary Club, Western Industrial Nevada, Toastmasters, Chamber of Commerce, etc. CoAuto prides itself on creating a beautiful atmosphere, a fun work culture and a one-of-a-kind auto repair experience.

Where do you buy your parts?

Factory Motor Parts, WorldPac, and dealerships.

What influences your parts buying decisions?

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

Price...............................................1 Brand name recognition...........3 Promotion in racing ..................0 Perceived quality.........................3 Availability/time........................ 2 Other (describe): We are constantly reading and researching to stay informed regarding newly introduced parts, tools and equipment and procedures.

What is your approach to technician training?

Eighty hours of training per year is required, about 20 hours per quarter. We took the whole crew to Seattle for ATE and as owners we are always working on our leadership skills and attending many other industry training seminars.

How does ASP benefit your business?

CoAuto technicians use the Tech Tips columns — there are always fun ideas there and good, educational technical stuff. TSBs can be helpful when trying to keep up on the newest bulletins that come out. ■

COAUTO ‘COMMUNITY CONSCIOUS CAR CARE’

Reno, Nevada

Owner(s) ....... Brothers, Vinnie & Anthony Lucido Business founded ........................................ 2014 Number of bays .......... 5 x 2-post, 1 x 4 post and 3 open floor bays = 9 total Number of certified technicians .............. 3 total.

2 are ASE masters, 1 is working toward his master certification Shop size ................ currently 5,250 square feet, growing to 7,000 (taking the “last bay in the building in August. We own the building.”)

Number of vehicles serviced per month ....... 200 Hourly labor rate .................................... $140.38 Average job ticket price ..... Approximately $667 Gross profit .......................... Approximately 58% Average spent on tools and equipment annually ........................ $12,000 Vehicle makes serviced ......... Al 1996 and newer domestic, European, Asian, 1-ton and below A ugust 2 019

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Customer Financing

How to help your customers pay for Auto Repairs

A

A look at repair financing options

By Ann Neal

Auto repair shops, like all businesses, always need new customers. One way for shops to gain loyal customers is to offer an option to finance auto repairs.

About a third of American consumers do not qualify for traditional financing based on their FICO scores, according to Ryan Slobodian, vice president of Snap Finance LLC. “In order for repair shops to effectively serve 35% of people in their stores, shops need a tertiary or additional finance option that serves people with credit challenges,” says Slobodian.

An installment loan option engages a whole new consumer market, bringing them into a shop where they have a good experience. “Their loyalty is going to stay with that shop because it offers a finance product that works for them. We focus on treating them with trust, respect and dignity whereas a lot of times the credit-challenged consumer may not have that experience,” says Slobodian.

In addition, a payment option that breaks the cost of a repair into smaller amounts may lead to higher tickets as the consumer has more cash to move from crisis management to proactively servicing their vehicle.

Window or street signage with no-creditneeded messaging draws credit-challenged consumers into a shop. “These are payment buyers.

They are focused on the payment and how much it will cost them per paycheck,” says Slobodian.

Snap offers a 12-month term installment loan with an early buyout option. The goal is to set up the consumer for success, according to Slobodian. “We approve an amount that is enough to complete the transaction but gets them into a payment that will allow them to succeed.”

Snap’s installment loan products are no recourse, meaning Snap takes all the risk, not the shop. “It works a lot like a credit card transaction in that we settle in two business days, and a shop has the money in its account. The risk to a repair shop is not offering a product like this and

allowing a consumer to go to a competitor who may have it.”

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Auto fnancing options Q&A Car repair financing enables shops to close more sales with customers who may not have upfront cash or access to traditional forms of credit. Auto Service Professional asked companies for details on products designed to help consumers pay for auto repairs. Six responded: American First Finance Inc. (AFF); Confident Financial Solutions Inc., which goes to market as DigniFi; FlexShopper LLC; EasyPay Inc.; Snap Finance LLC; and West Creek Financial Inc. ASP: What services and products do you offer to providers of auto repair services?

AFF: We help auto repair shops meet the needs of more customers with payment plans they can afford through loans or financing plans that approve more customers, including those without a FICO score. By including a nonprime financing solution, your shop can provide an alternative payment option to a credit-challenged customer who would otherwise go to a competitor or simply never walk in your door. It’s like providing instant buying power for your customers to pay for parts, service, warranties, tax and labor.

DigniFi: We offer closed-end installment loans to consumers for the primary purpose of financing auto-repair related expenses. Loans range from 12 to 36 months with APRs from 9.99% to 36%. Customers will have their interest waived if they make all their scheduled payments on time and pay off their loan in full within 60 days. There are no prepayment fees. DigniFi also offers cash advance loans deposited directly into the consumer’s bank account, vehicle protection plans, and roadside assistance programs.

EasyPay: We provide a non-lease credit solution at the point of sale, with a unique approach that offers customized approvals for customers with good credit to no credit. Unlike leas-

9 QUESTIONS TO ASK A POTENTIAL CUSTOMER FINANCING PROVIDER econdary finance programs enable automotive repair shops to offer payment options for customers who may not qualify for or want traditional financing to pay for auto repairs. Here are 9 questions to ask when choosing a secondary finance program along with responses from six companies: American First Finance, DigniFi, EasyPay, FlexShopper, Snap Finance and West Creek Financial (chart continues on next page).

S

AFF

DigniFi

EasyPay

FlexShopper

Snap

West Creek

How long for a shop to qualify for your program?

In as little as 24 to 48 hours.

For many shops, just a few hours.

Usually within 24 hours of submitting the enrollment form.

1-2 business days. Rollout is dependent on the number of stores.

About 5 minutes with instant approvals.

Typically takes less than 24 hours.

In what states are your services and products available?

All 50 states.

All states In 49 states. except Massachusetts, North Dakota, South Carolina, Vermont, and West Virginia.

All states except New Jersey, Wyoming, Minnesota, and Wisconsin.

All 50 states.

All states excluding New Hampshire, New Jersey, Minnesota, and Wyoming.

What are the shop transaction fees?

We offer a no-recourse solution with no setup costs. A small merchant discount is charged on the bank loan product which includes 101-day early payoff discount options.

Transaction 2.99%. fees are competitive with the market and in some cases lower.

We use the transaction fee to offset our higher approval rates and the risk we take on behalf of the shop.

No shop fee and no transaction fees.

Transactions fees are dependent on several variables. We work with the shops to ensure they are set up for success.

We build a program around dealer needs.

What is your approval rate?

Typically approval rates range between 70% and 90%.

Approval rates range from 60% to 65%.

Up to 80%.

Approximately 80%.

Up to 80%; varies by geography and other factors.

We approve an average of 82% of customers.

What are your approval amounts?

Up to $5,000.

Loans start at $350 and go to $7,500.

Average loan is $1,400.

Up to $5,000.

Up to $2,500.

From $250 to $3,000.

We approve up to $5,000, with an average approval of $1,850.

What is your close rate?

75% plus.

About 70% to 75%.

80% to 90%.

Approximately 85%.

Typically 75% to 85%.

85% plus.

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FINANCING FOR ALL

CREDIT TYPES

Your Customers Need a Painless Way to Pay Nearly 1/3 of Americans don’t qualify for traditional financing due to their credit score, and nearly 65% can’t afford a $650 emergency.

You can give them the buying power they need!

Built for Your Business!

Higher Approvals

No Sign Up Costs

Loyal Customers

Easy for Your Customers!

• Simple online application • Approval notification in seconds • Financing available immediately • Flexible payment options

“In March we increased sales by $10,314 from using Snap and in February $20,919. So in the last two months, over $30,000 just from Snap!”

—Monte | Jiffy Lube

Get Started Today!

Call 800-217-1709 to become a Snap partner.

SNAPSALES@SNAPFINANCE.COM | SNAPFINANCE.COM/PARTNER *All loans made by Transportation Alliance Bank, Inc. dba TAB Bank excluding CO, MD, NY, and WV.

Customer Financing AFF

DigniFi

What technology is required by the shop?

Internet access.

None. We encourage consumers to complete the application process on their personal device.

Internet access and a computer or tablet.

EasyPay

None. We provide all the technology through our mobile application.

FlexShopper

Options Internet coninclude tablet, nection and laptop or web browser. desktop computer. Customers can apply on their own devices.

Snap

West Creek

How long for a shop to be paid the full amount of the sale?

We fund our merchant partners the next business day after services are delivered to your customer.

Funds are received via ACH deposit within 48 hours (often the same day) once the customer signs the loan documents.

Funds are sent the same day if the transaction is received by 4 p.m. EST.

We pay immediately at the point of sale.

Snap funds within two business days, similar to a credit card settlement.

Funding is transferred directly to your bank account within 24-48 business hours of a completed order.

How long for consumers to qualify?

Start to finish is 3 to 5 minutes on a mobile phone using our text-to-apply feature.

Customers apply online on their own device; decision in minutes.

Customers can be prequalified without affecting their credit score in as little as 2 minutes.

5 minutes or less with our easy mobile application.

Application takes 3-5 minutes and approvals are given in under 5 seconds.

Our application takes less than 3 minutes.

Visit www.autoserviceprofessional.com for more information on options for financing auto repairs.

ing options, EasyPay Finance doesn’t give every customer the same rate: they get the rate that is right for them. Our program features an interest rebate if customers pay off the balance in 90 days; financing up to $5,000; $0 down required; the ability to prequalify customers in as little as two minutes without affecting their credit score; electronic signatures and mobile applications; fully transparent contracts and fees; and the shop is paid the same day if the transaction is received by 4 p.m. EST. FlexShopper: When consumers are short on cash and do not qualify for credit, FlexShopper of-

fers the flexibility of lease-to-own to consumers, allowing them to get the repairs they need while saving the sale for providers of auto repair services. Our product requires zero integration with the retailer and, like any other customer transaction, the retailer is immediately paid at the point of sale.

Snap: Snap provides rent-to-own and installment products depending upon the need of the shop and their consumers.

West Creek: We offer easy-to-use no-creditneeded financing for your customers. We approve over 80% of customers, with an average approval of $1,850 and a max approval of $5,000. ■

Contact for more information: AFF: www.americanfirstfinance.com; isales@americanfirstfinance.com; 866-738-7089

DigniFi: www.dignifi.com; Tim Clay, tim.clay@dignifi.com, 972-757-3107; Greg Duncan, greg.duncan@dignifi.com, 972-741-4478 EasyPay: www.easypayfinance.com; sales@easypayfinance.com; 866-791-0915

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FlexShopper: sales@flexshopper.com Snap: www.snapfinance.com/partner; 1-888-503-0949; sales@snapfinance.com West Creek: www.westcreekfin.com; 844-238-6500 (available 24/7/365)

nd ered a Engine d in le b m asse A the US

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Scan the code with your smartphone camera or compatible QR reader to watch a video about Repair-Source *On-tool confirmed fix database powered by Identifix. Does not include Identifix subscription. Some assets require online access. **Lifetime warranty applies only to tool hardware as long as owner maintains an active, unlapsed diagnostics subscription. + Based on similar annual repair information subscriptions, if purchased separately.

BMW/Mini

EURO SERVICE

M

Citing examples of BMW and Mini Cooper issues

Many automotive shops get intimidated when faced with the task of working on a European vehicle. Some of the reasons for this is they aren’t familiar with the vehicle, they don’t have the correct tools, or they quite possibly think that a European vehicle is so much out of the norm or completely different from the Asian and domestic vehicles that they are accustomed to.

Keep in mind, a combustion engine is a combustion engine. They are all predominantly the same. The differences between all the different car manufacturers are what they attach to their engine systems.

Those differences are what differentiates them from the others. You still have a block, pistons, crankshaft, cylinder heads and manifolds. Fuel delivery, ignition and emission systems can be drastically different from what a typical domestic or Asian vehicle can have.

In this article I want to talk about the BMW and Mini Cooper car lines and some of the driv-

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By Edwin Hazzard

ability issues that are associated with these vehicles. Yes… contrary to some of the beliefs, these Euro vehicles do have issues just like their cousins over the pond (see Figure 1).

The BMW marque has been around since 1916 while the Mini Cooper counterpart started around 1959. It wasn’t until 2002 that BMW first introduced the “new” Mini Cooper and the Mini Cooper S. So to automotive repair shops, the Mini Cooper is relatively new. Remember, anything that is relatively new can be intimidating… right?

So let’s look at some of the drivability issues on some of these cars and determine what we need to do to repair them.

Just like any vehicle that you bring into your service bay you have to first and foremost understand the vehicle’s control system so you can properly diagnose it. Doing a quick 10 minute read in your service information system can go a long way in aiding your diagnosis.

COURTESY SOUTHEAST MOBILE TECH

AUTOMOTIVE INTELLIGENCE

WORK

SMARTER

Figure 1: Euro vehicles can be prone to the same issues as domestics or Asian vehicles.

You simply need to understand the management systems and have access to the proper tools.

NOT HARDER

One thing that you need to understand is that our European counterparts like to talk about the same parts in their cars as we do in ours but they like to call them by a different name. For example, we call an ECM an Electronic Control Module. BMW calls their ECM a DME or Digital Motor Electronics. Understanding the correct acronyms helps immensely.

European vehicles also label their chassis and model numbers completely different than those of our domestic brands. For the sake of time, I will save the model deciphering breakdown for a future article.

Let’s look at a 2013 BMW 328i xDrive model with a 3.0L engine. The customer complaint was

MS908S

MS908SP COURTESY SOUTHEAST MOBILE TECH

DIAGNOSTIC INTELLIGENCE 64G Memory

POWERFUL HARDWARE / SMARTER SOFTWARE Phone: (855) 288-3587 USSUPPORT@AUTEL.COM

Figure 2: The customer complaint with a 2013 BMW x-Drive was a rough idle and slight misfire, with no codes.

AUTEL.COM • MAXITPMS.COM • MAXISYSADAS.COM

© 2019 Autel Intelligent Technology Corp., Ltd. All Rights Reserved

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BMW/Mini COURTESY SOUTHEAST MOBILE TECH

Figure 3: Misfire data on the BMW is called true running data, a measurement of cylinder contribution monitored by the DME. a rough running engine at idle with a slight misfire (see Figure 2).

This vehicle was not setting any diagnostic trouble codes. Using a compatible scan tool is essential when diagnosing these vehicles. It’s important to make sure that the scan tool is up-

to-date as the scan tool manufacturer has added a variety of features that could make your diagnosis a success.

Whether you are using an aftermarket tool or a factory tool, the data that you are obtaining needs to be precise and accurate. Looking at misCOURTESY ADVANCED AUTOMOTIVE DIAGNOSTICS AND REPAIR

Figure 4: This example involves a 2010 Mini Cooper S that came in as a crank/no-start.

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MAKING

TENS OF THOUSANDS OF CARS LOOK A LOT COOLER.

MAKING

TENS OF MILLIONS

OF CARS AND TRUCKS RUN COOLER .

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BMW/Mini COURTESY ADVANCED AUTOMOTIVE DIAGNOSTICS AND REPAIR

Figure 5: Mini Cooper crank/no-start zoomed. The first part of the waveform to examine is the exhaust valve pocket. fire data on this vehicle is essentially the same as a domestic vehicle except the terminology is different. Misfire data on the scan tool is called true running value (see Figure 3).

This is a measurement of a cylinder contribution that the DME looks at. The ECM detects engine misfires by monitoring crankshaft speed.

The ECM receives the input from the crankshaft sensor and determines if there is a misfire present by comparing crankshaft speed variations between combustion events on each cylinder.

The crankshaft must rotate 720 degrees (2 rotations) to fire all of the cylinders in an engine regardless of the number of cylinders. Therefore, each firing event is spaced apart and occurs at a specific time.

By monitoring the crankshaft signal the ECM can determine which cylinder is misfiring and also the severity of the misfire. If the data is greater than 0 then that cylinder isn’t contributing enough for that cylinder.

Some scan tools will have a reset for the smooth running cylinder data and some don’t.

Resetting all adaptations for the particular system you are working on should be done after all repairs are made. That test kind of puts the DME back into a normal state, so to speak, similar to a fuel trim reset. It is also important to do a bul-

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letin search whenever you are working on a drivability complaint, let alone any other problem.

Rather than spend countless hours trying to get to the bottom of a problem, the manufacturers have done that research for you and more than likely have created a fix for that particular problem.

Never overlook all the resources that you have access to. Performing this service bulletin along with replacing the spark plugs repaired the slight misfire and set the smooth running values back to zero on all six cylinders.

As our next vehicle example, we can look at a 2010 Mini Cooper S 1.6L with a customer complaint of a crank but does not start condition.

This vehicle is from a friend of mine (Rusty Flake of Advanced Automotive Diagnostics and Repair of Whiteland, Ind.). This vehicle was towed in and it just cranked but wouldn’t start. Every once in a while there would be an ignition pop but no firing.

The vehicle did smell like it was flooded with a smell of raw fuel. Whenever there is a crank/ no-start on a vehicle it usually boils down to a few things. It’s either a fuel, ignition, electrical or a mechanical problem. You need all four to ensure that an engine will run and you need them to all happen at the correct time. Picking which subsys-

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BMW/Mini COURTESY ADVANCED AUTOMOTIVE DIAGNOSTICS AND REPAIR

Figure 6: After the engine fired, example of cold idle. tem to check first is often dependent on the condition or symptom that the vehicle is presenting.

There has been a lot of talk lately of a new procedure of checking compression and valve timing from the inside out. By using a pressure transducer attached to a lab scope one can actually see the in-cylinder compression being measured and the correct valve timing of the engine all while only removing one component... the spark plug. So with the lab scope hooked up to the pressure transducer and inserted into the spark plug hole, the engine was cranked and a recording was taken with the scope (see Figure 4).

After stopping the recording, the waveform was then analyzed using the zoom feature of the scope. Here you can see the in-cylinder compression waveform that was taken. By looking at the waveform you can see that there is a valve timing problem.

Looking at the deep pockets that went below the baseline, along with where the yellow line of the pockets crosses the vertical lines, this represents the different strokes of the engine.

Right there you can tell that the valves are not opening and closing at the correct times.

With that information, it was decided to pull the valve cover and do an inspection of the timing chains. The top chain guide was mostly gone and a couple of the others had chunks missing. Based

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on that evidence the job called for replacing the chain and guides.

After the job was completed and the engine was started, the scope was hooked back up to see what the running compression looked like at a cold idle and on a hot running idle (see Figures 6 and 7).

In order to break down the in-cylinder compression waveform, let’s look at what was happening. This cranking waveform shows just what is occurring within the cylinder (see Figure 5), showing crank/no-start zoomed.

The first part of the waveform to examine is the exhaust valve pocket. This pressure change shows when the exhaust valve opened. Under a cranking condition the target for the pressure change is 30-60 degrees before top dead center (BTDC). This pressure change produced from the exhaust valve opening is late at approximately 10 degrees BTDC. This indicates that the exhaust camshaft is two teeth off (the rule of thumb is 15 degrees for each tooth).

Now examine the intake pressure change after the 360 degree point (TDC). There is a pressure drop that occurs at 30 degrees after top dead center (ATDC). Note that this should occur at the 360 degree point.

This drop in pressure is produced from the downward movement of the piston. As the piston moves away from the cylinder head, a negative

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BMW/Mini COURTESY ADVANCED AUTOMOTIVE DIAGNOSTICS AND REPAIR

Figure 7: Screen shot with engine at hot running idle. pressure (vacuum) is created within the cylinder.

If the intake valve opens late, the pressure within the cylinder is already in a negative pressure state, thus the pressure drops as soon as the intake valve opens. This shows that the valve opening is 30 degrees late.

Now look at the intake valve closing that occurs after the BTDC position. The pressure change is occurring at the 90 degree ABDC (after bottom dead center) position. This shows the intake valve opening is late by 30 degrees. (Note: The correct position for this pressure rise is 30-60 degrees ABDC). This cranking in cylinder pressure waveform clearly shows the camshaft timing is approximately two teeth late (retarded). If one learns how to interpret the pressure changes that occur within the cylinder there is indeed a lot of valuable diagnostic information contained.

This is just one method of testing a crank/nostart. As I stated, you might start with a different system on the vehicle, but getting to the bottom of the problem is what’s essential in diagnosing the issue.

These were just two examples of attacking a diagnostic repair on a European vehicle. It’s essentially no different than a domestic or Asian vehicle. One of the most important things to remember when working on European vehicles is not to get intimidated. Yes, they have their differ-

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ences. Yes, they do require some different tools, but that’s about it.

It’s the understanding of the system that you are working on that makes the difference. And that goes for any vehicle that rolls into your bay.

Whenever you are using your scan tool or lab scope, I encourage you to build a mini library.

Take multiple screen shots of what you are working on. Label them as good or bad. Label them as before and after.

A lot of technicians are sharing their information with each other. Someone might be looking for a particular screen shot or wave form that you might have and vice versa. Remember, sharing is caring and in this industry we all could use a little help now and then. ■ Edwin Hazzard owns South East Mobile Tech in Charleston, S.C., which is a mobile diagnostic and programming service providing technical service to many automotive and body repair shops.

He has 36 years’ experience in the automotive industry.

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

Steering

ADDRESSING SUV/CUV

STEERING ISSUES

T

Basic system concerns

By Mike Mavrigian

Today’s SUVs (sport utility vehicles) and CUVs (crossover utility vehicles) face the same steering system issues as other types of vehicles, in terms of steering system component wear, braking system operation and wheel alignment concerns.

However, with the advent of electric power steering systems, AWD systems and potential overloading due to (in some cases) increased cargo capacity, we decided to take a closer look at potential steering-related issues and preventing comebacks following service. Included here are both basic system concerns as well as a few vehicle-specific issues. Note that the vehicle-specific examples were gleaned from Mitchell 1’s ProDemand site.

BALL JOINTS Any technician understands the importance of lower ball joints. As a ball joint wears, the ball becomes loose within its socket, allowing the ball and stud to move excessively. This is often represented by a clunking noise from the front suspension as the vehicle travels over bumps or a rough road.

Loose or damaged ball joints can also cause excessive wheel vibration and uneven tire wear at the inner and outer shoulders. Naturally, premature shoulder wear can also be caused by under-inflation, but if inflation is correct, suspect the ball joint(s).

Worn ball joints also can result in wandering, where the vehicle tends to steer on its own left or right, causing the driver to counter-steer to compensate, as worn ball joints can allow wheel camber angles to change erratically. Obviously, if a ball joint fails and separates, the wheel angle can change abruptly and result in loss of connection with the lower control arm.

Typical causes for ball joint damage include inferior materials, such as synthetic liners between the stud ball and bearing cavity, moisture or dirt entering the joint due to an inferior, poorly installed or damaged dust boot, or lack of lubrica-

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tion which eventually leads to sticking, seizing or grinding of the joint and possible failure.

Whenever replacing a ball joint, it’s always preferable to install a quality aftermarket joint that features a pre-installed dust boot that has been properly seated, a serviceable zerk fitting, allowing for future flushing and introduction of fresh grease, and a powdered metal gusher bearing that provides constant lubrication.

Some OEM ball joints feature a polymer bearing and a non-hardened stud and inferior boot designs that may allow water and road contamination to enter and corrode the ball. Examples include but are not limited to 1997-2002 Ford Expedition and 1995-2005 Explorer models as well as 1996-2002 Lincoln Navigators. Improved aftermarket ball joints are readily available to address these concerns.

High quality ball joints designed to withstand abuse and provide durability are readily available from sources such as Moog’s Problem Solver designs.

In some cases, where customers “upgrade” to larger wheel diameters and wide tires with shorter sidewall height, ball joints and other suspension and steering-related components may be subject to increased wear as the shorter sidewalls offer reduced deflection and a subsequently stiffer tire-toroad impact.

Loaded ball joints experience vehicle weight, typically at the lower control arm at the lower arm on an SLA (short/long arm) suspension, which also must be able to pivot in relation to steering linkage and the steering knuckle.

On a twin-arm suspension, the upper ball joint serves as a follower joint. A strut suspension uses a follower ball joint to connect the lower control arm, steering knuckle and the strut. The upper strut mount assembly features a thrust-type bearing to support the weight of the vehicle and allow the steering linkage to rotate the strut and steering

COURTESY OF MOOG

Here’s an example of a failed OEM ball joint with plastic liner (this is not a Moog part). knuckle. Check for both axial and lateral runout.

Axial runout of a ball joint basically refers to the in/out movement of the ball joint stud and ball relative to its ball socket as the stud and ball moves in-out of the socket. Lateral runout refers to movement of the stud ball side-to-side within the socket.

To check for axial runout on an SLA suspension, support vehicle weight by lifting at the lower control arm. Place a pry bar between the bottom of the tire and the ground to first determine if any axial movement is present. When dealing with a

Even if there are no drivability issues, if you find a ball joint that features a damaged dust boot where it is evident that it does not hold grease and that moisture and grit have entered the boot, it’s time to replace the joint before it fails.

BRAKE LINE WRENCH SET

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Steering MacPherson strut front suspension, lift the vehicle by the frame or rocker panel support area and test in the same manner.

If lower ball joint axial play is suspected, attach a dial indicator to the lower control arm and position the dial gauge in a vertical position on a clean flat spot at the top of the spindle steering knuckle.

Preload the dial indicator by about 0.050 inch and zero the gauge. While prying up/down, if axial movement exceeds the manufacturer specification limit, the ball joint (or the lower control arm assembly, depending on the design), should be replaced. Naturally, always refer to the runout limit specifications listed for the specific vehicle. Manufacturer specifications regarding axial or lateral joint runout limits will vary from about 0.020 inch to as much as 0.100 inch or more.

VEHICLE PULLS LEFT OR RIGHT A directional pull can be caused by a number of variables, including a worn or broken coil spring, worn control arm bushings, a worn/loose tie rod, wheel alignment issues and/or a brake issue.

If the pull occurs only when braking, the cause is most likely a caliper issue, where the left or right caliper is not applying the same pressure on its rotor.

line and/or under braking, incorrect/uneven camber or caster angles may be suspect.

For example, if the right front wheel features positive camber and the left front wheel features negative camber angle, the vehicle will always try to pull to the left. If the caster angles are out of specification, the vehicle will tend to pull in the direction of the side with the least positive caster.

TIRE WEAR AND INFLATION Naturally, one of the basic checks during most service involves inspecting tire condition and inflation pressure. Uneven and/or premature tread wear can result from a number of issues including lower ball joint looseness, improper wheel alignment angles (toe issues resulting in feathered wear, camber issues resulting in excessive inner or outer tread shoulder wear), and inflation issues where the center tread wear is excessive due to over-inflation, or both inner and outer shoulder wear due to under-inflation. Worn or damaged shock absorbers or struts can result in choppy tread wear due to inadequate compression and rebound control.

Considering today’s across-the-board inclusion of tire pressure monitoring systems (TPMS), inflation issues shouldn’t be as much of a concern, yet there are customers out there who tend to ignore the TPMS in-dash alerts.

WHEEL ALIGNMENT Obviously, incorrect wheel alignment angles can easily influence steering stability, wander, directional pulling during cruise or braking, and premature tire tread wear. The relatively higher sprung weight of larger SUVs adds increased stress to various steering system components, potentially resulting in faster wear rates of system components such as tie rods, control arm bushings, lower ball joints, springs and possibly faster tire wear issues.

A pre-alignment check, as with any vehicle, is important to detect worn or damaged steering components prior to an attempt to adjust wheel alignment. Take particular note of any cargo or the presence of a trailer hitch. Have a conversation with the customer with regard to cargo loads (if high loads are expected, and how often these loads are carried). If a trailer hitch is featured, ask the customer if he or she pulls a trailer, and if so, how often, and the trailer tongue weight. This can influence the front wheel alignment when the vehicle is exposed to heavy rear axle loads. If the vehicle tends to pull or wander while driving in a straight

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TIE ROD ENDS A worn tie rod end will allow the wheel toe angle to fluctuate/change, causing uneven tire wear, vibration and wander. If a tie rod end fails, the wheel will have no directional control and will toe in or out fully, resulting in loss of steering control and a potential crash.

Always replace with the highest quality tie rod ends, always install a new locking nut and tighten the stud nut at the steering knuckle to factory specifications. Do not allow the ball and stud to rotate when tightening the nut.

Most new tie rod ends feature an anti-rotation male hex at the tip of the stud, allowing you to hold the shaft stationary while initially tightening the nut.

Once the tapered stud has interference-fit into the steering knuckle hole, use a torque wrench to final-tighten the nut. Note that SUVs often use beefier components and require increased nut torque, so always refer to and follow factory torque specifications.

WANDER Vehicle “wandering” can be caused by any of several potential concerns, including uneven tire inflation (where the vehicle tends to drift to one side or the other), low tire pressure that allows excessive sidewall flex and can easily increase steering effort, loose/worn tie rod ends and/or ball joints, damaged or missing anti-sway bar end links or bushings, and incorrect wheel alignment.

Worn or damaged shock absorbers can contribute to wandering, as spring oscillations are not properly controlled, potentially causing the driver to continually make steering corrections when travelling over bumpy or uneven roads.

CV JOINTS Worn/contaminated/failing CV joints can easily cause a vibrational issue that the customer may blame on a wheel imbalance, prior to or in addition of joint failure, which would render the vehicle un-drivable. Whenever a vehicle that features CV joints is on a lift, inspect the boots for tears, cracks or splits or boot clamps that are dislodged.

If grease has migrated out of the boot, or if contaminants have entered the boot, the CV joint should be replaced. Considering today’s ready availability of complete CV axle assemblies, it’s usually more advantageous (considering the expense of labor time) to simply replace the shaft assembly as opposed to rebuilding or replacing only the offending joint.

ELECTRONIC STEERING Electronic power steering systems (EPS) are increasingly being used in today’s vehicles. An allelectric power steering system, as opposed to a hybrid system that featured an electric-over hydraulic function, works by incorporating information with the EPS control unit, EPS motor, reduction gear, and torque sensor.

A pinion gear provides the power assist by rotating the pinion gear. The reduction gear is press fitted onto a set of splines on the pinion shaft and delivers the assist to the rack gear instead of pushing on the rack gear as in a hydraulic system.

In a rack steering system that incorporates electric assist, the steering gear itself is a manual rack with an electric motor mounted on the steering column or the rack. When the driver turns the wheel, a steering sensor detects the position and rate of rotation of the steering wheel. This informa-

Always inspect CV joints for boot condition.

A dislodged, torn, cracked or degraded boot can quickly allow grease to evacuate and moisture/debris to enter the joint. A clicking feeling/noise during slow turns is an indication of a worn/dry/damaged CV joint.

If not addressed in a timely manner, the joint can separate during a turn, causing a steering control issue and lack of drive output. tion along with input from a torque sensor mounted in the steering shaft is sent to the power steering control module.

The system also uses other inputs such as vehicle speed sensors and information from the traction control system are factored in to determine how much steering assist is required. The control module then tells the motor to rotate the required amount, attached to the motor is the motor resolver sensor, which measures the rotation of the motor and sends the data to the EPS control module. Different road surfaces will require different amounts of steering assist.

• Normal mode — Left and right assist is provided in response to inputs and vehicle speed.

During normal operation power assist levels will decrease as the vehicle speed increases.

• Assist limitation — Will occur if there is a problem with the information going back to the EPS control module, overheating of the EPS module or a malfunction with the A ugust 2 019

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Steering controller area network.

• Assist off — System if turned off if there is a problem with any of the major EPS components.

DIAGNOSIS TIPS Most systems malfunctions present problems such as: • Heavy steering — Check torque sensor, power steering motor, speed sensors, powers steering ECU, and ECU source voltage.

• Uneven steering between right and left — Check calibration of torque sensor (built into steering column), power steering motor, power steering ECU or wheel alignment.

• Steering effort doesn’t decrease while driving — Check torque sensor, power steering motor, power steering ECU. • Knocking when turning steering wheel — Steering intermediate shaft, ball joint.

• Noise or vibration in steering wheel — Check power steering gear, steering column.

• Squeaking — Power steering motor.

COURTESY OF TRW

Example of a rack & pinion assembly with built-in motor.

ons at the ALDL or DLC interface devices can cause issues related to high or low speed data bus traffic. One of the potential concerns is erratic electric power steering boost potentially associated with codes U2109, U2107, U2100, B1325 and C0000.

Other issues may involve reduced power messages and codes, Stabilitrak message and codes, C0561 stored in the EBCM leading to a traction control issue, no high speed LAN communication along with various communication U-codes, TCM in default mode (transmission may not shift for one key cycle), erratic gauge readings or flickering displays, SES, MIL or CEL light set and numerous DTC communication codes such as U0100, U0101, U186B and U1862.

Also, diesel power-up devices causing no power in 4WD low range, battery run-down, TPMS light illuminated and the inability to relearn TPMS, reduced propulsion power message in hybrids, service high voltage charging system message in hybrids, and various engine and transmission performance issues with the SES light set.

Plus radio not shutting off after vehicle shutdown, bus or LAN traffic staying active leading to battery discharge, problems reprogramming modules due to interference or the device not allowing the bus to power down, losing ONSTAR ability to provide diagnostic data and intermittent drivability issues.

VEHICLE-SPECIFIC EXAMPLES Following are a few vehicle-specific examples of steering related issues (courtesy of Mitchell 1): SUBARU EPS Subaru announced a new EPS (electronic power steering) control module for 2012-2016 Impreza 2.0L, 2013-2017 Crosstrek and 2014-2017 Forester models. The new EPS control modules address a “limited number” of customer concerns regarding increased steering effort which may occur during freezing temperatures after a cold start. The cause has been identified as a frozen relay contact inside the control module. Illumination of the EPS warning lamp can also occur and a DTC C2532 may be stored. The new EPS control modules were incorporated into production starting with Crosstrek VIN HH276440 and Forester VIN JH401989.

ADD-ONS CAN CAUSE STEERING ISSUES General Motors reports that aftermarket add-

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HYUNDAI SANTA FE On some 2013-2018 Santa Fe vehicles, a yoke noise may develop in the steering rack. A rattle type noise is heard when driving and turning the

Aftermarket device at the ALDL.

service manual during alignment adjustments.

2. Remove the steering gearbox assembly from the vehicle.

3. Secure the steering rack in a vice with the yoke plug facing up. Remove any foreign substance or adhesive from around the rack housing and yoke plug. Be sure to protect the rack when securing to the vice using shop towels.

4. Remove the lock nut using the yoke lock nut tool and discard the original nut.

Monitoring device example. steering wheel, with the noise coming from the steering rack yoke support area.

1. Secure the steering wheel in the straightahead position to prevent damage to the clock spring. Do not allow the steering wheel to spin freely, in order to prevent damage to the clock spring. Use a steering wheel holding device such as the one listed in the

Before loosening the yoke plug, clean off any debris to prevent contamination.

Using the offset yoke nut tool, remove the lock nut and discard.

5. Loosen and remove the yoke plug and discard.

6. Remove the yoke spring, but do not

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Steering

Remove the yoke plug (E).

Install the support yoke with the concave end entering the housing, aligning the curve as shown (H).

Remove the spring (F).

Removing the support yoke (G).

Install the spring to seat into the support yoke as shown.

After hand tightening the After marking the location of the first plug, torque to spec. mark on the plug to the housing, rotate the plug counter-clockwise to align the second blue mark to your housing mark. This will involve a counter-clockwise turn of 70-degrees.

discard it, as it will be re-used during assembly.

7. Clean the threads and interior of the yoke plug housing with a clean rag and only isopropyl alcohol. Be sure to clean off any grease from the threads.

8. Remove the support yoke and discard.

9. Clean out any remaining debris from the threads and interior of the plug housing with compressed air (wear protective goggles when using compressed air).

10. Check that the new support O-rings are properly seated. Apply 3 grams of grease (1 full tube) on the center of the yoke liner.

Be sure that the grease does not push out onto the housing threads when installing the support yoke. Apply a thin layer of grease on the outer diameter O-rings of the support yoke. Apply a thin layer of grease where the yoke spring sits in the support yoke.

11. Install the new support yoke. Make sure that the curve of the support yoke is aligned properly.

12. Reinstall the yoke spring.

13. Initially hand-tighten the new yoke plug.

14. Tighten the yoke plug to 36.8 ft.-lbs. (50 Nm), within 1 minute after initial hand tightening.

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Seat the O-rings and apply grease to both ends of the support yoke.

15. Create a single mark on the housing, which is aligned with the pre-existing mark on the yoke plug.

16. Rotate the yoke plug counter-clockwise until the blue yoke plug mark is aligned with the steering rack housing mark made in Step 15.

17. Hand tighten the lock nut until it contacts the surface of the rack housing.

18. While holding the yoke plug with a socket wrench, tighten the lock nut using a torque wrench, tightening to 40.5 ft.-lbs. (55 Nm).

19. Reinstall the rack and perform a front toe alignment.

GMC POWER STEERING MESSAGE A bulletin released by GMC involves a service warning for ABS and/or traction control on 2015-2018 Yukon and Sierra models, with any of the following DTCs: B127B, U0077, U0121, U0126, U0131, U0139, U0151, U0401, U0415, U18A3, U2179 and/or U0428.

The conditions might include any of the following: • ABS and/or TRAC warning light/message.

• Electric power steering issue.

• Backup/reverse camera inoperative.

• Loss of communication with EBCM, SDGM,

SDM, SWPS, PSCM, PTO, HMI and/or SCM. • Backup camera grid or guidance lines missing/inoperative.

• Vehicle settings icon grayed out.

These concerns could be caused by high resistance/open/short in the communication enable circuit 5986.

The BCM activates this circuit when the ignition key is in ACC, ON and START positions (there will be voltage present in the OFF position only for a short time until the BCM goes to sleep). The communication enable circuit wakes up the module for serial data bus communication. Circuit 5986 will have approximately 12 volts and should light a test light, but is not designed to handle heavier electrical loads like a headlight bulb.

Monitor the voltage on the communication enable circuit at any of the modules affected. If low voltage or no voltage is present when the concern occurs, inspect for open/high resistance/shorts on the circuit and repair as needed.

Circuit 5986 is a low amperage signal circuit

and it may not be able to power certain test lights or bulbs. The use of a voltmeter and small bulb (example 194 bulb) is required to load test the circuit.

With a battery charger/maintainer connected to the vehicle, attach one side of a 194 bulb to circuit 5986 (at the suspect module) and the other side to a good ground (battery negative).

Next, wake up the BCM by turning the headlights on or turning the ignition switch on, and make sure that the bulb lights. If the bulb does not light, inspect for high resistance/open/shorts in circuit 5986.

If the bulb does light, use a voltmeter and measure voltage across the 194 bulb to make sure that there is at least 11 volts. If not, inspect for high resistance/open/shorts in the circuit. A 194 bulb draws about 250 ma.

Attaching too much of a load to circuit 5986 will pull the voltage down below 11 volts and lead to misdiagnosis.

The BCM monitors circuit 5986 for an excessive amperage draw and will shut down the output on the circuit if it draws more than 0.88 amps (example: short to ground). ■

RED, WHITE, AND TRUE.

When you see this tag, you know you’re dealing with a steering component you can trust. Since 1987 AAE has been a leading brand of new and remanufactured steering racks, power steering pumps, gearboxes, and related electric components.

Thanks to our rigorous testing and quality control, we have one of the lowest warranty rates in the industry. What’s more, all of our remanufacturing is done here in the US of A — and even our new parts are tested and proven here.

For more information about AAE products, call 1-800-654-7565 or visit www.aaesteering.com ©2019 CRP Industries® Inc. All rights reserved. The CRP Industries facility is registered under the Manufactured Again Certification program.

EPS NEW & REMAN PRODUCTS • EHPS REMAN PRODUCTS • HPS NEW & REMAN PRODUCTS

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Te chnical Ser vice Bulletins

ACURA STUBBORN OR STICKY SHIFTER

This bulletin applies to 2016-2017 Buick Cascada vehicles. Some customers may comment that when parking and turning off the vehicle, the radio continues to play after the driver door is opened. Technicians may find DTCs U1530 or U1534.

The cause of the condition may be a poor window motor control circuit board that may have a defect which does not allow communication to the BCM for window indexing. For proper operation, the BCM needs to see the indexing signal to know that the door is open and cancel radio operation.

Follow service manual diagnostics to verify the condition of no window indexing communication to the BCM. For vehicles with this condition, replace the driver door power window regulator/motor assembly.

This bulletin app l i e s to 2 0 16 Inspect the Reverse and Neutral Acura RLX AWD shift buttons for debris. If either vehicles where button does not function properly after cleaning, replace the shiftmultiple indica- by-wire shifter assembly. tors are on or the transmission won’t go into gear, and the MIL is on with automatic transmission DTC P26C3 (internal control module transmission range sensor performance). There may be debris in the Reverse or Neutral shift buttons of the shiftby-wire (SBW) shifter assembly that’s causing them to stick.

Typical debris are particles in the Reverse shift button or sticky residue in the Neutral shift button from something that spilled.

1. Check for debris in either shift button. If you find particles in the Reverse shift button, pull it back and remove them with either a vacuum or a pair of tweezers. If you find sticky residue in the Neutral shift button, remove the residue with a clean cloth dampened with fresh water.

2. If you do not find debris in either shift button, with the engine off, work each button of the SBW shifter assembly one at a time. If any shift button is hard to depress, slow to return or does not fully return, replace the SBW shifter assembly.

3. If the SBW shift assembly is replaced, clear the DTC, start the engine, and with the parking brake set and the brake pedal depressed, work the Park, reverse, Neutral and Drive shift buttons one at a time, waiting 15 seconds between each gear change. Then repeat this three more times and wait 2 minutes before shutting off the engine. If the DTC does not reset and the transmission shifts normally, you’re done.

INFORMATION COURTESY OF WWW.MOTOLOGIC.COM

INFORMATION COURTESY OF MITCHELL 1

A defective power window regulator/ motor assembly control circuit board may be responsible for continued radio play after engine off and the driver door opened.

BUICK

RADIO WON’T SHUT UP

SUBARU

KNOCK, KNOCK This bulletin applies to 20132017 Subaru Crosstrek ve- Comparison of the new (left) hicles, starting with VIN knock sensor and the old sensor.

HH238540. The engine knock sensor has been redesigned to (P0327, P0328, P0332 and P0333). help improve assembly line ef- The knock sensor for DIT enficiency and increase durability. gines is now utilized for naturally The check engine light may aspirated engines to improve duilluminate and a knock sensor rability and resistance to heat.

DTC is set in the ECM memory The part number for the new

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knock sensor on Japan-built vehicles is 22060AA180, for U.S.built vehicles it’s 22060AA18A. If any of the previously listed DTCs are stored, diagnose as per the service manual. The installation torque specification for the knock sensor remains at 17.7 ft.-lbs. (24 Nm). Do not use antiseize compound on the sensor retaining bolt threads.

INFORMATION COURTESY OF MITCHELL 1

You never stop rising to new challenges to keep your customers moving safely to their destinations, and education at AAPEX 2019 has evolved to keep you ahead of the curve.

This year, choose from highly relevant, comprehensive AAPEXedu sessions designed for your action-packed schedule. Over three days, you’ll explore emerging technology, trade and regulation policies that will impact automotive aftermarket professionals, how to win in the new retail frontier, and much more.

You’ll also gain the latest insights on technology through fast-track sessions at Let’s Tech and hands-on training in Mobility Garage – Products and Training for Tomorrow. Attend AAPEX 2019 for the education that drives your business ahead of the competition.

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www.boschdiagnostics.com

Castrol

IBC

www.mycastrolepods.com

ContiTech

43

www.oetechnologyseries.com

CRP/AAE Steering Specialists

57

www.aaesteering.com

Drew Technologies

27

www.drewtech.com/asp

Lang Tools

51

www.langtools.com

MAHLE Gaskets

47

www.drivewiththeoriginal.com

Mighty Auto Parts

49

www.mightyautoparts.com

NAPA Auto Parts

OBC

www.napaonline.com

O’Reilly Auto Parts

23

www.firstcallonline.com

Schaeffler Group USA Inc.

55

www.repxpert.us

SKF USA Inc.

7

www.vsm.skf.com

Snap Loan

36-37

www.snapfinance.com

Tracer Products

9

www.tracerproducts.com

VDO OE Replacement Parts

11

www.vdo.com/usa

60

ASP

A ugust 2 019

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