MotorAge - August 2026

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THERMAL MANAGAMENT STRATEGIES

THE ROLE OF PROFILOMETERS IN MODERN ENGINE REBUILDING PAGE 5 2

PAG E 20

DO TECHS REALLY NEED $80,000 WORTH OF TOOLS? PAG E 59

BALANCING ACT Turbo balancing demands precision, not shortcuts. Learn why balancing equipment and proper technique separate successful rebuilds from disasters.

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Quality parts for miles and miles.

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VEHICLESERVICEPROS.COM

CONTENTS August 2026 / Vol. 145 No. 4

STARTERS

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04 Online Extras 06 Straight Talk 08 Tech Tips

TECHNICAL 10 Growing Into Mentorship The future of the industry depends on the knowledge you pass down Brandon Steckler

20 Smart Cooling Systems Understanding modern thermal management strategies is now essential to diagnosing cooling system failures Erik Screeden

30 The Art of Turbocharger Balancing Understanding why high-speed turbos demand precision-level attention to avoid catastrophic failure Mike Mavrigian

38 Dealing With GDI Examining gasoline direct injection from a service aspect 46

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Jeff Taylor

46 Paschen’s Law: The Physics Law Behind Every Firing Line Load determines firing voltage, not the coil. Use this physics to diagnose the real fault Noah Nelson

52 Surface Finish Measurements for Engine Machining Understanding why profilometers are critical tools for modern engine rebuilding Mike Mavrigian

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59 Boxed In: The Culture of the $100,000 Toolbox What if everything you’ve been taught about toolbox building is wrong?

Noah Nelson

62 Electric Motor Evolution: 2000 to 2026 Why the electric motor is replacing the internal combustion engine—and what technicians need to know Craig Van Batenburg

TOOLBOX 68 Automotive Product Guide 71 Ad Index 72 Technical Service Bulletins Motor Age is published 6 times yearly (February, April, June, August, October, December) by Endeavor Business Media, LLC. 201 N Main St 5th Floor, Fort Atkinson, WI 53538. Customer service can be reached toll-free at 877-382-9187 or at MotorAge@omeda.com for magazine subscription assistance or questions.

Printed in the USA. Copyright 2025 Endeavor Business Media, LLC. All rights reserved. No part of this publication may be reproduced or transmitted in any form or by any means, electronic or mechanical, including photocopies, recordings, or any information storage or retrieval system without permission from the publisher. Endeavor Business Media, LLC does not assume and hereby disclaims any liability to any person or company for any loss or damage caused by errors or omissions in the material herein, regardless of whether such errors result from negligence, accident, or any other cause whatsoever. The views and opinions in the articles herein are not to be taken as official expressions of the publishers, unless so stated. The publishers do not warrant either expressly or by implication, the factual accuracy of the articles herein, nor do they so warrant any views or opinions by the authors of said articles.

Endeavor Business Media provides certain customer contact data (such as customers’ names, addresses, phone numbers, and e-mail addresses) to third parties who wish to promote relevant products, services, and other opportunities that may be of interest to you. If you do not want Endeavor Business Media to make your contact information available to third parties for marketing purposes, simply call toll-free 877382-9187 or email MotorAge@omeda.com and a customer service representative will assist you in removing your name from Endeavor Business Media’s lists.

Motor Age does not verify any claims or other information appearing in any of the advertisements contained in the publication, and cannot take responsibility for any losses or other damages incurred by readers in reliance of such content. While every precaution is taken to ensure the accuracy of the ad index, its correctness cannot be guaranteed, and the publisher waives all responsibility for errors and omissions

MOTOR AGE

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VEHICLESERVICEPROS.COM

ONLINE TALK SHOP. ANYTIME.

ART AND PRODUCTION ART DIRECTOR Emme Osmonson PRODUCTION MANAGER Sheila Ward AD SERVICES MANAGER Karen Runion

VIDEO

CLIMATE CONTROL SERVICE DIAGNOSTICS VIDEO

Modern climate control systems demand more than a quick recharge.

This 2.5-hour Motor Age Training webinar, sponsored by AutoZone, features Jerry Truglia and Pierre Respaut with Technicians Service Training delivering a comprehensive approach to checking, servicing, and diagnosing today’s HVAC systems.

Topics include visual inspection techniques, system performance testing, temperature evaluation, refrigerant identification, leak detection methods, and proper recovery and evacuation procedures.

You’ll learn to identify common failure points, pinpoint system inefficiencies, and detect sealant contamination before it damages equipment. A properly serviced climate control system improves customer satisfaction and reduces comebacks. This webinar gives technicians the confidence and process needed to handle HVAC issues efficiently and professionally.

Watch the full walkthrough for practical insights you can apply in the bay.

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EDITORIAL GROUP EDITORIAL DIRECTOR Chris Jones / christopherj@endeavorb2b.com EDITOR Mike Mavrigian / mmavrigian@endeavorb2b.com TECHNICAL AND MULTIMEDIA CONTENT DIRECTOR Erik Screeden / escreeden@endeavorb2b.com TECHNICAL EDITOR Noah Nelson / nnelson@endeavorb2b.com CONTRIBUTING WRITERS Jeff Taylor, Craig Van Batenburg, Brandon Steckler

STOP SAVING SCAN REPORTS THE HARD WAY—USE AUTEL CLOUD INSTEAD

In this Tech Tips video, Keith Perkins of Motor Age and FenderBender walks through pre-scan, post-scan documentation and vehicle ingress using a 2022 Mazda CX-30 as his example.

He demonstrates how Autel Cloud diagnostic reports streamline workflow from scan to shop management system, including MaxiSYS topology mapping and ADAS calibration reporting.

Perkins explains how cloudbased integration allows technicians and service writers to access scan data from any device, eliminating manual file transfers.

He covers report settings that control what information displays, so you can customize your tools to match your shop’s specific needs.

Watch the full video for valuable tips on improving your documentation accuracy and shop efficiency.

SALES ASSOCIATE SALES DIRECTOR Mattie Gorman-Greuel / mgorman@endeavorb2b.com DIRECTOR OF BUSINESS DEVELOPMENT Cortni Jones / cjones@endeavorb2b.com ACCOUNT EXECUTIVES Kyle Shaw / kshaw@endeavorb2b.com Marianne Dyal / mdyal@endeavorb2b.com Darrell Bruggink / dbruggink@endeavorb2b.com Sean Thornton / sthornton@endeavorb2b.com Diane Johnston / djohnston@endeavorb2b.com Lisa Mend / lmend@endeavorb2b.com Chad Hjellming / chjellming@endeavorb2b.com

ENDEAVOR BUSINESS MEDIA, LLC CEO Chris Ferrell COO Patrick Rains CDO Jacquie Niemiec CALO Tracy Kane CMO Amanda Landsaw EVP TRANSPORTATION Chris Messer EVP ENDEAVOR BUSINESS INTELLIGENCE Paul Mattioli VP OF CONTENT STRATEGY, TRANSPORTATION GROUP Josh Fisher BUSINESS STAFF PUBLISHER Andrew Johnson BUSINESS DEVELOPMENT DIRECTOR, MOTOR AGE TRAINING Michael Willins HOW TO REACH US ENDEAVOR BUSINESS MEDIA LLC. 30 Burton Hills Blvd, Ste. 185, Nashville, TN 37215 Phone: 800-547-7377 CUSTOMER SERVICE Subscription Customer Service 877-382-9187; 847-559-7598 MotorAge@omeda.com PO Box 3257 Northbrook, IL 60065-3257 REPRINT SERVICES reprints@endeavorb2b.com

MEMBER OF:

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STRAIGHT TALK

VEHICLESERVICEPROS.COM

“

Lucky Trucks and Lazy Techs IMAGINE ONCE IN A WHILE the stars align, and you get lucky. Lucky, as if you woke up one morning and found yourself in a bed of four-leaf clovers.

You stumble out of bed and trip over a foot locker filled with cash. You take a shower and step onto a scale, only to find that you’ve somehow managed to lose 25 lbs, and your favorite jeans now fit perfectly. You get dressed, get into your ride, and cruise toward your workplace.

A few blocks down the road, you get pulled over by a local sheriff ’s deputy.

You roll your window down and grab your license as the officer approaches.

The officer’s wearing a grin, and he informs you that because of your excellent driving, you’ve been selected to receive a $500 gift card, and he offers to provide a police escort to your destination (blue lights and siren—the whole nine yards).

You arrive at your shop to find that a home remodeler TV show crew had been working all night to repave your parking lot, repaint the building, and install a gorgeous landscaping treatment, all free of charge. An hour later, a lawyer shows up to inform you that you’ve inherited three million bucks from an uncle you never knew existed.

The next weekend, you decide to go fishing, and you nail a record largemouth bass on the very first cast.

You get the drift. That’s (almost) how I feel about my 2020 Ford F-150.

Yep, even automakers sometimes get it right. Equipped with a 5.0L naturally aspirated engine, the truck manages to

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average 22 mpg and squeezes 25 mpg on the highway. It does everything right— handles great, ideal steering response, braking is always confident, interior is ultra comfy, and the 400-plus horsepower gleefully hooks up and mashes me into the seat whenever I tell it that it’s time to get up and go.

Even after stacking up almost 95,000 miles, not one glitch—nada, nothing.

Aside from simple preventative maintenance (oil change every 3,500 miles, tire rotation, brake pads, transmission flush, etc.), nary a peep of doom and gloom, unlike every one of my previous trucks. After owning about a dozen trucks over the years, this puppy makes me smile every time I plop into the seat and fire up the torquey 5.0. Best truck I’ve ever owned. Sure, maybe this one is a fluke, but it makes me realize that even with today’s increasingly complex systems and potential for issues, it’s possible for automakers to achieve near-perfection. Sometimes you simply get lucky.

Things That Bug Me Every once in a while, I feel the need to vent. I know that I’m not alone in this. Everyone has one or more “pet peeves”—things that people say or things that occur that just bug the willies out of you. One of mine is how some folks constantly refer to fastener sizes by the wrench size required to service a bolt or nut. This mistake regularly rears its head on internet posts and videos, even in posts made by so-called experts.

The bolt head has nothing to do with

bolt size. While head-driver style may vary in terms of design and size (hex head, 12-point, flat top, socket head cap screws, etc.), thread size and driver size are two separate issues.

Any experienced tech knows full well that 1/2” bolts required for a typical intake manifold would be a ridiculously massive overkill for the application.

Such a reference instantly recognizes that the person making the statement is actually referring to the wrench required. Nonetheless, statements like that can make a pro tech’s toes curl up.

Bolt, stud, and nut sizes are identified by thread diameter. Period. The size of the required wrench should never be used to identify bolt size.

Do you agree? Or am I too nitpicky?

Let me know.

MIKE MAVRIGIAN MOTOR AGE // EDITOR mmavrigian@endeavorb2b.com

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Unplugging a Tesla From a J1772 Charger The easiest way to disconnect a Tesla from a J1772 public charging station is to remove the charging handle and the Tesla adapter together. Make sure the vehicle is unlocked. Hold the charging handle in one hand and the Tesla adapter in the other. Press and hold the button on the charging handle, then pull outward with both hands to remove the handle and adapter as one unit. Press and hold the button again to separate the adapter from the handle. If the handle separates from the adapter first, the vehicle may automatically lock the adapter in the charge port; use the touchscreen to unlock the port and remove it.

REMOVE THE CHARGING HANDLE and Tesla adapter at the same time. PHOTO COURTESY OF MITCHELL 1

Corvette Performance Data Recorder Reset If a customer with a 2024-2025 Chevrolet Corvette reports that the performance data recorder won’t work or shows a dead battery, check for code U1652 in the serial data gateway module. The PDR may fail to open on the radio display screen, or it may open to a blank screen. Press the home button on the radio display to confirm the system will exit the PDR function and return to the home screen. If that

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works, it confirms a software anomaly in the K161 PDR module, which may prevent internal functions from properly initializing at startup. GM recommends a 12-volt global reset: remove the 12-volt battery cables for a full five minutes and secure them together to discharge any stored energy in the vehicle. This restores normal PDR functionality, and the issue is unlikely to recur.

Tap the Crank During Crankshaft Installation When installing a crankshaft, once the main caps are snugged—for example, to 10-15 foot-pounds—tap the crank fore and aft with a brass hammer. This allows the main caps to square up, especially at the thrust bearing location.

Then continue tightening the main cap fasteners to specification.

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Choose Coated Main and Rod Bearings Given the choice between uncoated and coated main and rod bearings, it’s wise to always select the coated version. Bearing makers commonly identify coated bearings by adding a “C” or “K” to the part number. The friction-reducing coating helps prevent bearing damage during cold startup or momentary oil starvation.

The small increase in cost over uncoated bearings is far outweighed by the benefit.

Checking Connecting Rod Sideplay During engine assembly, the service manual will list a specification for connecting rod sideplay—the clearance between a pair of rod big ends or, on a 4-cylinder engine, the distance the rod big end can move on the journal between the two fillets. To check sideplay with the rods installed, spread the two rod big ends apart and insert a feeler gauge. Where only one rod sits on a journal, this measures how far the big end can travel between fillets. Clearance specifications range from about 0.006 inch to 0.015 inch or more. The key is making sure the rods can move enough to prevent rod big ends from grinding against each other, or a single rod from grinding against the fillet cheeks. Slightly too much clearance is better than too little or none.

Can't Charge Mach-E You may have a customer who complains about slow charging on a 20212023 Ford Mustang Mach-E vehicle.

The high-voltage battery may be slow to charge (or won’t charge at all) while using level 1 or 2 electric vehicle supply equipment after an over-theair update. This is likely due to the software in the secondary on-board diagnostic control module. Simply reprogram the PCM using the latest software update.

Disconnect the EVSE charge cord from the vehicle. Start a Ford diagnosis and repair system session and navigate to the Toolbox tab > Data Logger> SOBDM and Battery Energy Control Module and select BAT_CHARG_PWR parameter identification in both modules. If the PIDs show a value other than 0, reprogram the PCM.

Clean Pushrod Oil Passages Before Reinstalling When servicing a pushrod valvetrain—whether the pushrods are original or new—clean the oiling passage through each pushrod to ensure proper oil delivery to the rockers.

Even new pushrods can trap particles or preservative grease during manufacturing and packaging. Blow out each passage with compressed air, run a pushrod cleaning brush through its full length, then blow out again with compressed air. Never assume the oiling passages are clean.

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GROWING INTO MENTORSHIP

Growing Into Me

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Mentorship

What you know isn't as important as how you propel others beyond your capability. The future of our industry depends on it

BY BRANDON STECKLER

Brandon Steckler says Jim Morton has shared much wisdom with him over the last 18 years, and now he’s doing the same for younger techs.

PHOTO CONTRIBUTED BY BRANDON STECKLER

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BEING A KNOWLEDGEABLE TECHNICIAN is a valued trait in any shop on the planet. But being able to develop the patience required to pass that knowledge along is a lot more coveted than you might think.

I vividly remember my very first day in the dealership at just 18 years old. I was confident but intimidated at the same time. I knew I had a long road ahead of me, but I was also prepared to reach out to others for assistance.

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GROWING INTO MENTORSHIP

School of Hard Knocks Adjacent to me was a fellow named “Jeff.” He was a real bully. At least, he portrayed himself as such and certainly wanted me to believe it. Some 30 years ago, this was absolutely normal, and you were expected to have thick skin if you were going to play “technician” with the big boys at the dealership. This was simply, “A day in the life of…”

As disturbing as this may sound, it helped shape the way I am today, but more importantly, how I treat others (quite literally “what not to do”).

However, I’ve seen many young techs wash out of the industry altogether, directly because of this treatment.

This is extremely unfortunate, more so today than 30 years ago. I was fortunate that the daily roughhousing served me well.

Welcome to the Revolution Fast forward to 2026, and I find myself in a similar position to Old Jeff. I’m a humble servant of Future Auto Repair (in Bossier City, Louisiana). I lead the technical training division as Head Coach.

The experience levels and personalities of my teammates are vast. And learning how to share my knowledge and experience ( both good and bad) must be different (per team member)

T 1

Re Fe

When I entered the industry, it was expected of you to have thick skin. Although Jeff is a dear friend now, he was a bully then. While he meant well, had I followed my heart and quit (because I felt bullied), it would’ve changed my career entirely. Mentors meet apprentices where they are and nurture them. Encourage others to do the same.

Otherwise, there may be a knockdown that they won’t get up from.

PHOTO: EVERETT COLLECTION INC / DREAMSTIME.COM

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GROWING INTO MENTORSHIP

if it’s going to be retained and effective. For instance, anyone who knows me will attest that I’m a friendly and outgoing person by nature. With that, frequent hugs, handshakes, and thumps on the shoulder are my way of showing respect and camaraderie.

However, one of my absolute favorite guys in the shop deals with autism. One day, not realizing it, I put my arm around his shoulder, and he almost went through the roof. He then apologized (unnecessarily) and reminded me that he doesn’t enjoy being touched. Of course, I felt foolish and ignorant, but he assured me that he knows it wasn’t intentional and holds no ill will at all.

Situations like that remind me that not everyone thinks the same, feels the

same, or certainly doesn’t learn the same. The input I provide in our shop (at that personal level) is delivered so much differently than one would experience inside the classroom with me. Treating everyone the same might seem like the fair and safe way to go, but where some will prosper from it, others will lose their grasp, ultimately making the training less effective and perhaps even discouraging. In my opinion, this is the real difference between an instructor and a coach.

Knowledge Begets Further Knowledge Stepping aside from emotion for a moment, the technicians’ levels of knowledge vary greatly in the average repair shop. And, of course, for that reason, you won’t find continual

The foundation of all the advanced fancy testing techniques witnessed throughout social media and demonstrated at training events couldn’t bring success if the basics were not understood. As a mentor, make it foundational to instill these basics as building blocks in our apprentices’ curriculum. The basic tools and the testing techniques can be applied to virtually any vehicle.

PHOTO: TMARQUA | DREAMSTIME.COM

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success attempting to reach them at a level above their individual current standing knowledge. With that, the same holds true on the opposite side of the coin. If the content you are presenting is subpar to their current level of knowledge, it may appear boring, and the apprentice may become disengaged—another loss for you as a mentor.

My advice is to strive to reach people at the level they require. The exhibition of benevolence will be seen far and wide throughout the entire shop. This tends to further strengthen bonds between you and the apprentice(s) and increase the level of retention for the knowledge you’re working so hard to pass along; Why? Because trust is established. I’ve heard it said that “Not one person cares what you know until they know just how much you care.”

I love my team, and everything I do is in their best interests. I believe wholeheartedly that if I continue to do right by them, they’ll continue to do right by the team as a whole (they’ll strive to be the best they can be for themselves, the team, and our beloved customers).

But please don’t misunderstand what I’m trying to state. It’s of the utmost importance for a technician of any level to have a solid understanding of the basics. Many technicians (and mentors, for that matter) feel that if they know (or teach) what is perceived as “advanced diagnostic techniques,” it’ll place the apprentice above and beyond the capability of their peers.

This couldn’t be further from the truth.

Contrary to popular belief, it’s “the basics” that form a foundation for all the advanced diagnostic tooling and techniques. What is perceived as advanced is just a more efficient way of acquiring a diagnosis than the basic tests and tools provide for us. However, without a solid understanding

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GROWING INTO MENTORSHIP

of the basics, the techniques can’t be leveraged properly, and tools won’t likely be implemented correctly.

I’ve witnessed this countless times.

The real shame of it all is not necessarily the misdiagnoses that surface frequently, but more so the lack of confidence it creates and hinders most techs’ ability to grow.

Defining the Basics My advice is to be laser-focused on these basics. These are the tools that can be applied easily to virtually any year, make, model, and engine configuration out there. Some of these tools include: • Service information (system description, operation, wire diagrams, component locations) • DVOM • Scan tool

• Multi-trace DSO (lab scope) • Current probes • Pressure transducers • Thermal imager • Propane enrichment tool • Specific gravity tester • PC (for storing and saving data) Although it’s likely only a few of us have taken this career to be scientists, like it or not, that’s exactly what you are. Leverage these tests as a scientist would, to test their hypotheses. The tests conducted with the tools listed above allow you to express your thoughts through testing.

These are some of the testing techniques that can be leveraged with the tools (in different combinations) to prove or disprove your hypotheses: • Relative compression

• Voltage drops • Available voltage-ground supply versus current flow • DSO measuring cursors (for speed, frequency, amplitude, duty cycle) • Cranking intake vacuum testing • In-cylinder compression testing • Fuel-alcohol content and contamination testing What you’ll notice about the tools and techniques listed above is that, when implemented as intended, they’ll be leveraged each day virtually because they’re not vehicle-specific. The only way to get proficient at anything is to practice.

Learning to Learn By teaching your apprentices to get in the habit of practicing with the tools

As an apprentice’s knowledge base widens, it’s natural to see them experiment. As I learned of the concepts of ignition waveform analysis and was determined to witness the occurrence of cylinder turbulence present in the scope trace, I forced shop air into a firing spark plug’s gap while capturing the correlating ignition waveform.

PHOTO CONTRIBUTED BY BRANDON STECKLER

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GROWING INTO MENTORSHIP

and testing techniques that you instill in them, you’ve set them up for success. The tools and testing techniques being leveraged each day will bring them to a level of confidence and proficiency that’ll serve them for years to come, but simultaneously allow their knowledge base to grow in layers. Hence, “knowledge begets further knowledge.” Each layer gained yields a deeper understanding of the components and the systems they reside in.

What you’ve then created is a machine of continual growth.

This cycle drives anticipation—allowing the apprentice to become confident in what to expect from the tests performed and the tools being leveraged.

This is because when they’re confident in recognizing “good test results,” the “bad ones” stick out like a sore thumb.

Consequently, this also opens the door for experimentation ( “What happens when I do this?”). As the apprentice starts to experiment, they truly begin learning how to learn.

And curiosity creates the environment in which they conduct these tests. This is where many a discovery takes place and serves as the breeding ground for new testing techniques.

This is the exciting part for me as a coach and mentor.

As they enter this stage of growth, the apprentice tends to become more of a peer to the mentor. In many cases, I’ve witnessed the apprentice surpass the mentor in knowledge and proficiency. In fact, that’s exactly what happened with Old Jeff and me! (Now, he calls me for assistance).

Answer Questions with Questions One of the most rewarding discoveries for me as an instructor, technical support provider, and training coach was when I realized that (in many instances) the apprentice already knew the answer they were seeking (simply lacking confidence).

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By returning their queries with questions, I drove them to find their own answers. Not only did this build confidence and trust between them and me, but the lessons also tended to stick faster. At the same time, I’m demonstrating how to research the answers they seek so they can successfully make the mental model of the systems they face.

With this mindset, regardless of the vehicles they’re challenged with, the strategy for just-in-time education is the same, and mistakes and misdiagnoses (due to misconceptions) will be far less likely. And when mistakes do occur, the apprentice will see this as a “positive.” This potential training opportunity will serve them and those around them well, effectively learning from their own mistakes as a team.

Passing the Torch As important as I feel it is to pass knowledge along to apprentices in the fashion described above, I feel it’s even more important to instill in that same apprentice the responsibility he or she now potentially carries (should they choose to follow through). This is typically the point when that apprentice becomes a mentor himself (or herself ). It certainly isn’t for everybody, and for more than one reason.

For instance, they may not feel as though they have what it takes to be a teacher. But, like I tell my apprentices, “I’m not a teacher. I’m simply showing you what has worked for me and what hasn’t worked for me. I hope that you can learn from both my good and bad experiences.” So long as that new mentor is honest, everything else will fall into place.

T h e s e c o n d re a s o n m a ny shy away from the opportunity is that they don’t want to invest the time in someone else. In my experience, however, anyone who has learned from me wishes to educate others. I’m not

exactly sure why this phenomenon occurs, but it almost never fails. I think there’s a level of appreciation being exhibited as you help someone learn and grow. I like to believe it’s human nature to want to see others succeed by finding confidence and happiness in what they do each day; to serve a purpose and make a difference. To be a valuable member of their team and to their customers who rely on their expertise.

In the end, one of the greatest gifts I continue to receive as a mentor is the lightbulbs I see illuminating each day. The point where someone truly grasps the knowledge I’m attempting to pass along. It’s the trust built and the bond shared between mentor and apprentice that makes this process so very rewarding to me. I love my team, and I believe that I’m as fortunate to have them as I hope they’re to have me. I find joy in the thought that others share my view and are on the same path I’ve chosen, all over the world. In my opinion, it’s such gratifying but also important work. It’s a responsibility that we have chosen and must continue to see through. The sustainability and success of the automotive repair industry depend on it.

BRANDON STECKLER is an ASE Master Technician (A1-A9, C1, and advanced level designations in L1, L2, L3, L4, and xEV-Level 2) and a certified instructor with expertise in automotive diagnostics and driveability. He earned GM Automotive Service Education credentials from Northampton County Community College. With more than 20 years of experience spanning dealerships and independent shops, he instructs at Carquest Technical Institute and Worldpac Training Institute, authors books and classes, and provides technical support through Steckler Automotive Technical Services.

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SMART COOLING SYSTEMS

Smart Cooling Systems Understanding modern thermal management strategies is now essential to diagnosing cooling system failures

BY ERIK SCREEDEN

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BMW was an early adopter of electric water pumps on production internal combustion engines. When the N52 debuted in 2004 it came equipped with an electric water pump, which allowed the PCM to control coolant flow without dependency on engine RPM PHOTO: SERGEY GINAK / SHUTTERSTOCK

JOSHBRYAN / SHUTTERSTOCK

FOR DECADES, ENGINE COOLING systems were relatively simple and largely mechanical. A belt-driven water pump circulated coolant through the engine and radiator, while a wax-pellet thermostat regulated minimum operating temperature. If a vehicle overheats, technicians typically look for a failed thermostat, clogged radiator, slipping fan clutch, or leaking water pump. Diagnosis focused almost entirely on preventing excessive engine temperature.

Today’s engines use sophisticated thermal management systems designed

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not only to prevent overheating but also to precisely control temperature throughout the entire powertrain.

Modern vehicles actively manage engine heat to improve fuel economy, reduce emissions, enhance drivability, protect turbochargers, accelerate cabin heating, and extend component life. Maintaining consistent and specific operating temperatures is just as important as preventing excessive temperatures.

T his has transformed cooling systems into electronically managed thermal networks. Components such as electric water pumps, electronically controlled thermostats, active grille shutters, variable-speed cooling fans, and multiple coolant temperature sensors now operate together under the control of the powertrain control module. In many vehicles, thermal management strategies constantly adjust based on things like engine load, ambient temperature, vehicle speed, transmission temperature, HVAC demand, and battery temperature on hybrid and EV platforms.

A partially failed electric water pump, for example, may not immediately cause the vehicle to overheat. In-

stead, it may create intermittent cabin heat loss at idle, reduced fuel economy, or a reduced-power condition during highway acceleration. Similarly, an electronically controlled thermostat that fails to respond properly may keep the thermostat closed too long, causing overheating during heav y load. Active grille shutters introduce another layer of complexity. A shutter assembly stuck closed can reduce airflow through the radiator at highway speeds, while shutters stuck open may increase aerodynamic drag and slow engine warm-up times.

As a technician, this means cooling system diagnostics now require a broader understanding of electronic controls, scan tool live data, and system strategy. Simply checking coolant level and thermostat operation is no longer enough. Accurate diagnosis increasingly depends on understanding how these components interact and how the PCM uses thermal management to balance performance, emissions, efficiency, and durability.

Driving Factors Behind Cooling System Evolution Modern thermal management sys-

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SMART COOLING SYSTEMS

tems didn’t emerge simply because engineers wanted to justif y their jobs by designing more sophisticated cooling systems. The change toward electric water pumps, electronically controlled thermostats, and active grille shutters was largely driven by increasingly strict fuel economy and emissions requirements, combined with the demands of forced induction and electrified powertrains.

For decades, engineers designed cooling systems primarily around worstcase operating conditions. Mechanical water pumps continuously circulated coolant based on engine speed, thermostats operated at fixed temperatures, and airflow through the radiator depended mostly on vehicle speed and mechanical or single-speed electric fans. These systems were reliable and relatively simple; they were also inefficient. Modern en-

gines require much tighter temperature control to meet performance, emissions, and efficiency goals.

Government regulations played a major role in accelerating thermal management development. Standards established by organizations such as the Environmental Protection Agency and the California Air Resources Board forced automakers to find every possible improvement in fuel economy and emissions reduction.

One of the largest emissions challenges occurs during cold starts.

Engines operate inefficiently when cold, and catalytic converters can’t effectively convert emissions until they reach operating temperature.

By controlling coolant flow more precisely, engines could warm up faster and bring the catalyst online sooner.

This strategy reduces hydrocarbon

emissions, carbon monoxide emissions, and cold-start fuel enrichment duration. At the same time, tighter Corporate Average Fuel Economy standards pushed manufacturers to reduce parasitic losses throughout the drivetrain. Traditional accessory belt or timing chain-driven water pumps consume engine power continuously, even when maximum coolant flow is unnecessary. Replacing them with electric pumps allows coolant flow to match actual system demand, reducing wasted energy. For years, the performance industry has used this strategy to squeeze every available horsepower out of an engine; this is the same concept but for economy reasons. And while the individual gain is small, even a 3% improvement in fuel economy becomes significant when you scale it across millions of vehicles.

Active Grill Shutters (AGS) are used to improve both high-speed aerodynamics and thermal management. But malfunctioning AGS systems or road debris blocking airflow can quickly derail system operation.

PHOTO COURTESY OF ALLDATA

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SMART COOLING SYSTEMS

The Shift Toward Precise Temperature Control Older cooling systems generally operated around a single target temperature.

Modern engines, conversely, often operate across multiple temperature ranges depending on driving conditions.

Under light-load cruising conditions, higher engine temperatures improve combustion efficiency. During heavy acceleration, towing, or under boost, lower temperatures may be desired to reduce combustion chamber temperatures and prevent detonation. This created the need for dynamic cooling systems capable of rapidly adjusting engine temperature based on operating conditions.

Engine design has also played a significant role in shaping the way engineers have thought about thermal management. Widespread adoption of forced induction is a prime example.

Turbochargers generate substantial

heat, particularly after prolonged boost events. Traditional cooling systems often struggled to manage localized heat buildup after engine shutdown, which could contribute to oil coking and reduced turbocharger life. Electric pumps solved part of this problem by awwwwllowing coolant circulation to continue after engine shutdown.

Many modern turbocharged vehicles now use after-run cooling strategies that keep coolant moving through the turbocharger and cylinder head even when the engine is no longer operating.

Electronically controlled thermostats also help turbocharged engines by allowing the PCM to proactively lower engine operating temperature before high-load conditions create excessive combustion temperatures.

Aerodynamics and Active Grille Shutters Because of seemingly ever more re-

strictive fuel economy standards, the need for improvements in vehicle aerodynamics has been as much of a key focal point for engineers as optimizing cooling efficiency and control.

Active grille shutters were developed to reduce aerodynamic drag by limiting airflow through the front grille when cooling demand is low.

At highway speeds, open grille areas create turbulence and increase drag.

By closing grille shutters during low cooling demand conditions, manufacturers can improve aerodynamic efficiency while also helping engines warm up faster during cold operation. And once additional airflow is required, the shutters open automatically to maintain cooling performance.

The Diagnostic Impact on Technicians One of the biggest challenges with modern thermal management systems is that failures don’t always show up as

Control and response are important parts of the diagnostic process. The thermostat heater in the GM 1.4L LUV is commanded by the PCM to open based on engine cooling needs determined by engine load. Being able to bi-directionally command the heater using a scan tool is also a helpful diagnostic tool.

PHOTO CONTRIBUTED BY ERIK SCREEDEN

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SMART COOLING SYSTEMS

obvious overheating problems anymore. Many vehicles can maintain what appears to be a normal coolant temperature while still dealing with serious thermal management issues behind the scenes. With so many of these systems now software-controlled and tightly integrated with other vehicle systems, diagnosis has become much more data-driven than it used to be.

Technicians often need to interpret scan data, sensor information, and system behavior to pinpoint the real fault. For technicians who still just throw parts at an issue rather than take a diagnostic approach, intermittent complaints are much easier to misdiagnose.

A common mistake is immediately suspecting the thermostat or water pump anytime a temperature-related DTC appears. Modern cooling systems require technicians to first understand what the PCM is attempting to accomplish. Having access to good, complete repair information is just as important

for diagnosing thermal management issues as any other complaint in a modern vehicle. Just as important as being able to have access to good repair information is having access to as much scan data as the vehicle will provide.

I’m a big proponent of using the Global OBDII side of a scan tool for engine performance diagnostics when applicable.

But when it comes to system diagnostics like this, the manufacturer’s specific side of the tool is your friend. And this is also where having multiple scan tool brands, or better yet, access to the manufacturer’s OE-level diagnostics, can come in handy. Having access to items like desired versus actual coolant temperature, water pump command percentage, thermostat heater command, grille shutter position, and cooling fan requests becomes invaluable.

Modern diagnostics rely heavily on command versus system response.

Being able to evaluate how quickly the system responds to PCM commands is a very useful diagnostic approach.

When looking at systems like an electric thermostat, if the desired temperature drops during acceleration but the actual temperature remains elevated, that’s going to give a technician a pretty good indication of where to go in their diagnostics. Many intermittent drivability complaints become much easier to diagnose when viewed through commanded-versus-actual system behavior.

Time Marches On Twenty years ago, when vehicles exhibiting a P0128 DTC showed up in your bay, often the issue was directly related to the thermostat. If set in a cold climate, this DTC was frequently accompanied by a complaint of poor heater performance. Electrically assisted thermostats, regularly referred to as MAP-controlled thermostats, still use a traditional wax element, but there’s also a heating element built into the assembly. This allows the PCM to influence when the thermostat opens based on what the engine is doing. What that

Trust but verify. Verification of a command being sent is essential. A technician can command a component to operate via bi-directional control, but if they do not verify the command is being carried out, the likelihood of misdiagnosis becomes exponentially higher. Here we can see via a scope and amp probe that when the heater control is commanded, work is actually taking place.

PHOTO CONTRIBUTED BY ERIK SCREEDEN

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SMART COOLING SYSTEMS

means is while the thermostat will still operate like a traditional thermostat, the heating element will allow the PCM to heat the element and open the thermostat manually when additional cooling is needed. The manufacturer is now able to run a much hotter thermostat and keep the coolant in the block longer to improve emissions and reduce engine wear, but commands that the thermostat open when additional cooling is needed.

While this is a departure from what technicians—especially ones who had been in the industry for some time—are used to seeing, for years, technicians have been used to seeing thermostats that open in the 195-degree range. Now we’re seeing thermostats that don’t begin to open until 220 degrees and beyond. It also changes the diagnostic strategy needed by the technician. The P0128 is no longer as straightforward a repair. While the mechanical thermo-

stat could still be the culprit, the technician needs to look at everything that affects warm-up performance, including command and response for heating elements, active grille shutters, and electric water pumps. Again, making comprehensive service information and adequate tooling an absolute must-have.

A New Diagnostic Mindset Cooling systems are no longer simply responsible for preventing overheating. Today, thermal management has become a critical strategy for improving fuel economy, reducing emissions, enhancing performance, and protecting increasingly complex powertrains.

Electric water pumps, electronically controlled thermostats, active grille shutters, and other thermal management components allow manufacturers to control engine temperature with a level of precision that was unimag-

Electric thermostats have become commonplace in modern vehicles. Tighter emissions and fuel mileage regulations have driven the need to squeeze as much efficiency as possible from these engines.

PHOTO BY ERIK SCREEDEN

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inable just a few decades ago.

For technicians, this evolution requires a shift in diagnostic strategy. Components can no longer be looked at in isolation. Traditional symptom-based diagnosis can lead a technician in circles. Understanding system strategy, analyzing scan data, and comparing commanded values to actual system response have become fundamental skills. As thermal management systems continue to evolve alongside turbocharging, hybridization, and electrification, the technician who embraces a data-driven diagnostic approach will be far better equipped to identify faults accurately and avoid unnecessary parts replacement.

The good news is that the fundamentals of diagnosis haven’t changed.

Successful technicians still rely on understanding how a system is supposed to operate before determining why it isn’t. The difference is that today’s cooling systems are no longer purely standalone mechanical devices. They’re electronically managed systems and demand a deeper understanding of both hardware and software. As vehicle technology continues to advance, mastering modern thermal management will become an increasingly important part of effective drivability and emissions diagnostics.

ERIK SCREEDEN serves as technical and multimedia content director for Motor Age. An ASE Master Technician with L1 and L4 credentials, he brings more than 25 years of industry experience. Screeden began his career as a Ford dealership technician, later working at independent repair facilities and a GM-specific performance shop. He transitioned to diagnostic and J2534 tool support before finally leveraging his expertise in technical sales.

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THE ART OF TURBOCHARGER BALANCING

THE ART OF

Turbocharger Balancing Understanding why highspeed turbos demand precision-level attention to avoid catastrophic failure

BY MIKE MAVRIGIAN

PHOTO COURTESY OF MIKE MAVRIGIAN

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AUTOMOTIVE TECHNICIANS SHOULD understand the need for an engine’s rotating assembly (crankshaft, rods, and pistons) to be properly balanced. Crankshaft balancing is vital to maintaining smooth engine performance and the elimination of detrimental harmonics that cannot only reduce performance output but also cause premature wear to engine bearings, including the potential for crankshaft failure during high-rpm, high-load conditions.

Now consider the turbocharger.

An out-of-balance turbo can quickly result in catastrophic failure. Here we’ll provide insight regarding this important topic.

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THE ART OF TURBOCHARGER BALANCING

Operating Speeds Demand Precision Turbocharger turbine and compressor assemblies can operate at incredibly high rotational speeds, and the state of balance is of critical importance. In certain conditions, a turbo can potentially operate at speeds of well over 80,000 to 100,000 rpm—upwards of 250,000 rpm or even higher, depending on the application. It should be obvious that any imbalance in the exhaust turbine or intake compressor can cause not only premature axle bearing wear but potentially catastrophic turbo failure, which can occur very quickly during operation.

When turbochargers are manufactured by reputable makers, balance is checked and tightly controlled during the manufacturing and assembly process. However, when a turbo is rebuilt or has experienced any damage, it must be checked for balance and corrected as needed. Dedicated, high-precision turbo balancing equipment specifically designed for turbo balancing is available from firms such as CWT and Schenck.

Due to the high rotational speeds of turbo operation, there’s no room for error. Balancing must be held to very tight tolerances.

How Turbos are Balanced Turbocharger balancing essentially involves balancing the rotating assembly of the turbocharger, which includes the exhaust-side turbine wheel, shaft, and intake-side compressor wheel.

The exhaust-side turbine wheel and shaft is a friction-welded assembly, featuring a steel shaft and Inconel turbine wheel. This assembly is placed on a table-top balance checking machine and spun at 2,000 rpm to establish an initial state of runout. The compressor wheel is then attached to the opposite end of the shaft. A small white reflective strip is adhered to the turbine wheel to provide a reference point for the balancing machine’s laser pickup. The operator inputs impeller-to-impeller distance

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Rotating assembly. Compressor wheel (left) is attached to the shaft with a nut. The turbine wheel (right) and shaft is a one-piece assembly.

PHOTO CONTRIBUTED BY MIKE MAVRIGIAN

The highly precise compressor/turbine shaft assembly requires critical-tolerance balance in order to perform durably, especially considering the high RPM operating speeds.

Closeup of the exhaust-side turbine wheel ready for balance check. A marker provides a reference point for the laser pickup.

PHOTO CONTRIBUTED BY MIKE MAVRIGIAN

Here a turbine wheel and shaft unit is set up for initial balance checking.

PHOTO CONTRIBUTED BY MIKE MAVRIGIAN

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and radius planes. A sophisticated strain gauge and laser pickup record the state of balance. The balancing machine features an electronic protractor that locates the angle position of imbalance.

The balancing machine monitor screen

provides a clear radial representation of the imbalance point location, indicating a heavy spot location and the amount of weight to be removed. Weight is carefully removed from the flat backside of the turbine (exhaust) impeller using a

This is the set-up screen for the component balancer.

This shows balancing the turbine shaft and rotor alone. This is considered an overhung rotor, since the weight is outside of the bearing.

PHOTO CONTRIBUTED BY MIKE MAVRIGIAN

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As an illustrative example, the turbine wheel/shaft unit is held up against the screen. This is the component that is first checked.

PHOTO CONTRIBUTED BY MIKE MAVRIGIAN

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Weight correction on the turbine wheel is performed on either side of the impeller. Note the small grind relief just outboard of the wheel itself.

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PHOTO CONTRIBUTED BY MIKE MAVRIGIAN

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THE ART OF TURBOCHARGER BALANCING

small grinder by grinding a small spot or shallow groove, depending on the amount required. If material removal is required, this will be minuscule, so great care must be taken to avoid removing too much material. The machine indicates exactly where the heavy spot is located in terms of clock position and distance from the shaft centerline.

Testing the CHRA Once the wheel-shaft assembly is initially balanced, the turbocharger CHRA (center housing rotating assembly)—essentially a core assembly with housing fitted to each side, with new bearings and seals installed—is placed onto a high-speed vibration rig.

Before spinning, the compressor wheel nose is first demagnetized, then magnetized using a horseshoe magnet, creating a north-south polarity to be picked up by the machine’s magnetic pickup. Any imbalance at the compressor impeller is done at the outer nose adjacent to the nut that secures the compressor wheel to the shaft.

An oil injection line is connected to the turbo assembly, and the assembly is spun to a high speed of approximately 70,000 rpm for a diesel application and about 180,000 rpm for a gasoline application. The specific rpm is based on the specific turbo application. The benefit of testing the CHRA is to allow a simulation of load, rpm, and oil pressure. A highly precise strain gauge measures the amount of force experienced in the impeller shaft assembly under simulated in-vehicle operation (essentially a dyno for test-running turbochargers).

This allows the operator to determine if the impeller shaft enters a dynamic bend condition. If a bend is detected, the shaft is unusable, requiring replacement of the turbine wheel-shaft unit.

Re-balancing After Disassembly Even if a turbocharger is being disassembled, cleaned, and reassembled with

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Another example of weight reduction on the rear of a turbine wheel.

PHOTO CONTRIBUTED BY MIKE MAVRIGIAN

Example of mass removal on the inboard side of the turbine wheel. The impeller blades themselves are never modified.

PHOTO CONTRIBUTED BY MIKE MAVRIGIAN

Example of the precision removal of weight on the rear of a compressor wheel.

PHOTO CONTRIBUTED BY MIKE MAVRIGIAN

With the compressor and turbine shaft assembled, the unit is spun to 2,000 rpm for total balance checking of the rotating assembly.

Once the exhaust-side turbine/shaft unit is corrected, the intake-side compressor wheel is mounted to the shaft.

PHOTO CONTRIBUTED BY MIKE MAVRIGIAN

PHOTO CONTRIBUTED BY MIKE MAVRIGIAN

Example of a setup screen for the component balancer. Measurements are input with the distance of the rotor correction planes in relation to the bearings and each other. Also, the diameters of the correction planes are input. This is during balancing the turbine shaft and rotor and the compressor wheel as an assembly.

PHOTO CONTRIBUTED BY MIKE MAVRIGIAN

This view shows the tolerance to which we are balancing, which is 0.05 grams per inch.

PHOTO CONTRIBUTED BY MIKE MAVRIGIAN

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View of the correction screen for the component balancer. This view is after a measurement is taken and the green circle is in the tolerance. The inside falls within the 0.05 gram/inch spec. The red dot is where the correction needs to be made in order to reduce the amount of imbalance.

This is the same screen for the component balancer, but with the electronic protractor engaged. It is the yellow/orange line. This is used so that you can line up the imbalance with the 12-o’clock position of the part. You rotate the rotor until the protractor and the line are at the same degree. Then, the correction will need to be made at 12-o’clock on the rotor as it sits on the stand. This makes it easier for the operator to mark where a correction is needed.

PHOTO CONTRIBUTED BY MIKE MAVRIGIAN

PHOTO CONTRIBUTED BY MIKE MAVRIGIAN

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THE ART OF TURBOCHARGER BALANCING

new bearings and seals, the CHRA must be balance-checked. It’s important to note that even the seemingly simple task of loosening and re-tightening the shaft nut can change the state of balance. If the turbo is disassembled for any reason, the unit must be re-balanced. An out-of-balance turbine-compressor shaft assembly can beat itself to death with catastrophic results in very short order.

A view prior to attaching the compressor-side test housing. Note the oil feed connection.

The compressor side of the shaft and nut are demagnetized to erase any existing magnetic field.

The shaft/nut is then magnetized using a horseshoe magnet to create a north/south pole that will be used to communicate with the machine’s magnetic pickup.

With the text machine’s compressor-side housing is engaged, the unit is ready for dynamic balance and pressure testing.

PHOTO CONTRIBUTED BY MIKE MAVRIGIAN

PHOTO CONTRIBUTED BY MIKE MAVRIGIAN

This screen shows the G-force of the imbalance throughout the RPM range (on the left side).

PHOTO CONTRIBUTED BY MIKE MAVRIGIAN

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PHOTO CONTRIBUTED BY MIKE MAVRIGIAN

The Bottom Line As you can see, maintaining a state of balance in the turbocharger assembly is critical due to the high operational speeds encountered. It doesn’t take much of an imbalance to result in a catastrophic turbo failure. Chances are, if you encounter a damaged or worn turbocharger in a customer’s vehicle, you’re most likely inclined to simply replace the turbo. Obviously, the average repair shop won’t be capable of performing a balance job in-house. If you opt to rebuild the turbo (for instance, in cases where the specific turbocharger may not be readily available), it’s highly recommended to outsource a balance check to a local shop that specializes in turbocharger balancing. The purpose of this article is to simply provide an insight into what’s involved in turbo balancing.

PHOTO CONTRIBUTED BY MIKE MAVRIGIAN

Closeup of the G-force imbalance showing the circle on the right side. This is a real-time view of the imbalance. This is used to help determine if the shaft is bent or if there are any possible inclusions in either side of the rotors that show up when accelerating.

PHOTO CONTRIBUTED BY MIKE MAVRIGIAN

MIKE MAVRIGIAN has written thousands of automotive technical magazine articles involving a variety of specialties, from engine building to wheel alignment, and has authored more than a dozen books that crisscross the automotive spectrum. Mike operates Birchwood Automotive, an Ohio shop that builds custom engines and performs vintage vehicle restorations. The shop also features a professional photo studio to document projects and to create images for articles and books.

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DEALING WITH GDI

Dealing With GDI Examining gasoline direct injection from a service aspect

BY JEFF TAYLOR

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GASOLINE DIRECT INJECTION has been on the road long enough now that we’re no longer just talking about how the system works. We’re dealing with what happens as these systems age. That’s where the diagnostic challenge really begins. GDI brought better fuel control, higher compression capability, improved emissions control, and more power from smaller engines. It also brought higher fuel pressure, more complicated injector control, carbon-related airflow issues, high-pressure pump concerns, and electrical faults that don’t always look electrical at first glance.

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systems. The injector power and control circuits are handled through the PCM or an injector driver module, and the exact high-side and low-side strategy will vary by manufacturer. That’s why the wiring diagram matters. Before testing, the technician has to identify whether the injector has a common feed, a boosted voltage supply, a PCM-controlled ground, or a fully controller-managed circuit. That changes how we test, and it changes how failures show up.

A GDI drivability complaint should be approached as a system problem, not a single-component problem. A rough idle can be caused by injector deposits, intake valve carbon, a high-pressure pump issue, low-side fuel supply, a wiring fault, an ignition problem, engine mechanical failure, cam timing, or even a normal cold-start catalyst heating strategy being misunderstood. The scan tool will usually give direction, but it won’t always give the answer. The technician still has to separate air, fuel, spark, compression, pressure control, and PCM command issues when performing a diagnostic.

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The Biggest Mistake The biggest mistake is treating GDI as just another fuel injection system. It isn’t. A port fuel-injected engine had a fairly simple injector feed, lower pressure, easier injector access, and injector control that was usually easy to verify with a scope or noid light. GDI injectors are buried in the cylinder head, fired at much higher pressure, and controlled directly by the PCM with boosted voltage and peak-and-hold current strategies. On many GDI systems, the injectors are no longer supplied by a simple shared fused power feed like older port fuel injection

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Carbon Buildup Carbon buildup is still one of the common issues. Fuel is delivered directly into the combustion chamber, so the intake port and valve area are exposed to oil vapors, PCV flow, heat, and residue without the same cleaning effect seen on older systems. Over time, these deposits disturb cylinder filling and airflow balance, creating symptoms such as rough cold starts, random or cylinder-specific misfires, spark knock, hesitation, and loss of power.

When a GDI engine has a cold-start misfire or rough idle that improves as the engine warms up, ignition is only one possibility. On a GDI engine, intake airflow and cylinder filling are often part of the problem. Intake valve deposits can affect airflow and cylinder filling at low speed, especially before combustion stabilizes. Once the engine warms up, the misfire may fade, and fuel trims

may still look normal because the PCM has adapted to compensate for the imbalance. Fuel trim information should be used with misfire data, Mode 6, relative compression, cranking vacuum, in-cylinder pressure testing, vehicle pattern failure data, and borescope inspection when diagnosing a carbon buildup fault.

Subaru has current service information for carbon deposit removal on direct-injection engines, including deposits affecting fuel injectors and internal engine components (Subaru Service Bulletin Number: 02-193-24). The symptoms listed include misfire DTCs, black smoke, lack of power, knocking, and rough idle. That fits what many technicians are still seeing in the bay: carbon-related problems are still showing up on newer GDI vehicles, and they still have to be proven through testing and inspection.

Injector Deposits Injector deposits create a different problem. Direct injectors operate in a harsh environment. The tip is exposed to combustion heat and carbon blowback, and even a small amount of buildup can change the spray pattern. The injector may pass a resistance test and still not deliver fuel correctly. It may be electrically alive but mechanically compromised. A restricted or distorted spray pattern can create a lean cylinder, rough idle, positive fuel trim correction, P0300-type misfires, P219X air-fuel ratio (AFR) or cylinder fuel imbalance codes. A leaking injector can create the opposite concern, including rich operation, fuel dilution, hard starts, and rail pressure bleed-down.

Most OEM repair information doesn’t treat a direct injector the same way we treated older port injectors. If the injector has an internal restriction, leakage, poor spray pattern, or cylinder imbalance concern, the factory repair is often a replacement, not cleaning. One newer development worth watching is the move toward even higher GDI injection

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pressure. Many earlier systems operated around 2,200 to 2,900 psi, but newer systems have moved into the 5,000-psi range, and 7,250-psi-plus systems are now being developed and entering production.

The goal is better atomization, fewer large fuel droplets, cleaner combustion, and lower particulate emissions. From a diagnostic standpoint, this means pressure control, injector sealing, line integrity, and scope setup become even more important. As operating pressure goes up, the system becomes less forgiving of small leaks, incorrect service procedures, weak pump control, or poor injector performance.

Injector Balance Testing Injector balance testing can be very useful on GDI systems, but the results only mean something when the test is run under the correct conditions. GM pickups are a good example. On a 2017 GMC Sierra 5.3L, the balance test must be performed with the engine coolant temperature below 140 degrees Fahrenheit. If the engine is hotter than that, fuel density and expansion change enough to skew the pressure-drop readings. At that point, the numbers may look useful, but the test is no longer valid.

On the 2017 system, each injector is pulsed for the same amount of time, and the pressure drop is compared cylinder-to-cylinder. The injectors should be within about 10% of the average. A lower pressure drop points toward

a weak or restricted injector, while a higher pressure drop points toward a leaking or over-fueling injector. Even then, bank-to-bank differences have to be interpreted carefully because rail sensor location can influence how quickly the pressure change is seen.

The 2019 and newer GM 5.3L systems use a different procedure. The acceptable range is wider at 20% , and the setup is more controlled. The preferred method is the Active Fuel Injector Tester because it connects at the ECM harness and checks the high-pressure pump, injector wiring, and injector performance under controlled conditions. Before testing, the injector and ECM connector temperature must be stabilized between 66 and 70 degrees Fahrenheit. The scan tool test can still be used as a secondary method, but it’s performed on a fully warmed-up engine at idle. The point is simple: don’t compare results from different procedures as if they’re the same test. With injector balance testing, the goal isn’t to chase the largest pressure drop number.

The goal is to compare injector-to-injector consistency under the correct test conditions. If the setup is wrong, the numbers are just noise.

Low-Side and High-Side Fuel Pressure Low-side and high-side fuel pressure should always be separated early in the diagnostic process. The low side feeds the high-pressure pump. If the low side is unstable, restricted, aerated, or losing

pressure under heat and load, the high side can’t be judged accurately. A good scan tool gives us useful data here. Desired low-side pressure, actual low-side pressure, desired rail pressure, actual rail pressure, and pump command need to be looked at together. A throttle snap or loaded test can be very revealing. The high side should respond to demand, while the low side should remain stable enough to feed the high-pressure pump.

Ford Recall 25S75, NHTSA Campaign 25V455, is a good example of why the low side has to be checked first. The recall involves low-pressure fuel pump failure on certain 2021–2023 Ford and Lincoln vehicles. A loss of pressure or flow from the fuel delivery module can cause rough running, misfire-like symptoms, reduced power, a check engine light, no-start, or stalling. Those symptoms can look like a GDI injector or high-pressure pump problem, but the root cause may still be the pump in the tank. Before condemning the high-pressure side, the low-side supply has to be verified.

Once the low-side pressure and supply is verified, then the high-pressure system can be evaluated. The high-pressure pump is mechanically driven but electrically controlled. That means a pressure fault can be mechanical, electrical, or hydraulic. The PCM may be commanding the pump correctly, but the pump may not be able to build pressure. Or the pump may be capable of building pressure, but the control so-

Carbon buildup on the intake valves is still a common concern on GDI engines. These deposits can disturb airflow and cylinder filling, leading to rough cold starts, misfires, hesitation, spark knock, and loss of power. The final image shows the valve-cleaning process during service.

PHOTO CONTRIBUTED BY JEFF TAYLOR

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lenoid, wiring, PCM driver, or pressure sensor may be misleading the system.

Desired pressure and actual pressure should always be close, and pump command status and solenoid current need to line up as well.

High-pressure pump testing should not focus only on low-pressure faults.

The Kia 3.3L GDI P0088 (Fuel Rail-System Pressure Too High) issue is a good reminder of that. In this case, the fuel control valve plunger in the high-pressure pump can wear unevenly and stick open, causing rail pressure to go higher than commanded. The symptoms can include rough running, hesitation, MIL illumination, and a fuel rail pressure too high code. If the pressure is too high, the diagnostic path has to include the control valve and the pump’s ability to regulate pressure, not just its ability to produce pressure.

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These injectors show how much GDI injector design can vary between manufacturers and engine families.

Length, body shape, electrical connector position, sealing design, and nozzle layout can all be different. This is why service information matters when testing, removing, sealing, or replacing GDI injectors.

PHOTO CONTRIBUTED BY JEFF TAYLOR

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Scope Testing Scope testing is where GDI diagnostics really become clear. A voltage trace tells you what the PCM supplied. A current ramp tells you what the circuit consumed. Both matter. A GDI injector will use a boosted supply voltage, often around 65 volts or higher, to open the injector quickly against cylinder pressure. The current pattern then transitions from a high opening current to a lower hold current.

Scope setup is critical when testing GDI injectors. Because these circuits use boosted voltage, an attenuator must be used to protect the scope. The time base, voltage scale, current scale, sample rate, and filtering all must be set properly before the pattern is judged. If the setup is wrong, a good injector signal can be distorted and appear faulty, leading the diagnosis in the wrong direction.

Injector access is another place where GDI diagnostics have changed. On older port fuel injection systems, it was common to have one fused power feed sup-

plying all of the injectors, with the PCM controlling the ground side. Access was usually simple, and checking injector power or control didn’t require much disassembly. On many GDI systems, that’s no longer the case. The injectors are powered and controlled directly through the PCM, and the injector harness may be buried under the intake or sealed in a way that makes direct backprobing a poor first choice.

These access limitations don’t mean the system is difficult to test. On many GDI systems, the injector current is supplied through the PCM, and the PCM receives that power through several fused feeds in the fuse block. The wiring diagram will show the PCM power feeds, but it won’t always identify which fuse is carrying the injector current. In most cases, the larger ignition-controlled PCM feeds are the best place to start.

A simple way to test this is to install a fused jumper assembly in place of one PCM ignition feed at a time and clamp a low-amp current probe around the

GDI deposits do not only form on the intake valves. The injector tip is exposed directly to combustion heat and carbon, and deposits on the piston crown and ring area can also affect combustion quality, fuel control, and misfire diagnosis. These areas should be considered when diagnosing rough idle, cold-start misfires, fuel imbalance, spark knock, or fuel dilution concerns.

PHOTO CONTRIBUTED BY JEFF TAYLOR

High-pressure pump service requires the correct procedure and tooling. The GM V8 example uses a special installation tool, while the Honda example shows cam lobe inspection with a dial indicator and published specifications.

Pump position, cam lobe condition, and installation procedure all affect rail pressure and long-term reliability.

PHOTO CONTRIBUTED BY JEFF TAYLOR

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jumper wire. This allows the technician to indirectly view injector current activity on the scope without backprobing the PCM connector or disturbing the injector harness. Work through the PCM ignition feeds until the injector current events are found.

Once the correct feed is identified, the scope can show whether the injector events are present, evenly spaced, and synchronized. Adding a coil sync or another timing reference allows the injector events to be lined up with crankshaft position and firing order. This doesn’t replace direct injector voltage testing when a circuit fault has to be isolated, but it’s an excellent first test because it confirms injector activity quickly, safely, and with very little disassembly.

High-Pressure Pump Service High-pressure pump service is an area where comebacks can be created.

These pumps are driven by a cam lobe, follower, or pump drive arrangement, and installation position matters. If the pump is tightened while loaded against the high point of the cam, the pump can be damaged or distorted. Some systems require alignment tools, specific crankshaft position, new bolts, new seals, and new high-pressure lines when providing service or replacement.

T h e Fo rd B ro n c o a n d R a n g e r high-pressure pump mounting bolt recall (Ford Recall 25S90 and NHTSA Campaign 25V597) is a good reminder that GDI pump installation is precision work. In this case, the concern involved HPFP mounting bolts that could fail and allow pump movement. The result could be low fuel pressure, noise, oil leakage, reduced performance, or fuel line fatigue. It’s a small recall, but it makes the point clearly: bolt torque, pump position, line replacement, and the proper service procedure all matter.

High-pressure lines and seals also need respect. Many of these lines use sealing surfaces that deform when

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torqued. Once loosened, they shouldn’t be reused unless the service information specifically allows it. The same applies to injector seals, Teflon combustion seals, hold-down hardware, pump gaskets, and some pressure sensors. A reused line may not leak in the bay, but it can leak later under heat, vibration, and pressure. That can create fuel smell, pressure loss, misfire, or a safety issue.

Engine Oil and Maintenance Engine oil and maintenance also affect GDI more than many customers understand. The GDI high-pressure pump rides on a mechanical drive surface, and some engines use followers that are very sensitive to wear. Poor oil maintenance can affect the follower, cam lobe, pump drive, and variable valve timing system. Ring deposits and blow-by also contribute to oil vapor entering the intake. That vapor

Fuse jumpers and amp clamps allow the technician to indirectly view GDI injector current and ignition coil activity from the main fuse box. This non-intrusive test provides a quick look at system operation without backprobing the PCM or injector harness.

PHOTO CONTRIBUTED BY JEFF TAYLOR

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DEALING WITH GDI

can build deposits on the throttle body, intake runners, valves, piston crowns, and ring lands. On a GDI engine, a fuel system complaint may actually have an oil control or mechanical sealing component behind it.

Cold-start catalyst heating can also confuse GDI diagnosis if the technician isn’t expecting it. On many GDI engines, the PCM will use split injection and late ignition timing for a short period after start-up to get heat into the catalyst quickly. One injection event may occur

early in the intake stroke, while a second event may occur later in the compression stroke to keep the mixture stable near the spark plug. On the scope, this will show up as multiple injector events instead of one clean pulse per cycle. This shouldn’t be mistaken for an injector fault. Once the catalyst heating strategy ends, the pattern should return to a normal warmidle injection event. Some systems also change the misfire monitoring window during this time because combustion is being delayed on purpose.

Using the two amp clamps and fuse jumpers shown in Photo 6, the scope pattern clearly shows GDI injector current activity, ignition coil current activity, and a sync signal from the number one coil. This allows the technician to compare injector events to ignition events and engine position without backprobing the PCM, injector harness, or coil connectors. With only a wiring diagram, fuse access, current probes, and a sync signal, this test provides a quick view of both fuel and ignition operation.

PHOTO CONTRIBUTED BY JEFF TAYLOR

This startup capture shows a six-cylinder Honda GDI engine during cold-start operation. The pattern shows 12 GDI injector events, six ignition coil events, and a sync signal. The extra injector events are part of the cold-start strategy, where dual injection is used to help stabilize combustion and heat the catalyst quickly. This is a good reminder that multiple injector pulses at startup can be a normal strategy, not an injector fault.

PHOTO CONTRIBUTED BY JEFF TAYLOR

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Low-Side Pump Evolution Modern low-side pumps are changing too. Many newer systems use three-phase brushless pumps controlled by a fuel pump driver module. These aren’t oldstyle two-wire pumps where one wire is power and one wire is ground in a simple sense. The module creates phased control signals, and the pump speed changes based on demand. A voltmeter check may not tell the story. A scope pattern across the phases and a current ramp during bidirectional control will show whether the module, wiring, and pump are responding correctly.

The Bottom Line GDI systems have made gasoline engines cleaner, stronger, and more efficient, but they’ve also made diagnostics less forgiving. The engine still needs the same basics it always has: air, fuel, spark, compression, and proper timing. The difference is that each one of those areas now has more layers to test.

A GDI fault shouldn’t be called from one code, one pressure reading, or one scope pattern. Low-side supply, high-side pressure control, injector command, injector delivery, ignition, airflow, and mechanical condition all have to support the final diagnosis. When those pieces line up, the repair is no longer a guess. It’s proven before the vehicle leaves the bay.

JEFF TAYLOR is a seasoned professional at CARS Inc. in Oshawa with 40 years in the automotive industry. As a skilled technical writer and training developer, he holds licenses in both automotive and heavy-duty vehicle repair.

Jeff excels in TAC support, technical training, troubleshooting, and shaping the future of automotive expertise.

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PASCHEN’S LAW

Paschen’s Law: The Physics Behind Every Firing Line Load determines firing voltage, not the coil.

Use this physics to diagnose the real fault

BY NOAH NELSON

BITHI / ADOBE STOCK

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THE VOLTAGE IT TAKES TO FIRE a spark plug is set by the gas between the electrodes, not the coil. A law published in 1889 predicts it—and it explains load-only misfires, power balance results, and most of what a secondary waveform shows.

The complaint reads like a contradiction. Smooth idle. Power balance shows every cylinder pulling its weight. But the customer feels a stumble climbing the onramp, and the freeze frame on the P0303 backs them up: 84% calculated load, 3,400 rpm. The car isn’t lying in either place.

The difference between the two tests is measured in kilovolts, and the physics governing it was published in 1889 by Friedrich Paschen.

What the Law Says Paschen’s law says the breakdown voltage of a gas gap depends on the product of pressure and gap distance. Plotted, that relationship is a U-shaped curve, and for air, the bottom of the U sits near 330 volts. Left of the minimum, too few molecules remain to sustain ionization, and demand rises again; vacuum insulates.

To the right, where every running engine lives, demand climbs steadily with pressure times distance.

The mechanism is an electron avalanche. A free electron accelerates in the field, knocks a second loose, two become four, and within nanoseconds the gap is a conductive plasma channel.

Higher pressure shortens the distance between collisions, so electrons need a stronger field to reach ionizing energy.

Breakdown takes more voltage.

From the Curve to the Cylinder In an engine, the gap distance is fixed by the plug spec. Pressure is not, and load is the pressure knob. A 0.040inch gap that breaks down around 2 to 3 kV in free air may fire at 8 to 12 kV at idle, where the closed throttle limits cylinder fill. Open the throttle and pressure at ignition timing runs ten times atmospheric and up; demand can double or better, and boost stacks on top of that. The gap that asked 10 kV

FIGURE 1. The Paschen curve for air. Spark plugs operate on the right-hand slope, where breakdown voltage climbs with pressure times gap.

DIAGRAM CONTRIBUTED BY NOAH NELSON

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FIGURE 2. Firing voltages compared across cylinders at a steady 2,500 rpm. Cylinder 6 is down on pressure, not spark.

DIAGRAM CONTRIBUTED BY NOAH NELSON

at idle can ask 25 to 30 kV at that freezeframe load point.

Strictly, the law tracks gas density rather than pressure alone: a cold, dense charge raises demand, a hot chamber eases it. A lean charge demands more than a rich one, so a vacuum leak at one runner tags that cylinder’s spike.

Supply, Demand, and the Margin Between Every firing event is a negotiation between cylinder demand and coil supply, and the system ages from both ends. Electrode wear opens the gap and rounds off the sharp edges that concentrate the electric field, raising demand. Heat cycling degrades winding insulation and boot dielectric, capping supply. A hairline

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crack in the insulator or a faint carbon track adds a rival path that needs, say, 20 kV to flash over. At idle’s 10 kV demand, that path never conducts, and the engine runs clean. At 28 kV of demand, the spark exits through the crack at one atmosphere instead of jumping the gap at twelve, because the outside route is cheaper. The misfire monitor logs the result, and only at load.

Test Where the Demand Lives An idle power balance can’t expose a margin problem because idle never presents the bill. Get demand up. On a scope, a snap-throttle test shows firing voltage jumping cylinder by cylinder; the one that spikes and cuts out is your margin casualty. A recorded road test at

the freeze-frame load cell does the same with the PCM’s own misfire counters, and Mode 6 data sorted by cylinder shows whether the fault tracks load or rpm. In a dark corner, brake-torquing in gear will sometimes light up a tracking boot with visible corona.

Run the logic the other direction, because Paschen cuts both ways. A cylinder that drops on power balance while showing a firing spike lower than its siblings isn’t short on voltage.

Low breakdown voltage at a known gap means low trapped pressure, and that branch of the tree is mechanical or fuel.

Read the Firing Line as Instrumentation Line up firing voltages across all cylin-

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PASCHEN’S LAW

FIGURE 3. The same cylinder at idle and under load. Higher breakdown voltage buys a shorter burn from the same coil budget. Representative graph, not actual scope capture.

DIAGRAM CONTRIBUTED BY NOAH NELSON

ders at a steady 2,500 rpm; they should sit within a couple kV of each other.

One cylinder consistently 25% to 30% below its siblings, on plugs of matched age and gap, is reporting low trapped pressure. That’s a running relative compression check, no cranking required. It won’t separate rings from a valve seat from a wiped lobe, but it tells you which hole earns the in-cylinder transducer.

The same pattern shows the coil’s budget. A modern pencil coil stores 60 to 100 millijoules, breakdown spends part of it, and the cost climbs steeply with kV, so spike height and burn time trade against each other: a cylinder demanding 30 kV shows a short burn, while a fouled plug firing at 4 kV burns long and lazy. A marginal coil can meet idle’s demand and go

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bankrupt at wide-open throttle, and the pattern shows it as a tall spike with a burn too short to finish the job.

Margin by Design Manufacturers run the same math. Finewire iridium center electrodes, down around 0.6 mm, concentrate the field at a sharp point and knock several kV off demand at the same gap and pressure. A plug whose fine tip has eroded round quietly hands that margin back.

Boosted applications gap down toward 0.026-inch to offset the extra pressure with less distance.

Power balance names the cylinder.

Paschen’s law names the conditions, and the conditions sort the causes. A failure that appears only when demand is high points to supply: coil, boot, wire,

or a gap grown past spec. A failure at all loads with a low firing spike points to the pressure itself. Match the failure to the pressure it happens at, and the parts cannon stays in the drawer.

NOAH NELSON serves as technical editor for Motor Age. He started his 20-plus-year career as a lube technician and evolved through the ranks into district management. Now an ASE Master Technician, Noah leverages his diverse background to provide the industry with practical, real-world technical tips, guidance, and insights.

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SURFACE FINISH MEASUREMENTS FOR ENGINE MACHINING

Surface Finish Measurements for Engine Machining Understanding why profilometers are critical tools for modern engine rebuilding

WHILE YOUR SHOP MAY NOT SPECIALIZE in or deal with engine rebuilding, gaining insight into various aspects of what pro engine machine shops address helps you gain a better understanding of the importance of certain services. In this article, we’ll discuss the critical topic of surface finish concerning cylinder walls and block and head deck surfaces.

BY MIKE MAVRIGIAN

EXAMPLE OF cylinder surface graph.

PHOTO COURTESY OF SUNNEN

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Why Surface Finish Matters Surface finish is obviously a critical aspect of engine block cylinder bore, block deck, and cylinder head deck machined finishes. Obtaining the proper finish to accommodate piston ring seating-sealing, and cylinder head gasket performance is vital in the effort to produce optimal engine performance and longevity. A profilometer (essentially a profile-o-meter) allows you to actually measure surface finish, as opposed to “it looks good.” While a visual check may lead you to assume that a finish is good or bad, looks can be deceiving. A profilometer is a micron-measuring data retrieval tool that features a motorized stylus. The tool is placed onto the work surface and must remain stationary. When activated, the stylus moves in and out, with the stylus tip contacting the surface and providing data viewable on the handheld screen-equipped control unit. It reads in increments of one micron (40 millionths of an inch). For reference, 0.0001-inch equals 100 microns. Note that designs vary. Some profilometers feature a control panel and display screen built into the unit, while others employ a separate stylus-equipped data-gathering tool and a remote-wired controller-display handheld unit.

Why Engine Machinists Use a Profilometer In the “old days,” most engine blocks were made of gray cast iron, and rings were perhaps chrome-faced, and the standard honing procedures for cylinder bores worked. Today, we have OE and aftermarket blocks made of compacted graphite iron, higher-nickel content blocks, Nikasil cylinder coating, etc. We also have a mind-numbing choice of piston rings, including chrome-faced, moly-faced, gas nitride, tool steel, chrome nitride, titanium nitride, tungsten carbide, thinner, low-tension rings, etc. We also have a

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wider and more sophisticated selection of engine oils (diesel oil, low-viscosity full synthetics with a content of friction modifiers, and conventional oils that have fewer friction modifiers, etc.).

We can address the honing procedure of today as a “soup recipe” with numerous potential variables.

What worked yesterday doesn’t work in all applications today. To achieve optimum cylinder wall results (ring sealing, crankcase pressure, reduced friction, etc.), we need to measure the surface finish to achieve and verify our desired results. Can you continue to hone cylinders in the same manner as before? Sure. The engine may run fine and initially burn no oil, but are you optimizing both power and longevity? Probably not.

If the block decks and cylinder head decks aren’t finished per the needs of the type of head gasket being used, head gasket issues and failures are prone to occur. We can compare the use of a profilometer to cylinder head port and chamber work—without

a flow bench, we can’t quantify airflow.

Without a profilometer, we can’t quantify surface finish.

The OEMs are a major force in the quest for higher engine efficiency, increased fuel mileage, and reduced emissions. OE engines are running longer and more efficiently due to the research and development at the OE level. A recent Ford study shows that piston rings are responsible for about 40% of the engine’s friction. Moving to harder cylinder bore material and lighter tension rings and surface finishes to accommodate these rings plays a major role. In the “old days,” typical piston ring packages were 1/16”, 1/16”, and 3/16”. Now we’re seeing rings at 0.7 mm, 0.7 mm, and 2 mm. These lighter rings are providing reduced friction and reduced water and oil temperatures—but again, assuming that the cylinder wall finish accommodates these lighter rings.

Profilometer Cost and Capabilities Professional-grade profilometers that accommodate the needs of the engine

Note the stylus tip on the profilometer. Once set into position and activated, the arm retracts and drags the stylus across the surface.

PHOTO COURTESY OF FEL-PRO

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machinist are not exactly cheap, ranging anywhere from about $1,800 to well over $3,000 and beyond. This substantial investment is justified by being able to accurately read critical surface finishes as opposed to guessing or assuming. Being able to actually measure surface finish allows the machinist to obtain real data to not only verify surface finish but also to provide a reference to address potential piston ring seating issues and/or cylinder head sealing issues that may occur once the engine has been run.

Among the various capabilities of typical profilometers, these precision tools can provide a “roughness average” (Ra) of the machined surface. This informs you of the average of the surface finish, meaning that it provides a surface profile average involving both surface finish peaks and valleys. The

four basic parameters that apply to deck and cylinder finishes include Ra, Rk, Rpk, Rvk, and Rz. As noted, Ra refers to the average profile of the surface based on a mathematical algorithm. Rpk refers to the reduced peak height of the surface finish, while Rvk refers to the reduced valley depth of the surface finish valleys. Rk refers to the “core” of the reading (the center mass, if you will).

While Ra data is useful for checking flat deck surfaces (regarding optimum gasket performance), again, it’s an average of the profile. Specifically with regard to cylinder wall finish, Ra doesn’t necessarily provide specific information regarding peak height or valley depth. Rz provides increased accuracy as compared to Ra. Rz measures from the highest five peaks to the deepest five valleys within a given

distance, as Ra (while still useful) provides more of a “rough” average via an algorithm.

Interpreting Profilometer Data For measuring cylinder wall finish, consider not relying only on Ra, since this provides only an average of the finish but doesn’t isolate the important peak or valley data you need for checking cylinder wall finish, which is a load-bearing, frictional surface. For cylinder finish, it’s preferable to focus on only Rk, Rpk, and Rvk. If you happen to have an older profilometer that only offers Ra measurement, check the tool to see if it also provides a surface finish ratio of peaks and valleys. This will provide an actual surface ratio above and below the mean line. If the tool features this graph, you’ll see Rmr1 (material above the mean line)

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Profilometer reading cylinder head deck surface in Ra mode.

PHOTO COURTESY OF FEL-PRO

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and Rmr2 (material below the mean line), which show the percentage of material above and below the mean line. For example, if Rmr1 reads 8% and Rmr2 reads 78% or 80%, this shows that you should have enough peak material to provide ring seating and a generous amount of valley for oil retention, providing an acceptable plateau, which should be good to go. Newer updated profilometers will allow you to read Ra, Rk, Rpk, and Rvk parameters, in addition to a material ratio graph.

Caring for Your Profilometer The profilometer’s stylus features a small diamond tip, similar in concept to the needle on a record player arm.

The surface to be read must be clean (no oil, etc.), and the stylus tip must be kept clean as well. Note: the stylus is a very expensive component (these

Profilometer reading Ra (roughness average) surface finish on a block deck.

PHOTO COURTESY OF SUNNEN

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SURFACE FINISH MEASUREMENTS FOR ENGINE MACHINING

can range from about $400 to almost $1,000) and must be treated as a fragile and sensitive precision measuring device. To avoid the need to replace it, handle the instrument with care— don’t drop it, don’t toss it around the workbench, and keep it clean. Treat it with respect.

Placing the profilometer onto a deck or inside a cylinder bore requires that the instrument housing remains absolutely stationary while taking a surface scan. Any bump or wiggle, etc., will result in false readings. While resting the instrument on

a flat deck and then keeping your hand off and not bumping the workpiece is easy, capturing cylinder bore data can present a challenge and must be done very carefully for the same reason.

DEFINITION OF SYMBOLS/TERMS λ. Wavelength (lambda) µ. Coefficient of friction (in micro inches... one millionth of an inch...0.000001-inch) Ra. Roughness mathematical average

Rpk. Reduced peak height Rvk. Reduced valley depth Rk. Average core roughness (middle of core) Rz. Vertical distance from highest peak to lowest valley CYLINDER WALL FINISH As somewhat “generic” finish parameter examples, the following are “typical” cylinder wall finish requirements based on applications:

Rpk, Rk and Rvk can be used to characterize the surface when reading cylinder bore finish. Per lake Speed of Total Seal, “we typically use anywhere from 500 grit to 1200 grit to determine Rpk; and anywhere from 60 to 325 grit abrasives to determine Rvk.” PHOTO COURTESY OF DIGITAL METROLOGY/ROTTLER/TOTAL SEAL

Ra averages the peak and valley and valley displacement from a mean line but provides no information about the height of peaks and the depth of valleys or the ability of the material to bear a load. Two different surfaces may have a similar Ra, yet have two functionally different characteristics.

PHOTO COURTESY OF ROTTLER/TOTAL SEAL

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For the majority of street-driven applications: Rpk. 10-15 Rk. 40-45 Rvk. 50-55 Typical highperformance applications: Rpk. 8-12 Rk. 25-35 Rvk. 40-50 In broad terms, we can live with a shorter peak in the profile for faster ring /finish break-in, but we need a deeper valley for oil retention.

Sufficient valley depth is critical to allow engine oil to serve as the “gasket film” between the rings and the cylinder walls.

The combination of a profilometer and microscope provides the ability to see the quality and texture of a honed cylinder surface.

PHOTO COURTESY OF LAKE SPEED/TOTAL SEAL

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SURFACE FINISH MEASUREMENTS FOR ENGINE MACHINING

DECKS When we consider deck surface finish, we’re not concerned with load-bearing oil support, but we’re concerned about both peaks and valleys in terms of how the gasket must be able to seal. While Ra provides an average of surface roughness, it may provide a greater variance across the surface, since Ra is a mathematical average of the profile.

Rz provides a more accurate picture of the surface texture.

Deck surface must be finished to

provide maximum performance based largely on the type of head material (iron or aluminum) and the type of head gasket to be used, such as composite, MLS (multi-layer steel), embossed steel, etc. MLS gaskets absolutely require a smoother surface to allow the gasket to “glide” during thermal expansion and pressure changes. Composite gaskets need a rougher surface to provide sealing “grip” to bite into the gasket. If the surface is too smooth, the gasket will have less grip, which can

A 3D view the provide an example of Rpk, Rk and Rvk. The area in red is the Rpk region. The area in green is the Rk region and the Rvk region is in blue.

PHOTO COURTESY OF ROTTLER/TOTAL SEAL

Included in the Total Seal Surface kit is a profilometer (left) that measures surface roughness. The microscope (right) reveals the crosshatch angle.

PHOTO COURTESY OF LAKE SPEED/TOTAL SEAL

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result in a leak. By the same token, if the surface is too rough, the gasket may not be able to conform to any surface imperfections and may leak.

A cast iron head requires a slightly rougher finish in the 60-80 Ra range, as an aluminum head typically needs a finer finish in the 50-60 Ra range.

“Typical” OE-level applications for composite gaskets may be in the range of 60-80 Ra (360-480 Rz), while “typical” MLS applications are in the 30 or smoother Ra range.. Note that some OE specifications, based on the specific engine platform, may require as smooth as an 8 Ra. If the surface finish is too rough, it can shear off the gasket’s seal coating and prevent the gasket from conforming to surface irregularities.

Specifications will vary depending on the deck material and the type/ brand of head gasket.

As you can see, obtaining the correct surface finish is vital to obtain efficient piston ring sealing/performance and cylinder head gasket sealing qualities. Judging surface finish simply by appearance and “feel” is simply inadequate for today’s engines.

Hopefully, this article provides a better understanding of the challenges faced by today’s pro-level engine machine shops.

MIKE MAVRIGIAN has written thousands of automotive technical magazine articles involving a variety of specialties, from engine building to wheel alignment, and has authored more than a dozen books that crisscross the automotive spectrum. Mike operates Birchwood Automotive, an Ohio shop that builds custom engines and performs vintage vehicle restorations. The shop also features a professional photo studio to document projects and to create images for articles and books.

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THE $100,000 TOOLBOX

VEHICLESERVICEPROS.COM

BOXED IN:

The Culture of the $100,000 Toolbox You don’t need a $20,000 box and $80,000 worth of tools.

You’ve just been taught that you do

BY NOAH NELSON

A technician's personal tool storage in a working service bay: roll cab, hutch, and side locker. In most shops, everything pictured is purchased and financed by the employee, not the business.

PHOTO COURTESY OF NOAH NELSON

WALK THROUGH ALMOST ANY SHOP, and the most expensive thing in the building isn’t sitting on a lift. It’s lined up against the wall: rows of chrome toolboxes, most of them still being paid off, week by week, with interest. We tell each other that a good box is an investment. In reality, it’s the most expensive thing most techs will ever own that earns them nothing at all.

The industry pushes you to own far more tools than your work requires, and

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the tool truck model exists to keep it that way. Here’s what that actually costs you, and what you could do instead.

The Box Has Never Made You a Dime Your toolbox has never turned a bolt. It’s never closed a ticket or diagnosed a nostart. You did that. The tech makes the money—not the tool, not the box, not the name stamped on the side.

We call the box an investment anyway.

Tell ourselves “Buy once, cry once” or “It holds its value.” But neither is true. An investment earns or holds value; a toolbox is a cost center we’ve all agreed to treat as a 401(k) with drawers. Finance it, and it’s a cost center with interest. Don’t confuse your tools with your value. You’re the one closing tickets and earning the paycheck, yet we treat a depreciating piece of furniture like it’s the most important investment in the shop.

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THE $100,000 TOOLBOX

So before you sign anything, ask the only question that matters: How much box do you actually need to make a living? The answer is a lot less than the truck wants to sell you.

The $4,000 Setup That Does More Than a $16,000 Box GearWrench’s MEGAMOD614 is a 614piece master technician set including drive tools, chrome and bit sockets, ratcheting wrenches (including flex-head and reversible), a full run of pliers, and screwdrivers, all laid out in pre-cut foam and dropped into a 42-inch, 11-drawer mobile workstation with a built-in charging station and a five-year warranty on the box itself. Lifetime warranty on the hand tools. With a price tag around $4,000 for tools and storage, it’s hard to argue with.

Now go build that same coverage off a tool truck: comparable sockets, comparable wrenches, an equivalent box. By the time the box and the tools are paid for, you’re looking at roughly $16,000 to $18,000. Four times the price for the identical ability to turn a fastener. That spread is well over $10,000—a used car, paid in cash—and not one bit of extra capability.

One honest caveat: the 614 doesn’t include impact sockets, so budget another $150 or so for an impact set. So, $4,000 plus a cheap add-on, and you’re working for a quarter of what the truck wanted.

And these kits aren’t one-offs. The line scales from a $1,000 starter kit—enough to earn a check on day one—through a $7,000 mid-tier, up to a $15,000 flagship with the wide box, scanner, torque wrench, and lights: a genuinely comprehensive master setup. Tekton, Icon, and Husky build comparable coverage at similar money.

Price that flagship tier off a tool truck and you’re staring at $50,000 to $80,000 and climbing.

The Option Nobody Uses There are alternatives. Nobody hid them from you. They’re sitting in plain sight, well-priced, easy to buy, and capable of

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the same work. You’ve just been trained to walk past them. And every dollar of truck markup you’ve ever paid was optional.

Value-brand master kits. The complete setups described above, professional-grade, lifetime-warrantied, a third of truck pricing, also come in smaller individual kits, and almost nobody on the floor runs them. Quality isn’t keeping techs off these kits. Culture is.

The truck’s own budget lines. Snap-on sells Blue-Point. Matco sells Silver Eagle. Cornwell sells bluePOWER. Same truck, same driver, same weekly stop, and the warranty is usually the same as their flagship lines, at a fraction of the price. Most tool trucks carry a solid selection of these, and almost nobody buys them. The trucks themselves are saying the flagship is optional; the floor just refuses to hear it.

Harbor Freight. The Icon hand-tool line performs within a few percent of the truck brands in independent head-to-head testing, close enough that techs who watch the comparisons start rethinking every purchase they’ve made. An Icon screwdriver set runs about $55 against roughly $220 for the truck-brand equivalent. A US General rolling cabinet starts at a few hundred dollars.

Used tools. Marketplace, estate sales, auctions, and the back wall of every shop are full of premium tools at 30 cents to 50 cents on the dollar, because every time a tech retires, gets hurt, or leaves the trade, a fortune in tools hits the secondhand market at once. Premium tools were built to last decades, and a 20-year-old wrench can work as well as a new one.

Pawn shops. This is where financed boxes go to die. Somebody bought it new at 20%, couldn’t keep up, and pawned it for pennies. A six-month-old $15,000 box gets pawned for $1,200.

And most lifetime hand-tool warranties are honored as a simple walk-in swap. Bring the broken tool, leave with a new one, no receipt, no questions. So, buying these tools used is nowhere near the gamble the showroom mythology makes it out to be.

And ask your driver. Trucks take tradeins when techs upgrade, and repossessed boxes come back to the route. A trade-in flagship box off the truck itself can run a fraction of new—same box, same brand, but somebody else’s depreciation.

Why Does Nobody Do It? Because the box was never really about the tools. Two things keep the truck rolling.

First, shop culture. Nobody wants to be the guy with the “cheap” tools. The firstyear apprentice looks at the master tech’s

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Price comparison at three different tiers. Cash price for value-brand master sets versus equivalent truck coverage with typical financing (60 months at 19% APR). Truck figures are estimates based on catalog MSRP for matched coverage. PHOTO COURTESY OF NOAH NELSON

stacked, lit-up, six-figure setup and reads it as the standard. That’s the benchmark that determines if they belong. The box is a flex before it’s ever a tool, and a kid will finance his way into the costume rather than be frugal.

Second, convenience. The value kit means an order, a wait, a delivery. The truck comes to you every week, parked in the bay, financing built in, high limits and rates for anyone who hasn’t applied for a credit account before. Or an informal “truck account” you settle with the driver on a handshake, no bank, no credit pull.

It’s the path of least resistance, and it’s designed that way. But convenience is never free. You pay for it once in the markup and again in the interest. Box financing often

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runs 18% to 20%, enough to push the final tab toward double the sticker. The truck’s entire business model depends on making the most expensive choice feel like the easiest one.

Own Your Craft, Not Your Debt None of this is anti-tool, or even anti-tool truck. Buy good tools. Take pride in a box that works. Just be honest about what you’re holding: a depreciating asset you may still owe money on.

You can build a complete working setup for around $4,500, and far less if you shop value brands, buy used, and walk past the truck. What you’d save against a financed six-figure box setup is a down payment on a house, or years of an

apprentice’s debt erased. Keep it, and the truck stops being something you dread.

Your paycheck stays yours, every week.

NOAH NELSON serves as technical editor for Motor Age. He started his 20-plus-year career as a lube technician and evolved through the ranks into district management. Now an ASE Master Technician, Noah leverages his diverse background to provide the industry with practical, real-world technical tips, guidance, and insights.

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ELECTRIC VEHICLES

Electric Motor Evolution: 2000 to 2026 Why the electric motor is replacing the internal combustion engine—and what technicians need to know

BY CRAIG VAN BATENBURG

An old school Honda rotor with magnets bonded to the outer surface.

PHOTO CONTRIBUTED BY CRAIG VAN BATENBURG

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WHY USE AN ELECTRIC MOTOR when an internal combustion engine has been doing a perfectly good job for over 125 years? There are many reasons to drive electric vehicles, but until now, battery technology hasn’t been cheap enough to make it a mainstream vehicle.

The modern hybrid technolog y was first mass-marketed by Toyota in model year 1998, but it needed an ICE to make up for the lack of range that a battery of the ‘90s lacked. The electric motor could only spin up to 6,500 RPM. Electric motors have only gotten better and less expensive to manufac-

ture. Internal combustion engines are dominant in the world of transportation and have been for any technician living today. What advantage does a modern electric motor of 150 hp (112 kW) have over a modern 150 hp gasoline ICE, like the Chev y Volt? The electric motor is smaller, lighter, less expensive to make, has no emissions, more available power, torque on demand, easier to diagnose, simple to fix, fewer moving parts, fewer sensors, no need for a flammable liquid onboard, lower cost for energy, and more. The electric motor that drives the wheels of an xEV (what ASE calls any high-voltage vehicle such as an HEV, PHEV, EV, etc.) has been changing for the better over the last quarter of a century. From new magnets, quieter operation, lighter weight, more torque and rotational speed, more durable winding in the stator, and lower cost. There’s newer testing equipment for techs too. These small powerful machines are one-quarter the size of a V-8 with more torque.

How did all this come about?

Nikola Tesla Nikola Tesla started to experiment with the rotating magnetic field principle in 1883 and then built and tested his multi-phase alternating current induction motors, including a three-phase design in 1887. He officially patented the technology in May 1888.

What Motor Types Are Used in xEVs Today?

Modern electric drive vehicles use one of three types of motors.

Ty pe 1. This is called a “ThreePhase Alternating Current Brushless Interior (or Exterior) Permanent Magnet Synchronous Motor.” They’re used in over 90% of all xEVs. Type 2. Called a “Three-Phase Alternating Current Brushless Induction Asynchronous Motor.” Installed in many Tesla models, GM eAssist,

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and others, they’re known as IM, induction motors.

Type 3. The latest one is a “Brushed Externally Excited Sy nchronous Motor.” This is new from Nissan, introduced in 2025. We’ll examine all three types.

Type No. 1: Three-Phase AC Brushless Permanent Magnet Synchronous Motor If you were trained by the Honda Motor Company when the Honda Insight gas-electric hybrid first came out in model year 2000, the Honda instructors told the technicians that the Honda IMA (integrated motor assist) motor was a DC motor. This is a quote from Honda: “We use an ‘ultra-thin DC brushless motor’ to highlight its direct-current (DC) power source and its simple, lightweight construction compared to bulky alternating-current (AC) systems.” My hybrid training started in 2000 with the purchase of a Honda Insight.

The Honda motor had three orange cables going to it, and most technicians were confused, as they should’ve been.

Honda was alone in their description of their electric motor, as every other OEM at that time (Toyota and more later) described its HV motor as a three-phase AC motor. Who was right?

What is it—a DC motor or a three-phase AC motor? If you’re familiar with the high-voltage switching that occurs in an inverter, it depends on what you’re sending through the orange cables from the inverter to the electric motor.

When the high-voltage battery is supplying power to the inverter, it starts as direct voltage and direct current. The inverter can’t change the voltage to AC voltage. It simply used the direct voltage by switching the polarity rapidly to create a square wave that is both positive and negative. This will then produce alternating current that’s fed into the stator windings.

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Honda is correct: in any threephase motor, it’s a DC motor when the high-voltage battery is sending direct voltage. At the same time, the inverter is sending a manufactured alternating current. To keep things easy to read and comprehend, we’ll refer to the motor as a three-phase AC motor. Let’s get back to the motor construction.

Creating AC This technolog y is used in every motor today. Alternating current will create an electromagnet from a coil of wire wrapped around laminated steel plates. These coils are arranged in a circle called a stator. Feed them alternating current at a certain frequency, and they’ll produce a rotating magnetic field with North and South electromagnets changing location. A coil between the North and South will be at zero volts as there’s no current flow. That coil will be non-magnetic at that time. Until recently, high-voltage three-phase electric motors in vehicles were either induction or permanent magnet types.

Modern 3-Phase Motor with rotor removed.

PHOTO CONTRIBUTED BY CRAIG VAN BATENBURG

PM Motors Interior (or Exterior) Permanent Magnets are arranged on or in the rotor.

The rotor is the spinning part that powers the wheels or whatever needs to rotate. This rotation determines the name: Rotor. Most PM electric motors have an interior magnet rotor, as fewer magnets are needed, but there have been exterior rotors that rotate around the outside of the stator in a drum of sorts. This is an expensive part of the motor, so work is constantly being done to reduce costs.

Synchronous Motor The rotational magnetic fields (stator) can be measured in RPM, but the speed is most often referred to as “frequency.” Frequency and RPM can describe the same thing in this context.

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An induction motor used on the GM eAssist hybrid system.

PHOTO CONTRIBUTED BY CRAIG VAN BATENBURG

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The speed of the electromagnets in the stator will match the RPM of the rotor.

In a synchronous motor, the speed of the rotating magnetic field equals the speed of the rotor—it’s synchronized.

Toyota is designing new magnets to lower the cost.

PHOTO CONTRIBUTED BY CRAIG VAN BATENBURG

Magnets Some metals have magnetic qualities naturally. Some metals like cobalt, iron, and nickel are easy to make into a magnet. When these metals are placed into an external magnetic field, their magnetic properties align, and they become strong permanent magnets. Most high-voltage electric motors in xEVs use high-quality permanent magnets made of a rare-earth metal called “neodymium.” Only a few types of permanent magnets are used in motors that power xEVs. The need to “reduce, recycle, and reuse” is clearly a theme this world needs to embrace as we deal with the effects of a growing world population. The most popular PM used today

The windings on this motor have changed to a more durable design, known as “Hair PIns.” PHOTO CONTRIBUTED BY CRAIG VAN BATENBURG

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is a neodymium magnet, also called a NdFeB, NIB, or Neo magnet. We’ll call them neo magnets. They’re made from standard iron, boron, and neodymium.

Rare-earth magnets are used in many other applications, such as wind turbines, robotics, and many other motor applications. “Rare” is a bit of a misnomer for a material like neodymium, as the high demand only increased the production output. It’s not rare. China is the leading country that mines and sells neodymium. Some attempts have been made to extract rare earth metals in the US and other parts of the world, but most rare earth metals still come from China. That country threatened to stop exporting neodymium and other rare earths in 2011, which sent prices for the metals soaring. If China were to use rare earth access as a geopolitical tool again, it could significantly impact companies that use rare earths to build their motors, so research has been going on for a long time to find a substitute. During your education in xEVs, you’ll see politics play a large part in the evolution of transportation.

How Neo Magnets Work Neo magnets can produce a strong magnetic field in a small package. When paired with dysprosium, Neo magnets have high “coercivity.” Coercivity is the ability to resist demagnetization once magnetized. Heat is the largest factor in a magnet losing its magnetic qualities.

In any motor, the heat is managed as you would expect, with a computer, sensors, and strategies to keep the motor in a “safe” temperature zone. In a permanent magnet motor, the magnets are often embedded in the rotor, although the first motors that Honda used in model year 2000 had the magnets bonded to the exterior of the rotor with a fiberglass belt trapping the magnets, just in case things got out of control. A modern rotor has slots that the magnets are slid into and glued in place.

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This illustration shows the relationship between the stator and the rotor.

PHOTO CONTRIBUTED BY CRAIG VAN BATENBURG

Magnets embedded in the rotor have changed over the years.

PHOTO CONTRIBUTED BY CRAIG VAN BATENBURG

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A less expensive PM was developed

by Toyota. It used a fraction of the amount of neodymium that was used before. The new magnet Toyota developed uses no terbium or dysprosium, which can be added to neodymium to improve its operability at high heat, above 212 degrees Fahrenheit. This magnet makes motors less expensive. How does all this impact an xEV technician? Once you think you know enough about motors, a new one will be innovated, as true inventions are rare.

Instead of neodymium or dysprosium, this new PM uses less expensive rare earth metals—lanthanum and cerium.

Lanthanum and cerium are still predominantly mined in China. Instead of magnets with a uniform concentration of neodymium, Toyota’s magnets concentrate neodymium around the edges of the magnet.

Type No. 2: Induction Motors Induction Motors (IM) are referred to as a “Three-Phase Alternating Current Brushless Induction Asynchronous Motor.” Here’s the breakdown of all those words. Three-Phase Alternating Current (AC) is no different than the stator in a PM motor other than the software will have a different strategy. Brushless—like Type 1. Induction motors don’t use magnets. This is the biggest difference. The rotor is sometimes called a “squirrel cage” and is mostly made of aluminum and copper.

The magnetic poles in the rotor are induced by the magnetic fields produced in the stator.

W h a t i s “a s y n c h ro n o u s” ? T h e speed of the rotating magnetic field created by the stator is either faster or slower than that of the rotor. The rotor is excited by the stator, and if the

speed of the rotational field matches the rotor, the rotor would stop spinning. When the “induction” motor is a motor, the rotor is going slower than the rotating magnetic field. If the “induction” motor is in generator mode, the rotor is going faster. This type of motor is less expensive to manufacture but requires more energy from the battery pack. Tesla used this for years, as Elon Musk was worried about the supply of magnets sourced in China. About 10 years ago, Tesla installed a PM motor in the rear and continued to use the IM in the front drive motor. In model year 2012, General Motors used an IM motor in its eAssist HV hybrid system.

The Nissan BSMT This new motor is less costly to produce. Nissan calls this a “Brushed Externally Excited Synchronous Motor” or BSMT. The stator, inverter, and resolver are like both Type 1 and Type 2. The big difference is it has no PM or squirrel cage. It uses an easily replaceable brush set that creates magnets in the rotor that have coil windings inside it. It may be used only in Japan and not in the US. Munro and Associates will tell you it’s in the US, but my sources at Nissan didn’t confirm if it’s sold here when I reached out to them.

CRAIG VAN BATENBURG is the CEO of ACDC, a hybrid and plug-in training company based in Worcester, Mass. ACDC has been offering high voltage classes since 2000, when the Honda Insight came to the USA. When EVs were introduced in 2011, ACDC added them to their classes. Reach Craig via email at Craig@ fixhybrid.com or call him at (508) 826-4546.

Find ACDC at www.FIXHYBRID.com.

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AUTOMOTIVE PRODUCT GUIDE

Intuitive graphical user interface

The Carlyle Tools 3,000 CCA Battery Tester, No. CEA3000, features firmware updates available through PC software to keep the tester up-to-date. An intuitive graphical user interface for fast, straightforward operation, delivering results injust two seconds, according to Carlyle. A self clamp-cable design offers secure connections to vehicle batteries.

Result management available via PC software for streamlined record-keeping and analysis. Designed for both ease of use and portability, it is ideal for shop or on-the-go testing.

Includes 25 cups and adapters

The OTC Tools Ball Joint Connected Adapter Professional Kit, No. CA6630, uses its extra-large C-frame with stainless steel ball bearings to securely hold cups and adapters, making it easier to setup the press to remove and install ball joints, U-joints, wheel studs, and more.

The kit comes with 25 cups and adapters for more than 600 vehicle applications.

This kit is fully compatible with existing OTC ball joint kits. The impact-rated forcing screw pushes with up to 10 tons of force and features a striking cap to shock ball joints loose. Striking cap also helps align components for installation. A proprietary coating helps extend forcing screw durability and lifespan.

Automatically inflate or deflate

The Milton Industries Automatic Preset Digital Auto Tire Inflator, No. 590-A1, inflates tires fast and accurately. Users simply set their target pressure and let the inflator automatically inflate or deflate up to 174 psi. Featuring a backlit LCD display, dual memory presets, audible alerts, and handsfree operation, it delivers professional-grade performance for shops, fleets, and garages. Durable, rechargeable, and easy to use, it’s the smart solution for precise tire pressure management.

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Offers dedicated entry-level heavy duty diagnostics

The XTool HDGURU offers heavy duty vehicle diagnostics via standard OBD-II protocols, with over 60 bidirectional tests, more than 35 Cummins dedicated functions, and advanced feature and parameter programming across over 45 applications. It features a streamlined Linux system and a 5.45” display. The HDGURU can provide DTC scanning and clearing, ECU information, live data, freeze frame, and more for Cummins ECUS via OBD-II and 6- and 9-pin Cummins diagnostic connectors. The tool can also perform various maintenance functions, including special functions, feature activations, and parameter modifications for all major Cummins ECUs. The HDGURU has 35GB of storage and a 3150mAh battery.

Features an abrasionresistant outer shell Removes battery terminal clamps

The Carlyle Tools Battery Terminal Pullers, No. CBTP, are engineered to remove battery terminal clamps without damaging the battery post. This puller is designed with a durale construction to tackle even corroded spring-type clamps.

The Harbor Freight ICON Magnetic Tool Mat features an 11” by 9” magnetic working surface designed to keep ratchets, wrenches, sockets, and other ferrous tools secure and within reach.

Additional features include a durable, abrasion-resistant outer shell, a flexible magnet sheet that conforms to curved metal surfaces, convenient toolbox storage, and a lifetime warranty.

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Bluetooth compatible and ECE-R100 compliant Features multi-light LED for bright illumination

The 1/2” High-Torque Impact Wrench, No. FX1472-1H, from FLEX Power Tools delivers up to 1,500 ft-lbs of maximum torque. Dampeners deliver vibration suppression that isolates the user and the tool from vibration for reduced fatigue and maximum control. The cordless impact wrench features two auto control modes: Bolt Auto Stop mode prevents over-tightening, breaking, or stripping, while Bolt Removal mode stops the tool when the bolt is loosened. A multi-light LED delivers bright illumination in dark areas. The kit includes the 1/2” impact wrench, 6.0Ah Stacked Lithium battery, and a 280W Rapid Charger.

The Power Probe EV Tester, No. PPEVTEST, combines a 1000V CAT III AC/ DC voltmeter, 1kV insulation tester, and true milliohm meter into a single handheld diagnostic tool for EV service. Bluetooth-compatible and ECE-R100-compliant, it measures resistance from 0.001mΩ to 40kΩ and includes features such as smart diode testing, wire length calculations, capacitance measurement, insulation testing up to 1000VDC, and temperature measurement up to 752 degrees F. A 2.8” TFT display and onboard storage for up to 400 test results complete the package.

Features direct access to Direct-Hit database Features five light modes

The NEBO 1K EDC Pocket Light is a compact pocket and cap light designed for everyday carry and handsfree lighting use. Featuring a water-resistant, durable metal design, the light is USB-C rechargeable and includes a magnetic base. Offers five light modes, ranging from a 1,000-lm turbo mode to a 10-lm low mode, along with a defensive strobe.

It features up to 10 hours of run-time, Smart Power Control, and is impact-resistant and IPX4 water-resistant.

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XTool Prodigy delivers advanced diagnostics with unmatched speed; it’s unequivocally the fastest scan tool in the aftermarket. Built for the workflow U.S. technicians and independent repair shops demand, offering extensive vehicle coverage and OE-level functionality. Winning features include a “smooth” new-age user interface, dynamic “no modules missed” topology, accessible quick scans, and deep system-intricate diagnostics.

The Prodigy maximizes efficiency, reduces downtime, and helps shops service more vehicles with confidence.

Dual power LEDs

The Streamlight Sledge Headlamp is a ruggedized, rechargeable, flood beam headlamp engineered for versatility and performance across industrial and outdoor applications. It features dual power LEDs and provides multiple modes of lighting, including THRO mode that provides a short burst of 1,000 lm when extra brightness is needed. On low, the light provides 100 lm and runs for 13 hours; on medium it provides 300 lm and runs 9.25 hours; and on high it runs 600 lm and runs for 4.25 hours. Powered by the SL-B26 protected Li-Ion USB rechargeable battery pack, it can also operate on two CR123A lithium batteries.

Designed for all-day wear

The Milwaukee Tool Polarized Full Frame Safety Glasses w/ Removable Side Shield, Nos. 48-73-2511 and 48-73-2513, are designed for all-day wear, featuring long-lasting coatings that reduce glare.

This protective eyewear has an exterior anti-scratch hard coat to protect the lenses from everyday wear and tear.

These protective glasses also deliver a fog-free interior coating for consistent visibility on the jobsite. The safety glasses feature soft temple arms designed for extended wear and comfort. These ANSI Z87+ glasses have removable side shields to help protect against debris. Available in blue and silver mirrored options.

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AUTOMOTIVE PRODUCT GUIDE

Features dual hex sizes

Tackle standard and damaged lug nuts with confidence using the professional-grade 7-pc 1/2” Drive Flip Socket Set, No. LT1237, from LTI Tools by Milton.

Featuring six double-ended sockets that cover 12 common lug nut sizes, this thin-walled chrome moly steel set delivers strength, versatility, and easy access in tight spaces. Ideal for tire shops, roadside assistance, tow operators, and DIY drivers; it’s impact-ready, corrosion-resistant, and comes organized in a durable blow-molded case.

Connects to smartphone as image generator

The HD Video Borescope, No. 481224/4AF, from Hazet, features a 360-degree swiveling probe and is 1m long and 3.9mm thin. The borescope is designed to get into areas otherwise hidden from the user. With a focus range of 5mm to 100mm, this tool can detect damage as small as hairline cracks or grooves. The joystick feature can direct the camera head in any desired direction. With no display unit of its own, the borescope can be connected to a standard smartphone as an image generator and storage unit. The borescope is IP67 waterproof with a temperature operating range of -20 degrees C to 70 degrees C.

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Tests and diagnoses noise, vibration, and harshness The PicoScope NVH Essentials Standard Kit from Pico Technology is a comprehensive package for testing and diagnosing the noise, vibration, and harshness of a vehicle. The kit is powered by the PicoScope 4425A and allows measurement on 3 axes with the option to measure vibration or sound on a single axis at an additional vehicle location. The addition of the Mongoose-Plus ISO/CAN 3 J2534 Lead (TA512) allows users to acquire engine and road speed signals.

Available in 1/4”, 3/8”, and 1/2” drive sizes The GripEdge Tools 12-pc Triple Square Socket Set delivers torque, durability, and versatility for Audi, Volkswagen, and Porsche applications. Available in 1/4”, 3/8”, and 1/2” drive sizes, this second-generation set is built with the patented Rounding Prevention Technology and precision-machined S2 steel construction. Each socket features a corrosion-resistant coating and large, stamped and paint-filled markings for quick identification, even in low-light conditions. The set includes sizes: M4, M5, M6, M7, M8, M9, M10, M12, M13, M14, M16, M18.

Features built-in TopFix AI TopScan Master is TOPDON’s top-tier pocket scan tool that pairs with a smartphone via Bluetooth for full-function diagnostics across over 120 vehicle makes. It delivers all 10 OBD-II test modes, bidirectional controls, key programming, DoIP support, and 30 service functions covering advanced resets and system-matching procedures. Built for professional technicians, it also includes performance testing, live data comparison, and shop-ready reporting, providing high-end diagnostic capability in a compact, wireless format.

180-degree flex-head rotation

The SK Tools 12-pc Flex-Head X-Frame Metric Ratcheting Wrench Set, No. SK80070, features an exclusive X-frame design for additional strength, balance, and precision in tight spaces. The 180-degree flex-head rotation and adjustable box-end head pivots for access in hard-to-reach areas. The set features a 216-tooth, 6-pawl mechanism, an I-beam handle construction, a SureGrip anti-slip design, and a professional-grade build.

The set includes sizes 8mm, 9mm, 10mm, 11mm, 12mm, 13mm, 14mm, 15mm, 16mm, 17mm, 18mm, 19mm.

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Features slipresistant handle

The SUNEX Tools 3/4” Drive 100-600 ft-lb Dual-Direction Torque Wrench, No. 97034, offers versatility for light and heavy duty applications with its 100-600 ft-lb torque range. The wrench delivers torque accuracy of + or - 3% clockwise, ensuring fasteners are tightened to exact specifications. Featuring a chrome vanadium steel housing and internal components, this wrench can withstand 5,000 torque cycles without calibration loss. An ergonomic knurled grip offers slip-resistance and a secure control, while easy-to-read dual-scale markings feature laser-etched ft-lb and Nm scales for precise adjustments. Additional features include a 45-tooth ratcheting mechanism with 8-degree swing arc, an audible click and impulse feedback that signals when desired torque is reached, and a heavy duty storage case.

Compatible with various greases

Designed to access hardto-reach areas

The heavy duty Zeeline by Milton Industries 70:1 Pneumatic Grease Pump is built for short-to-medium-distance applications and delivers 38.8 oz. (1,100 grams) per minute for fast, efficient grease dispensing. Compatible with various automotive and industrial greases, it works with 120-lb kegs for added versatility. Its durable design features minimal moving parts and corrosion-resistant materials, helping reduce downtime, lower maintenance costs, and provide reliable, long-lasting performance in demanding workshop and industrial environments.

The GripEdge Tools 6-pc 3/8” Drive Long Metric Ball Hex Driver Set, No. BHBM6LS, is engineered with GripEdge’s patented Rounding Prevention Technology.

Each bar is formed from S2 steel and precision-machined to reduce thickness and increase access to hard-to-reach areas. The GripEdge patented RPT ball hex geometry enables up to a 22.5-degree pivot angle, further enhancing the increased access to hard-to-reach areas.

Each socket features an overall length of 6”, perfect for accessing recessed hex screws, as well as large, stamped size markings with black ink fill to increase visibility. Each set comes conveniently packaged into an EVA foam tray.

Advance Auto Parts. . ...........................7

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The Award Zone.. .................................9

Autel US. . .............................................5

Ford Motor Company. . .........................2

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AutoZone...........................................17

Robert Bosch (Automotive Service Solutions).. ............................55

Van Batenburg’s Garage. . ..................57

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TECHNICAL SERVICE BULLETINS INFORMATION COURTESY OF MITCHELL 1

the full replacement procedure before beginning any work on the IB. Do not install any part that shows visual damage. Before disconnecting or removing any HV component, the HV system needs to be disabled and secured by means of the HV service disconnect switch and locked out by a properly trained HV technician.

data. This new software contains enhanced logic providing more accurate detection of DTC C1C40. Reprogram the EBB with the updated software.

(Photo: Subaru)

(Photo: Mitchell 1)

BMW

NISSAN

HV BRAKE MODULE REPLACEMENT

EVAP DTC NOT CAUSED BY LOOSE FILL CAP

This bulletin applies to 2025 BMW HV vehicles. After programming from I-Levels between 24-03-505 and 24-03-540 to I-Level 24-03-530 or higher, the message “CCM-2525: Brake system—drive at moderate speed” may be displayed. An imminent failure of the integrated braking system has been detected. Fault code 480B18 (DSC unit—internal position sensor linear actuator, electrical fault) may be logged.

Replace the IB module for the fault code 480B18. Be sure to review

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IMPORT SUBARU

BRAKE BOOSTER SOFTWARE UPDATE This bulletin announces the availability of new reprogramming files for 2025 Subaru Forester, 2023-2025 Ascent, 2023-2025 Legacy and Outback, 2024-2025 WRX, and 2024-2025 Impreza and Crosstrek vehicles, developed to address cases of DTC C1C40 being detected by the electronic brake booster in addition to failure detail code 30A2 stored in freeze frame

This bulletin applies to all 2008 and newer Nissan vehicles except LEAF and Titan XD with V8 diesel. If DTC P0456 (EVAP leak—very small leak) is stored, this code is not caused by a loose fuel fill cap. An EVAP leak has been detected where the vent control valve mounts to the canister. The vent control valve O-ring seal is determined to be the cause. Replace the vent control valve as an assembly.

The O-ring is no longer available as a service part. (Photo: Nissan)

AUGUST 2026

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VEHICLESERVICEPROS.COM

ACURA

OIL LEAK AT CAM CHAIN TENSIONER COVER This bulletin applies to 2024-2025 Acura Integra Type S vehicles. An oil leak at the cam chain tensioner inspection cover may be found, caused by insufficient sealant adhesion. If a leak is verified (Acura recommends use of the engine oil leak detection kit P/N 07AAJ-5A2A100), re-seal the cover or replace the cover as needed.

The detection kit uses a compressed air charge (air bubbles confirm a leak).

Use sealant P/N 08718-0004. With the engine off and the engine cover removed, use plastic hose pinching pliers to pinch off the PCV tube.

• Remove the intake tubing to gain access to the breather tube • Plug the breather tube using a rubber plug • Remove the engine oil dipstick • Insert the appropriate size fitting into the dipstick hole • Connect one end of the detection kit’s air pump hose to the small end of the fitting and insert the other end into the kit’s air pump • Turn the air pump on • Wait for two minutes, then confirm that the crankcase is holding air pressure by pulling the fitting out of the dipstick hole and listening for a pressure release • Once pressure is confirmed, remove the right front wheel

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• Remove the clips and pull down the underbody splash shield to access the tensioner inspection cover • Spray the suspected leak area with soapy water • Look for air bubbles to confirm a leak If a leak is confirmed, turn the pump off and remove the cam chain tensioner inspection cover. Remove the old sealant with a scouring pad (if re-using the cover). Apply a 2.5mm bead of sealant to the cover. Reinstall the cover within four minutes of applying the sealant and torque bolts to 9 ft.-lb. Reinstall the dipstick. Wait at least 30 minutes after installing the cover before adding oil to the engine. Do not run the engine for at least three hours. (Photo: Mitchell 1) DOMESTIC JEEP

STUCK IN LOW RIDE HEIGHT

MAZDA

SWIRL CONTROL VALVE SOFTWARE UPDATE Some Mazda vehicles may exhibit a Check Engine light with DTC P20F8:00 (swirl control circuit range/performance problem). This includes 2024-2025 CX30, CX-5, CX-50, and Japan-built Mazda3, as well as 2023-2025 Mexico-built Mazda3 vehicles.

The DTC is caused by overheating of the swirl control valve (SCV) motor, which leads to duty limitation, causing poor opening angle response and resulting in a stuck condition. To eliminate the concern, the PCM control software has been modified. Reprogram the PCM with the Mazda modular diagnostic system (M-MDS). (Photo: Mazda)

This bulletin applies to 2024 Jeep Wagoneer/Grand Wagoneer vehicles built on or after April 2, 2024, and on or before April 5, 2024, equipped with Quadra-Lift air suspension. After towing a heavy load above the protection limit, the air suspension will only lower and will remain at a low ride height.

The instrument panel may display the message “selected ride height not permitted due to payload.” Reprogram the ASCM with the latest available software. (Photo: Jeep)

TESLA

FRONT LOWER LATERAL LINK BOLT TORQUE This bulletin applies to 2023 Tesla

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TECHNICAL SERVICE BULLETINS INFORMATION COURTESY OF MITCHELL 1 Model Y vehicles. On certain Model Y vehicles, the fasteners that secure the left front lower lateral link to the subframe may not have been torqued to specification. Inspect and verify.

Remove one bolt at a time, clean, apply Loctite thread locker 222, install, and torque to 115 N·m. If bolts require replacement, use P/N 1109912-00-A (size M14 x 2.0). (Photo: Mitchell 1)

terminal tension, crimp, or lock issues as needed. If no issues are isolated during inspection, cycle the coolant pump connection and clear the DTC

navigating to the Toolbox menu in FDRS. (Photo: Ford)

(Photo: General Motors)

CHEVROLET

BRAKE MODULE CALIBRATION UPDATE

FORD

SUPER DUTY NOX SENSOR REPLACEMENT CADILLAC

ELECTRIC COOLANT PUMP COMMUNICATION LOSS Some owners of 2020-2024 Cadillac CT4/CT5, 2019-2024 XT4, 2020-2024 XT5/XT6 vehicles may have the MIL on with DTC U0672 set as current or in history (lost communication with electric engine coolant pump G59). The cause: potential electric coolant pump connection issue. Check for and correct any related wiring contamination,

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Some 2020-2022 Ford F-Series Super Duty vehicles built on or before October 31, 2022, and equipped with a 6.7L diesel engine may exhibit a MIL on with DTC P2201, P2209, P220E, and/ or P24FE stored in the PCM. This may be due to PCM software and the NOX sensor 11. To correct the condition, replace the NOX sensor 11 using P/N LC3Z-5L248-A and reprogram the PCM and TCM using the latest software level of the FDRS scan tool. Download and run the PCM—Diesel Particulate Filter Regeneration application via

This bulletin applies to 2025-2026 Chevrolet Trax and Trailblazer vehicles built from May 12, 2025, to December 5, 2025. Some customers may comment on warning indicators regarding ABS, Traction/Stability Control, and/ or Service Brake Assist. DTC C05CD (antilock brake system) may be set.

The cause of this condition may be the calibration of the internal rod position sensor in the EBCM. Update the calibration for the K160 brake system control module. Do not replace the module for this DTC. (Photo: Chevrolet)

SCAN TO READ MORE TSBs ONLINE

AUGUST 2026

7/22/26 2:28 PM

2608MA

WORK MEETS COMFORT

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AUGUST 2026

ADAS Insider

The complete guide to ADAS in the aftermarket

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INTRODUCTION

TABLE OF CONTENTS Introduction..........................................2

What Is ADAS and Why Your Shop Can't Ignore It Anymore Why ADAS calibration is necessary for most vehicles in operation, when it’s needed, and why you need to have a service strategy.

BY ROB DEARMOND

Customer Education.........................4

Train Your Team to Sell ADAS Recalibration Educating your team on presenting ADAS calibration to customers in a way customers understand.

BY KACEY FREDERICK

Liability & Documentation..............8

On ADAS Calibration: No Room for Chances Why key-to-key documentation is your best legal strategy when performing ADAS calibrations—and how to do it.

BY PAUL HUGHES

Sidebar..................................................9 ADAS Documentation—Write it down, take pictures, share your work.

Training & Resources......................12

Where to Learn ADAS (And Where to Skip) From accredited programs to peer networks, here's how independent shops are keeping their technicians ahead of a technology that won't sit still.

BY ROB DEARMOND

ROI & Business Planning...............14

Reframing ROI: Why ADAS Adoption Can't Wait A look at the cost of entry and the business case for bringing ADAS calibrations in-house.

BY GRIFFIN MATIS Cover photo: Hispanolistic / E+ / Getty Images

2

/

What Is ADAS and Why Your Shop Can’t Ignore It Anymore

From calibration basics to liability risks, here’s what independent shops need to understand about the technology reshaping every repair bay

BY ROB DEARMOND

Tom Palermo says there’s no getting around it. Advanced driver assistance systems, or ADAS, are here to stay, and the way things are moving, there’s more to come.

“I don’t see how a shop can get away from doing some work in some way, shape, or form with ADAS,” says Palermo, one of the owners of Preferred Automotive Specialists in Philadelphia, Pennsylvania. “If they can do it now, they’re not going to be able to do it much longer because these cars, all these systems are all starting to work together. There’s just no way around it.”

ADAS uses software, sensors, cameras, and radar to improve driver safety and reduce driver error.

Why Is ADAS on Nearly Every New Vehicle?

The primary reason ADAS has become a standard feature on new cars is safety, with Palermo saying it touches almost every aspect of a vehicle, including collision avoidance, lane detection, and blind spot detection “at a minimum.”

He says ADAS started with things like backup sensors and rearview cameras but has evolved to include self-parking, collision avoidance, adaptive cruise, blind spot detection, and in some cases, semi-autonomous driving.

“All of those items … they all just kind of blossomed as the technology and vehi-

cles really exploded over the last, I’d say probably 10 to 15 years, to the point now where just about every new car that’s purchased has some form of assisted driving capability,” Palermo says.

When Is ADAS Calibration Needed?

Palermo says any time things like alignments, suspension work, and windshield replacement are done, it changes the vehicle’s geometry, which requires ADAS calibration.

“Even though you may not be modifying the parts, you’re changing them back to closer to what they were when they were new, so you have to calibrate that vehicle to those changes, and it could be minute, but it may not even be something perceptible to the average driver, whereas before, you changed something and maybe the car still feels the same when you drive it,” he says. “The difference is with this you have all these sensors on the car … and to those particular components, a few millimeters in the wrong direction can mean a lot when you’re driving down the road.”

He says ADAS calibration may also be needed for repairs that don’t directly involve ADAS sensors, pointing to condenser work as an example.

“If you move one of those ADAS parts to get to something and you put it back

ADAS Insider

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7/23/26 4:41 PM

ASphotowed / iStock / Getty Images Plus

on, you have to do a calibration,” Palermo says. “There is no option because you’ve disturbed it from where it was calibrated.”

Do I Need an ADAS Strategy?

Of those who responded to a recent EndeavorB2B’s ADAS Knowledge and Capabilities survey, 61% said their shops don’t have a systematic process to identify vehicles requiring ADAS calibration during intake and service planning, and 38% said their shops had a knowledge gap in understanding the liability and legal implications of ADAS. Twenty-five percent said they’re avoiding ADAS services because of liability concerns.

Palermo says it’s essential for shops to have a strategy when it comes to working with ADAS systems.

“There’s a liability to this, where if you’re going to be working with ADAS, you have to make sure that you know what you’re doing, and if you don’t have the equipment to calibrate it, you want to make sure you find somebody that does to do it,” Palermo says. “You don’t just want to send the car off into the wild without calibrating it.

If you send that car out and something happens to it and you’re the last one who put your hands on it, there could be some liability there, obviously, so that’s critical from a business perspective.”

Are Shops Ready for ADAS? The ADAS Knowledge and Capabilities

August 2026

ADAS_Template_Mechanical.indd 3

Survey showed 39% of shops don’t offer ADAS-related services but are considering it, while 49% don’t have a business plan for ADAS service expansion. Palermo says shops that don’t offer ADAS need to find the right partners to handle the work.

“There’s nothing wrong with subletting a calibration to somebody as long as they are qualified, certified, and they’re going to give you a good product for when you hand the keys back to your customer,” he says.

Of those who responded to the survey, 47% said their shops had not pursued formal ADAS training, but Palermo says manufacturers of ADAS calibration equipment offer many training options for shops. There are other options for training as well, including ASE certification programs, online courses, and webinars.

“It also kind of comes back to the shop has to make sure that their data is right and that they’re able to give the technicians the ability to access the information they need to do the calibrations,” he says.

“That comes down to how the shop is run. Access to information is a huge part of what we do.”

Only 7% of respondents strongly agreed that their shops have a clear strategy for educating customers on price increases involving ADAS calibration and related services, something Palermo says his shop wants to get ahead of. He says certifications, along with digital vehicle

inspections and pre- and post-scans, help build trust with customers.

“Because of the nature of the cost associated with auto repair now and the additional necessity for calibrations at times, it kind of forces us into having that conversation because we have to justify, ‘Hey, we’re going to charge X number of dollars for a recalibration,’” Palermo says.

What’s Next?

Palermo says ADAS technology will continue to progress.

“I think you’ll see it start to take more and more control of the driving experience, if you will, which some people might like, some people might not,” Palermo says.

Palermo says he expects to see more autonomous driving capabilities in the future, noting he got a glimpse of Waymo’s self-driving technology in action during a recent trip to Atlanta.

“It’s kind of weird when you pull up to a light, and you look next to you, and there’s nobody in the driver’s seat, and the thing takes off from the light,” he says. “I mean, listen, the technology’s there, and there were some struggles I’m sure in the beginning, but they seem to be perfecting it, and I think eventually, in the next, I don’t know, probably 10 years, you might be able to hit a button on your car and say, ‘Hey, you know what, I don’t feel like driving. You take care of it.’”

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CUSTOMER EDUCATION

Train Your Team to Sell ADAS Recalibration Educating your team on presenting ADAS calibration to customers in a way customers understand

BY KACEY FREDERICK

Advanced driver assistance systems, or ADAS, are appearing on more new vehicles every year, making today’s cars more capable but also more complex to repair. The sensors and cameras involved with ADAS often mean more work, which can confuse customers who are already navigating a stressful repair.

Ensuring those drivers get the ADAS recalibration they need can mean a balancing act between overwhelming them and not communicating at all. Tom Schearer, president of Schearer’s Sales & Service and coach at ShiftPoint Training Academy, is a 2024 Ratchet+Wrench All-Star Award winner with extensive experience navigating this exact issue.

He helps break down the strategies used successfully across the myriad shops he’s worked with.

Helping the Customer Understand

ADAS and its functions are usually tied to important safety features, such as distance sensors, adaptive cruise control, and lane departure systems. Factory/ OE repair information often specifies the need for ADAS recalibration after certain repairs, and insurance companies can require it for a repair to be considered complete on jobs like windshield or bumper replacements.

“If the insurance is requiring it, that’s telling us that this is valid, and this is real, and that we have a liability to make sure that we’re doing a repair right,” explains Schearer. “If we’re not doing a proper calibration, there’s a good chance that’s not going to function right—and we just can’t put our name on that.”

While shops may understand the importance of ADAS, not every customer will, and some may even view it as

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optional, or an upsell. With 58% of shops sharing that they are not currently educating customers on ADAS, it’s unsurprising that many drivers simply aren’t aware of how crucial it is to calibrate those systems.

That knowledge gap can lead to objections over ADAS recalibration. But when you take the time to understand a customer’s concerns and discuss it with them, it’s often the most impactful method to make the sale on a recalibration job.

“We absolutely get objections from our clients,” shares Schearer. “Most of it comes from not understanding. Typically, when we are able to go through and properly educate, they’re on the same page with us.”

Shops should avoid overwhelming a customer with a barrage of information.

That can make them feel more confused.

Finding that balance between informing and overwhelming customers is crucial to keeping them on the same page.

“Quite honestly, when we first got started, we just made it such a big deal, and it overwhelmed our clients,” says Schearer. “It was almost like we would just scare our customers.”

So, how do you communicate the importance of ADAS calibration without inducing anxiety?

Schearer and his team changed their strategy by minimizing the emphasis on ADAS. If a repair job requires any recalibration—such as a control arm replacement or an alignment that requires ADAS recalibration—the shop includes the necessary recalibration in the estimate and presents it to the customer alongside everything else, with a brief explanation.

If a customer has questions about what it is or why it’s needed, that’s when you

can step back and have that discussion with them.

“If the customer has questions, and they’re not understanding, then we kind of step back and go into more of an education mode,” tells Schearer.

“We kind of stopped really focusing on so heavily on the education upfront, because we found it overwhelms them.”

Additionally, there are subtle ways to help customers become aware of ADAS and what it does. Having literature in your shop, such as a brochure about ADAS, is a great way to give clients access to that information without dumping it on them.

Equipping Your Staff to Educate

Educating the customer can only be possible if your staff is equipped to do so—but just 27% of front-counter staff feel comfortable explaining ADAS. While those working the front counter aren’t expected to have the same skill set as a technician on the shop floor, they need to understand the fundamentals of ADAS and be able to discuss them with a customer.

Training your staff can involve teaching them to look for indicators that ADAS is present on the dash, and covering the basics of adaptive cruise control, lane departure systems, and how distance sensors work. Schearer likes to keep it simple for general staff, avoiding things like model-specific differences and focusing on a baseline foundation for understanding ADAS. “It’s really tough to get into the specifics of ‘Honda does this, a Chevy does this, and Audi does that,’” says Schearer. “That’s not realistic to put on our support staff, but the basic operating knowledge is what we’re focused on.”

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Tom Schearer of Schearer’s Sales and Service.

RW Archives / Alan Sylvestre Photography

Schearer has a procedure for staff to identify vehicles that may need ADAS upon intake. They’re taught to look for things like sensors in the bumpers, cameras behind the rearview mirror, certain dash warning lights, and other visual identifiers of ADAS. Additionally, if a vehicle has adaptive cruise control, it’s usually a sign of features like lane departure, distance sensors, and advanced braking.

Schearer also performs pre-scans at his shops, which identify ADAS components in vehicles before technicians begin working on them.

“Every car that we work on gets a pre-scan done on it before we touch and work on the car. And within that prescan, we use a certain company and tool that alerts us whether there is an ADASrelated component or module in that car,

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and that helps us to know better what that car is equipped with, and if we need to focus on any calibrations throughout the repairs we’re doing on that,” explains Schearer.

Ultimately, ADAS recalibrations need to be part of your standard and accepted as an essential part of repairing the vehicle.

Present it as such, and be a guide for the customer who wants to understand why it’s needed. There will always be the occasional client who decides not to pursue it, but most customers aren’t just looking for the cheapest job—they want someone they trust.

“Most of the customers really do want to do the right thing. They want to know, they want to understand, so they need somebody to help guide them through the process, and to be an advocate for them,” says Schearer.

Every car that we work on gets a pre-scan done on it before we touch and work on the car.”

—Tom Schearer, president of Schearer’s Sales & Service

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LIABILITY & DOCUMENTATION

On ADAS Calibration: No Room for Chances

Why key-to-key documentation is your best legal strategy when performing ADAS calibrations—and how to do it

BY PAU L H U G H ES

On ADAS calibration, Paul Foster takes no chances.

The COO of Dynamic Automotive, a multi-location family of shops in Maryland, aims for an orderly practice of OEM compliance and documentation in ADAS repair and calibration. It’s a system built on recorded work by trained techs, work that customers can see, and it prevents liability.

Any other way threatens customer safety and the shop itself.

“Not doing (calibrations) correctly is as bad as not doing them at all,” Foster says.

Liability: The Floor

First, the danger.

You can be sued. That’s for starters. In Los Angeles, California, you can also face a Bureau of Automotive Repair complaint or repeat visits from a disgruntled customer.

It’s the very real risk of liabilities, plural, for shops doing ADAS work.

“The BAR has a $200 million budget,”

says William Ferreira, an automotive industry attorney in Los Angeles. “The regulations here are so numerous, there’s no way I could be perfect enough with every single car that comes in.”

Liability always means money, he added, “and there doesn’t even have to be an accident.” Complaints can simply allege the shop put people at risk, or that someone couldn’t use the car to get to work.

Ferreira says complaints can get “ridiculous,” asking shops whether they got on the floor with a laser level to check the angle— every time, and specifically for that client.

Lawyers have also been known to assert the machine itself was faulty, whether through a failure to calibrate the calibrator or a failure to update systems and software.

(See sidebar, “Calibration.”)

He says a business insurance policy likely covers a “negligence” standard, but not “gross negligence”—and other parties, which could include your own insurance

company, will always allege the latter.

“No policy covers that.”

Insurers “have a duty to defend, and plaintiffs’ attorneys want insurance involved because that’s where the money is,” he says.

“But insurers will say, ‘What you did was gross negligence, so we don’t cover it.’”

ADAS riders are probably available, since most insurance agents will sell coverage for nearly anything. Ferreira recommends seeking one specifically written for this purpose.

But shops may still see a denial of coverage, and it won’t necessarily be legally wrong.

“With any new technology, the definition of negligence is not well established,” Ferreira says.

Documentation: Your Future

This applies even if you outsource the work.

Especially if you do.

Ferreira says ADAS calibration outsourcing is growing as mechanical shops remain reluctant to invest in the equipment and

ADAS Calibration: Do This First, and Second, and Third, and …

William Ferreira, an automotive industry attorney in California, suggests mechanical shops call someone like him before, not just during, an ADAS-related dispute. Call it an ounce of prevention and preparation.

“If all my clients had called me before they started,” with ADAS, he says, he’d have been able to prepare them for what could come as the work continued. “It’s called ‘issue spotting’ (and) it’s what attorneys do.”

BEFORE AND DURING CALIBRATION

Short of that call, consider his rough checklist for what to address before and during calibrations: lighting, adequate space, and a level floor; wheels aligned, ride height, tire pressure, and all fluids at specification; a full fuel tank, a clean windshield, nothing on the dashboard, and nothing hanging from the rearview mirror. Don’t place cargo, items, or extra passengers in the vehicle.

Ensure current OEM information and up-to-date manufacturer policies and procedures from your shop system, scan providers, and ADAS software,

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Ferreira says, and attend factory trainings. Get factory- or manufacturer-certified on ADAS wherever it’s offered. Use OEM screens or targets for cameras, radar, reflection, heating, and so on.

Dynamic calibration generally requires good weather, clear road lane markings, a flat road with few curves and moderate traffic, road conditions allowing speeds between 30 and 65 miles per hour, and fixed objects, such as rails, poles, or trees, along the roadside for the calibration to work, along with a driver and an assistant to monitor the scanning tool.

A vehicle camera even slightly off means it won’t see properly several hundred feet down the road.

“It’s such a minimal amount; it doesn’t take much,” says Paul Foster, COO of Dynamic Auto in Maryland. He says shops should perform both static and dynamic calibration. “Manufacturers are moving toward that.”

THE LIABILITY CONVERSATION

Sean Preston, a Massachusetts automotive attorney who works with mechanical shops through

collision repair connections, wrote in an email to Vehicle Service Pros: “Every dollar of ADAS work represents the potential for unlimited liability.”

“With ADAS, I need to know how they operate, who pays them, what type of equipment they use, what level of service they’re offering, whether there are any services they’d outsource, who does the work, and how the business entity is set up, collateralized, and insured.”

Preston calls these “foundational questions” that lead to issues of payment, marketing, pricing model, and shop niche. There are “different levels of liability (and) different organizations could address this in different ways.”

Elements to include in a customer contract are virtually limitless, aimed at avoidable eventualities, and can easily cover a dozen best practices, or more than 50 in all.

He says that’s the substance of the attorney-operator conversation: what to ask, and what to answer.

“A shop really needs to think about what kind of shop they are, what kind of quality they are going to do.”

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training required to do the work themselves.

That doesn’t necessarily make life easier.

“Now you’re responsible for them,” he says. “The onus is on the shop to make sure they do it right.” Find a partner that indemnifies its work and follows OEM policy and procedures specific to makes, models, even trim packages.

“OEM requirements are mandatory,” Ferreira says.

OEM calibration and compliance, along with pre- and post-scans, are foundational tasks on every vehicle. And the software records its own version of the work, right?

That’s just the start. Treat documentation like a fine ribeye: It’s hard to have too much.

The equipment saves information heavy on results, such as whether the ADAS component passed. But back up that record with process documentation, too: notes, personal video, screenshots, and photos covering every calibration category, including setting up targets, disconnecting and reconnecting cameras and sensors, an overview of the workspace, and every measurement taken.

Foster says Dynamic Auto treats this as standard practice.

“We take shots of the vehicle in the bay, the dongle in the car hooked up, targets being set up, the calibration when it’s finished, screenshots, digital video inspections,” he says. “Everything all green and good,” despite it being technically redundant.

Do this for anything connected to ADAS: alignment, suspension, battery disconnects, steering rack, struts, and any parts removed, replaced, or even jostled. Cameras and sensors are sensitive. A tech might assume that if something isn’t unplugged, it doesn’t need recalibration, but it does. (See sidebar, “ADAS Documentation.”)

Keep the evidence “as long as I possibly could,” Ferreira says.

In California, that’s three years; your state’s requirement may vary.

Calibration happens in the present. Documentation protects your future.

Habit: Customer First

Full OEM documentation, widely shared and saved longer than your kids’ handmade cards, aims for the kind of quality that speaks for itself.

But don’t forget the customer in the process.

“We’re not getting enough education out there,” Vahid Salalati says. It starts with OEM information: the specs and service bulletins.

“Dealers and manufacturers grow education.”

Salalati, who with Larry Battison opened the first of 15 planned Bosch Auto Service

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franchises in Oklahoma in June, believes customers have heard about ADAS education but haven’t received all that’s needed.

“Everyone wants it, but they don’t want to pay for it,” Salalati told Vehicle Service Pros.

“My guess (is) maybe 10% know their sensors need to be calibrated. You need to ask, you need to tell.”

Dynamic’s Foster says customers visibly recoil when ADAS calibration doubles their costs, or more.

When talking with customers, focus on safety and training. Present driver assistance systems as safety systems first, convenience or novelty second, while still sharing in the customer’s fascination with the technology and accommodating their learning curve.

“On modern cars, you have to be a lifelong learner, or it’ll pass you by,” says Matt Shepanek, vice president of credential testing programs at the National Institute for Automotive Service Excellence. He was performing ADAS calibrations 25 years ago and never really stopped.

Consider a technician like Victor Avila, an ASE World-Class Technician certified in 22 specialty areas. Get certified on ADAS. The organization offers two downloadable study guides on ADAS for vehicles overall and is developing a third for window replacement.

I-CAR offers training as well, and MEMA and SEMA are active in ADAS-related work.

The Insurance Institute for Highway Safety is involved too, since safety is what driver assistance systems are designed to do.

Poorly trained users also create liability, Ferreira adds.

ADAS calibration-equipment makers offer product training online and onsite.

Integrating ADAS into routine maintenance also helps shops defend themselves in future disputes by showing a consistent record of doing the work correctly.

Foster looks to all these resources, including factory training. “We want ASE certification, we want I-CAR.” Dynamic Auto techs trained for ADAS calibration “have demonstrated attention to detail and the capacity to learn.”

Build trust, connections, and relationships with customers and your team. Cultivate a culture that prevents issues, guards against liability, and makes ADAS compliance and documentation part of who your shop is, not just what it does. It’s only going to get bigger.

“ADAS was an investment in the future,” Salalati says of his and Battison’s Bosch plans. “It’s limited for our use now, but it’s going to grow.”

ADAS Documentation: Write It Down, Take Pictures, Share Your Work Automotive industry attorney William Ferreira has a simple philosophy: show your ADAS work so you don’t have to explain it later.

You follow OEM requirements and save your work.

You take your own videos, photos, screenshots, and the like. Now, here’s something you might miss: Keep PDFs of the actual requirements themselves.

These are always changing, as software updates make clear. But if you complete a repair in August 2026 and what counts as compliance expands after that, you’ll want proof in 2029 that you did the work correctly for the standards in place on the day you did it.

DOCUMENT THE DETAILS

Ferreira points to photos of everything: ride height measurements, OEM wheels and tires aligned, even an empty car. Video of the work being done, shot from multiple angles. Paper printouts, backed up on servers and easily accessible.

Every few months, document the work area: LED, shadow-free lighting with no natural light; white, light grey, or beige walls, clear of hot rod posters, calendars, or reflective plastic or glass; and confirmation that a software update has been completed.

Check tools and equipment, too, and document this “macro” overview work alongside everything else.

“Create a checklist, every so often fill it out, keep it on file. The checklist will grow (and) evolve over time,” he adds.

Now the finer details: Document fuel level as “full” and air pressure per manufacturer recommendation, both standard requirements. Remove children’s car seats, boxes, racks, accessories, and other items from the vehicle.

This can start to feel like an unrealistic level of demand, Ferreira says, but regular, written documentation can help a shop survive a review.

OEM PROCEDURES RUN THE SHOW

OEM procedures are the baseline, and shops need to be able to show they followed them.

“They run the show,” Paul Foster, COO of Dynamic Auto in Maryland, says, adding that specs vary by vehicle, so documentation has to be keyed to each one individually.

“Every manufacturer has their own nuance of how they want to do things.”

WHAT CUSTOMERS SHOULD RECEIVE

Customers get copies of everything, Ferreira says: the invoice, the OEM requirements, and the ADAS system results. They also sign an acknowledgment, with disclaimers, confirming that the work was done to OEM standards, that all targets were met, that anything done to the vehicle after the repair can affect performance, and that they’re welcome to bring the car back with any concerns. Together, this documentation shows that the vehicle has ADAS, that it was calibrated, that the customer is now responsible for it, and that the shop stands behind its work.

“There is an endless way of ‘proving’ compliance,” Ferreira wrote in an email. “Much of the time my job is to anticipate litigation and be over-protective.”

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ADVERTORIAL | Hunter Engineering Company

SPACE, LIABILITY & LEARNING CURVE: THE THREE MYTHS HOLDING SHOPS BACK

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uto repair shop owners on the fence about integrating ADAS into their shop’s workflow can often find themselves at the mercy of common misconceptions: that it takes too much space, that it exposes them to too much liability, and that the learning curve is too steep for their technicians.

Ken Sumerlin, owner of Precision ADAS Services in Bend, Oregon, uses Hunter’s Ultimate ADAS ® system daily and wants to encourage shop owners that these myths are unfounded.

Space Requirements Aren’t What Shops Think

A common industry myth surrounds ADAS spacing requirements. Shop owners assume they need a dedicated 30’ by 50’ bay with a level floor, and adequate space cushioning all sides. While nice to have, it’s not required for most forward-facing calibrations; these only require clearance

in front of the vehicle, and roughly 95% of vehicles in operation need only about 10 feet. “We need the proper environment, but it’s nowhere near as daunting as most of us thought in the beginning,” Sumerlin said. In many cases, ADAS calibration work fits neatly inside an existing alignment bay, since forward-facing systems depend on depth, not width.

“You need depth. You don’t necessarily need width,” he said. Width only matters for surround-view or blind-spot systems.

Uneven floors aren’t a barrier either, since the Ultimate ADAS ® uses advanced gimbals to measure the floor plane and adjust automatically, “so we don’t have to have the perfection of a perfectly flat shop floor.”

and lawsuits. Hunter’s connected system, HunterNet ® 2, links a shop’s alignment equipment, scan tool, and Ultimate ADAS ® system to a central server, so records save automatically in the cloud.

That matters most on procedures that don’t involve the scan tool at all, such as Toyota surround-view cameras, many park-assist systems, or Honda blind-spot checks. The Ultimate ADAS ® produces its own validation report any time it’s used for target placement, simplifying the job of the technician. Sumerlin also photographs the vehicle’s license plate at intake as an added safeguard for his shop. “I’d rather give the insurance (and) the customer more information, more documentation than less,” he said.

Liability Runs Both Ways

The Learning Curve Is Shorter Than It Looks

Airtight documentation during the ADAS calibration process is a shop’s best protection against customer accusations

The learning curve, meanwhile, is less of a curve and more a straight line on Ultimate ADAS ®. Guided, on-screen instructions won’t let the technician advance a job until the system verifies that you’ve completed the current step correctly. “The Ultimate ADAS ® takes care of all of that for you,” Sumerlin said. He was skeptical of ADAS himself when it first entered the industry. “I kind of wanted nothing to do with it. It was just something else that was disruptive to the repair field,” he said.

Now calibration is his shop’s bread and butter. His advice for shop owners: get hands-on with the equipment before deciding, through free training or an in-person class. “It’s not as hard as it seems,” he said. Through Hunter University, the company’s learning management system, technicians and owners can access tutorials and get certified right through the system to become proficient in calibration and become the next to bust the common myths surrounding ADAS.

Photo courtesy of Hunter Engineering Company

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TRAINING & RESOURCES

Where to Learn ADAS (And Where to Skip): The Shop Owner’s Training Guide From accredited programs to peer networks, here’s how independent shops are keeping their technicians ahead of a technology that won’t sit still

BY ROB DEARMOND

When it comes to ADAS training, Matt Shepanek and Andy Tirado agree that learning can never stop.

“It’s kind of one of those things; it’s like if you step away from it for a little bit, it’s going to pass you by because it’s moving at such a rapid pace,” says Shepanek, who is vice president of credential testing programs at ASE and president of the ASE Training Managers Council.

Tirado, a co-founder of the ADAS Network, says there’s no way to cover everything under the ADAS umbrella in a single training.

“That’s the biggest challenge with ADAS training,” Tirado says. “There really is no way to cover it all. It has to be continuous.”

Where Can a Shop Get Training?

Tirado and Shepanek say there are several ways shop owners and technicians can get ADAS training.

Tirado pointed to Keith Perkins from L1 Auto Training, the Autel Training Academy, Advanced Auto Parts through Carquest Technical Institute, Bosch, and Kaizen Glass Solutions as some options.

Shepanek recommends checking out atmc.org, which features a list of accredited training providers, as well as the MEMA Tech Training Hub, but also says there’s no substitute for hands-on training.

“We get that feedback all the time on our ATMC Training Benchmark survey,”

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Shepanek says. “The techs love that there are more options to do training virtually and remotely, but what they come back and say (is) … we want more instructor-led training, because that’s where the techs really learn, and they want more time out in the shop.”

Inevitably, something will pop up that wasn’t covered in training, with Shepanek saying environmental conditions and lighting can be things that are different back at the shop.

In EndeavorB2B’s ADAS Knowledge and Capabilities Survey, 43% of respondents said real-world troubleshooting guidance when calibrations fail is something that would be most valuable to their shops. That’s where a resource like the ADAS Network comes in. Tirado says members can ask questions and get instant support through a forum, as well as a global search.

“If you type up a brand, year, make, model, problem, it will automatically show you how many areas (are) in the site, if there’s a video, tech tips or there’s a forum solution, it will take you straight there, and instead of just getting the silver bullet at the very end, you see the full process, or you see what that person went through … what there problem was and what were the steps taken … to achieve the solution,” Tirado says.

“We don’t consider ourselves training,” Tirado continues. “We consider ourselves continuous education.”

Shepanek also says when going through training, professional networking can be key, and he encourages those who take classes together to exchange contact information.

“I always tell technicians to take advantage of that,” Shepanek says.

“Every time you’re in a training class, get to know people, network, because you never know where that’s going to come in handy.”

How Important Is ADAS Training?

Shepanek and Tirado agree ADAS training is critical, particularly when it comes to looking out for the safety of drivers and their families. The survey showed 20% strongly agreed their technicians fully understand the importance of following manufacturer calibration processes exactly as specified, while 20% had no understanding of the liability implications of performing ADAS calibration and diagnostics.

“If something’s not calibrated correctly, it puts the customers and the drivers of these vehicles in danger because they’re relying on these things as safety systems on the vehicle, so whenever it’s been in an accident or if you’re removing a bumper, you want make sure that you recalibrate it and put it all back to the way it was supposed to be,” Shepanek says.

The survey showed 38% of respondents

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Nikolay Tsuguliev / iStock / Getty Images

cited a gap in knowledge in understanding liability and legal implications with ADAS, while 61% have no systematic process in place to identify vehicles requiring ADAS calibration during intake and service planning.

Tirado also says it’s important for shop owners to understand how ADAS impacts their businesses, noting processes, communication, and documentation are essential.

“ADAS is very interconnected,” Tirado says. “It’s intrusive. There’s sensor integration throughout other modules. If you don’t do something right, you can get into trouble. We need a better understanding and concept of what’s all happening.”

“Understanding what’s connected and how it all works is essential before you take the legally binding commitment with a vehicle, where it ends up costing the shop more money or can create a possible safety hazard on the road,” he continues.

Another piece of the puzzle is consumer education when it comes to cost regarding ADAS services. The survey showed 46% of respondents are unclear on a pricing strategy for ADAS services, and only 7% strongly agreed their shop has a strategy for educating customers about price increases related to ADAS calibration on alignments and other routine maintenance.

“The knowledge base really is one of the biggest needs when it comes

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to the ADAS space,” Tirado says. “The other thing that I would say that’s much harder to accomplish, I think we need very strong consumer education to let the customers understand what ADAS is, how it works, why their alignment went from $70 to $400.”

Can Shops Skip ADAS Training?

With ADAS systems now prevalent on most vehicles, Shepanek and Tirado agree that skipping training isn’t really an option. Shepanek says ASE has an L4 test that covers calibrations and diagnosis for ADAS and is in the process of working on another ADAS test geared toward technicians who deal with a vehicle’s front glass and calibrations.

“In order to be a technician in this industry, you need to be a lifelong learner,” Shepanek says. “You need to stay on top of this stuff because the cars are getting so complicated and they’re changing so rapidly. When I first came into the industry, you would get a new model out, and you knew that the electrical systems and the powertrains were going to be relatively stable for a 7-year period, 8-year period. That’s not the case anymore.”

“The technology’s moving at such a rapid pace, if you’re not staying current on this stuff, it’s going to pass you by, and then you’re going to have to catch up,” Shepanek says.

The knowledge base really is one of the biggest needs when it comes to the ADAS space.”

—Andy Tirado, co-founder of the ADAS Network

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ROI & BUSINESS PLANNING

Reframing ROI: Why ADAS Adoption Can’t Wait ADAS calibration is shifting from a nice-to-have to a make-or-break business decision

BY G R I F F I N M AT I S

The era of “gravy money” from early ADAS adoption is closing. If you aren’t planning to bring calibrations in-house or formalize your sublet strategy right now, your shop may be running out of time.

Between facility updates and equipment costs, auto repair shop owners report that ADAS presents a high barrier for entry, with 49% of owners surveyed for the ADAS Knowledge and Capabilities Survey saying that they have no plans for adding ADAS calibrations to their offerings. Sixty-one percent of owners cite equipment costs as an issue, and 73% say they’ll only add ADAS service if and when the volume justifies it.

The issue is that viewing ADAS service solely as a numbers issue is a risk not only to the shop, but to every vehicle that comes through it. As the saying goes, the best time to plant a tree is a hundred years ago, but the second-best time to plant one is right now.

It Isn’t Optional

Keith Perkins, trainer and owner of L1 Automotive Training, says that far too many shop owners are viewing the subject of ADAS calibrations incorrectly.

Expecting the equipment to pay off immediately, especially if you’re only just now investing, isn’t going to work out.

“I think the part that gets missed every time is if a shop owner was to really stop and think, ‘Well, when does my business insurance pay for itself?’ That’s where ADAS gets looked at as an optional function. Unfortunately, if any shop is thinking that ADAS is something they don’t have to get into, they’re wrong,” Perkins says.

“They will be liable at some point in time,

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and most likely just go out of business for not properly repairing vehicles.”

Sending a vehicle back on the road without proper calibrations is the same as sending it out with only a handful of lug nuts tightened. From radiator work to brake jobs to simple headlight changes, ADAS is affected by countless factors and components. It simply can’t be ignored.

“ADAS isn’t just a thing; it’s the whole system of the vehicle,” Perkins says. “So, when does it pay for itself? The very first time that you use it, you’ve immediately removed the liability of not doing the job properly.”

Taking the First Steps

There are two approaches a shop owner can take to get started: buying piecemeal or buying an all-in-one system. The former requires researching your average vehicle mix and parts orders, which can be accomplished by partnering with your parts distributor or shop management software provider.

“Get your mix of (most commonly worked on) vehicles and determine what kind of targets are required for those vehicles. Look up a service procedure; find a calibration for the replacement of a windshield. If you do a lot of windshields, you’ve got to look at cameras.

“The other option is to jump in feet first and just buy an all-in-one system.

Sometimes you can buy the manufacturer’s individual target for that brand of car way cheaper than you can buy a whole kit.

If you determine there are only a couple of models you deal with, it might be way more cost-effective to buy the OEM tooling and target system, which is not always better quality than the aftermarket stuff.”

Dynamic calibrations, which are performed on the road and required for domestically manufactured vehicles, may already be within a shop’s grasp.

“If they were to invest in some training and research, they’d find that they probably already have everything to do almost all the dynamics,” Perkins says.

“Depending upon their mix of vehicles, they may need a substantially smaller investment—$10,000 or less—to add static targets to that based on what they are seeing.”

Perkins points to tools like the TopDon ADAS Radar 3-in-1 Calibration Tools, which have a low price point and targets for most radars on the market, as straightforward options for owners.

Static calibrations, which are performed in the shop while the vehicle is stopped and level, can seem expensive and unapproachable due to their facility requirements, but between dealerships, mobile shops, and other subletting options, the work simply can’t fall between the cracks.

“At the end of the day for a shop owner, it’s all going to come down to money, when unfortunately that can’t be the case,” Perkins says. “They either need to determine, ‘My building is appropriate for calibrations and we’re going to do them in-house,’ or ‘My building is not appropriate and we are going to sublet every one of them because we know it has to be done properly.’”

The Clock Is Running Out Perkins urges owners to view ADAS equipment in the same way that they view R-1234yf machines: an expensive

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Photo: RW Archives / Corey Miller Photography

initial investment that will quickly become a critical piece of equipment for nearly every single vehicle that comes through the shop. While it may be easy to neglect it at first and avoid the costs, it will soon become clear that turning away work is damaging the bottom line.

ADAS calibrations are an even more serious issue. With A/C work, the customer knows immediately if the system is broken. With ADAS, miscalibration is an invisible danger. The car drives away with no warning lights, but a malfunctioning safety system.

“In the beginning, when I jumped on board early and made tens of thousands of dollars of investment in it, it quickly paid off for me,” Perkins explains. “But now that people have dragged their feet, it’s dried up and become something where every small mobile company bought the equipment and made all the ‘gravy’ money off it. Now everyone’s fighting for scraps on that.”

While the time for easy profit may have passed, shops need to seize the moment to secure future revenue, protect the shop from liability, and reduce the amount of money lost to subletting.

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“They’ve put themselves in a position where they have to get it, but soon they’ll be mandated by law to buy the equipment, and there will already be everyone else who has their equipment paid off and has lowered their prices to be competitive because of insurance,” Perkins explains.

Making matters worse is the fact that customers don’t always make their decisions based on what would be the safest or most appropriate option for their situation. The longer a shop delays modernization, the worse the competition is going to get.

“The problem is we can’t change the public’s perception of our industry enough to get people to stop going to the shops that intentionally don’t care,” Perkins says. “So, the good shops will be fighting the guy down the road who says he’ll do the alignment for $79 and claims that ADAS stuff doesn’t need to be done.

No matter how much information you give to the public, if the guy down the road says he can do it for less and says it’s just as good, they’ll trust that person over the person trying to charge them more. Until we turn that around for the public, it’ll be an uphill battle.”

ADAS isn’t just a thing; it’s the whole system of the vehicle.”

—Keith Perkins, trainer and owner of L1 Automotive Training

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