Auto Service Professional - June 2022

JUNE 2022 • VOL. 12, NO. 3

THE TECHNICIAN’S RESOURCE

BREAKING DOWN ELECTRIFIED VEHICLES UNDERSTANDING COMMON TPMS PROBLEMS

SOLVING DRIVABILITY MYSTERIES

INTERPRETING SPARK PLUG CONDITION

Strategies to Detect and Repair 5

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contents Auto Service Professional > The Technician’s Resource

For Owners

For Managers

CONTENTS

For Technicians

June 2022 Vol. 12, No. 3

Departments 4

STRAIGHT TALK Plastic Is Good, Sometimes Inspections can prevent headaches for you and the customer

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TECH TIPS From metal repair to engine misfires

61 64

PRODUCTS

66

AD INDEX

Technical

30

12

8

44

TECHNICAL SERVICE BULLETINS Acura, BMW, Chrysler: The ABCs of bulletins

50

INTERMITTENT DRIVABILITY ISSUES Strategies for detection and repairs

30

UNDERSTANDING COMMON TPMS PROBLEMS Proper identification, inspection and service are required

44

ELECTRONIC POWER STEERING Understanding this now-common system

50

SPARK PLUG TECH Interpreting spark plug condition

56

BEYOND ORANGE CABLES Understanding hybrids, plug-in, electric and fuel cell service

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S T R A I G H T TA L K

Plastic Is Good, Sometimes Inspections can prevent headaches for you and the customer

M

ANY AUTOMOTIVE ENGINES NOW FEATURE an array of “plastic” com-

ponents (not merely plastic, but various polymer/composite formulations and constructions.) This is no secret. The move, from metals to composites, saves weight, something that automakers continually strive to accomplish in their ongoing quest for improved fuel economy.

The use of composite materials also provides a manufacturing cost savings, in terms of less costly injection molding as opposed to metals that require more extensive machining operations to achieve a finished product.

However, as we all know through the school of hard knocks, sometimes plastic components warp or crack due to thermal changes, age, stress or mishandling. One example is plastic thermostat housings/water necks, which sometimes warp at the base, preventing a seal; or they crack. Either problem can result in coolant leaks.

Another example is plastic molded intake manifolds. A case in point is the manifold for the Ford 4.6L engine, which is sometimes prone to cracking, allowing coolant to leak directly into a coil-on-plug well,

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Never assume that just because a part isn’t rusted or corroded that it’s good to go.”

migrating and causing an intermittent misfi re. While plastics are lighter and won’t rust or corrode, they’re not impervious to wear and tear or just plain aging.

Whenever servicing an engine where composite components are found, be sure to inspect for signs of damage, especially warping or cracking. Even though such issues may or may not present a current problem, catching any concerns early can save headaches for both you and the customer.

“Plastics” have their use and are often wonderful alternatives to metals, but they’re not bullet-proof.

Never assume that just because a part isn’t rusted or corroded that it’s good to go.

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THE TECHNICIAN’S RESOURCE

OnlIne

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

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

EDITORIAL Editor: Mike Mavrigian birchwdag@frontier.com Managing Editor: Joy Kopcha jkopcha@10missions.com Associate Editor: Madison Gehring mgehring@10missions.com

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

CONTRIBUTORS Jeff Taylor, Diagnostics & Drivability Specialist Bill Fulton, ASE Master Tech Craig Van Batenburg, EV Technology

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

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

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

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

Donny Seyfer, Seyfer Automotive Bill Fulton, ASE Master Tech

MARKETING STRATEGISTS Dan Thornton / dthornton@10missions.com (734) 676-9135, mobile (734) 626-4950 Bob Marinez / bmarinez@10missions.com (330) 899-2200, ext. 2217 Marianne Dyal / mdyal@10missions.com (706) 344-1388 Sean Thornton / sthornton@10missions.com (269) 499-0257 Kyle Shaw / kshaw@10missions.com (651) 846-9490 Martha Severson / mseverson@10missions.com (651) 846-9452

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TECH TIPS

From metal repairs to misfires

DIESEL REDUCTANT INJECTOR NOISE If you hear ticking /tapping noises on a 2011-2019 Ford F-Super Duty 6.7L diesel, this may be reductant injector noise, in which case this is not an indication of incorrect injector function and has no short- or long-term durability effects.

RESET THE HONDA

METAL REPAIR

Here’s a tip for resetting the maintenance data for a Honda (we’ll cite a 2010 Accord as one example). The vehicle must be stopped to reset. If the required ser vice is per formed and the display is not reset, or if the display is reset without doing the ser vice, the system will not show the proper maintenance timing. If not reset, there will be no record of when future maintenance is needed, which could result in future ser vice not being performed per the vehicle’s schedule.

1. Turn the ignition switch to the ON position.

2. If oil life is more than 15%, press the SEL /RESET knob repeatedly until the engine oil life is displayed.

3. Press the SEL /RESET knob for about 10 seconds. The engine oil life and the maintenance item code(s) will blink.

Note: If you are resetting the display when the engine oil life is more than 15%, make sure the maintenance items requiring service have been done before resetting the display.

4. Press the SEL /RESET knob for another five seconds. The maintenance item code(s) will disappear and the engine oil life will reset to “100.”

In those “rare” circumstances where you need to make a repair to cast iron, steel or aluminum where load-bearing or stress is not a concern (filling a small rust hole in a block’s water jacket, etc.), one alternative involves the use of a two-part epoxy that features a concentration of iron particles. One example is Henkel’s Loctite Liquid Steel.

The repair area must first be free of contaminants (oil, rust, etc.). Carefully abrade the area or apply muriatic acid (followed by baking soda neutralizing and water flushing ). Once the area is dry, mix the kit’s resin and hardener in a 4:1 ratio (four parts resin and one part hardener). Mix thoroughly, then apply. The goo is a bit runny, so it’s best to place the repair area level with the floor, if possible. Pour or brushapply until filled. Allow a six-hour cure time. The material hardens similar to iron, and can be ground, drilled or machined. If using muriatic acid, take the necessary precautions in terms of eye and face protection, gloves, etc., and avoid breathing its fumes. The epoxy kits are rather expensive, but it offers an alternative to drilling and pinning or welding.

RESET TING INDIVIDUAL MAINTENANCE ITEMS 1. Connect the Honda diagnostic system (HDS) to the data link connector (DLC).

2. Turn the ignition switch to the ON position.

3. Make sure the HDS communicates with the vehicle and the engine control module/powertrain control module (ECM/PCM). If it doesn’t communicate, troubleshoot the DLC circuit.

4. Select GAUGES in the BODY ELECTRICAL with the HDS. 5. Select ADJUSTMENT in the GAUGES with the HDS. 6. Select MAINTENANCE MINDER in the ADJUSTMENT with the HDS. 7. Select RESET in the MAINTENANCE MINDER with the HDS. 8. Select the individual maintenance item you wish to reset.

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TECH TIPS

From metal repairs to misfires

LS ENGINE REAR MAIN SEAL This family of GM engine crankshafts features a one-piece rear main seal that’s held in at the engine’s rear cover. Care must be taken to install a new seal correctly to prevent leaks. Do not oil the seal...install dry. Do not simply push the seal onto the rear flange of the crank. When doing this, the seal’s two inner lips would fold back, allowing oil to simply walk past the seal. The proper method is to install the seal dry, using the white nylon seal guide (which is included with a new seal). Install the white nylon guide into the seal ID and install the seal and guide into the rear cover. Carefully align the rear cover and evenly push the rear cover into place as the seal engages the crank flange. The guide prevents the lips from folding back. Once the seal is captured onto the crank rear flange, the guide simply pops out. One trick is to temporarily install three or four 8mm studs to the block, which helps to align the rear cover to prevent cocking the rear cover during installation. Anytime you install a rear main seal onto any LS crankshaft, you must use this nylon guide. It serves as a temporary installation tool. The nylon guide prevents the seal lips from folding rearward. If the seal lips fold rearward, this will result in a leak.

Install the rear main seal (with nylon guide) to the rear engine cover and install the sealequipped cover to the engine.

When the cover mates to the engine and the seal engages to the crank flange, the nylon guide will pop off. Without the guide the seal lips will pull rearward, resulting in a leak.

HONDA MISFIRE While working on a 2015 Honda Crosstour equipped with a 3.5L engine, misfire DTCs were found (P0300 random misfires), P0301 (cylinder 1 misfire) and P0302 (cylinder 2 misfire). After performing a road test while monitoring live data, the throttle position sensor parameter was seen as erratic. No faults were found during a visual inspection of wiring and connector. With ignition on and engine off, we used a multimeter to check for voltage and ground at the sensor, with both showing good. After back-probing the sensor and monitoring on a lab scope, the sensor signal was erratic. This proved that the sensor was faulty, but since the sensor is integrated with the throttle body, the throttle body needed to be replaced as an assembly. This fixed the problem.

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IN T E R M I T T E N T D R I VA B IL I T Y I S S U E S

Intermittent Drivability Issues Strategies for detection and repairs

B Y B I L L F U LT O N

W

E AS AUTOMOTIVE TECHNICIANS

all get the intermittent problems or symptoms from a customer’s car that we know can take a lot of diagnostic time to duplicate the symptom and a lot of diagnostic tests. Even so, there are times in all of our encounters when we are forced to make a judgment call as to what component we may feel is causing the intermittent problem.

A former trainer was quoted as saying that he tests and does not guess. In my opinion, that isn’t a real world strategy in this industry. We all have been forced to make a judgment call simply because we could not narrow down the cause or duplicate the symptom. If a judgment call is in order it’s important to communicate the cost and odds of being successful to the car owner. Some technicians seem to lean on the Silver Bullet Syndrome.

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Fig. 1 Bill Fulton has a sign in his shop alerting customers for labor time that may be involved in diagnosing an issue.

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IN T E R M I T T E N T D R I VA B IL I T Y I S S U E S

Communication with the car owner to get a good description of the symptom is paramount. Having said that, we know the owner may not offer an accurate description. All too often we have to get the vehicle to act up ourselves.

Fig. 2 Example of a GM vehicle that exhibited a misfire-type symptom only during a steady cruise condition. A clue here is that the symptom occurred only during a steady cruise with the torque converter engaged. Notice the STFT values look normal while the Oxygen sensor data graphed out looks normal.

Fig. 3 Here is a Toyota system that exhibited a misfire symptom under light load conditions before the spark plugs were replaced.

Notice that the spark duration period is barely 1 millisecond.

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One important thing I would like to point out is that your diagnostics fees should be explained to the car owner first and foremost. I actually have a sign in my office that establishes our diagnostics. See Fig. 1.

Over the years when we test drive a vehicle that has a drivability symptom we cannot say enough of what we feel through the seat of our pants when the symptom occurs. A surge or a hesitation can easily be fuel related while a jerk or buck can easily be caused by an ignition misfire. On our test drives we should always take our scan tool and set it up to the record mode.

Let’s take a look at Fig. 2 from a General Motors Co. (GM) vehicle that exhibited a misfire-type symptom only during a steady cruise condition. A clue here is that the symptom occurred only during a steady cruise with the torque converter engaged. Notice the STFT values in Fig. 2 look normal while the Oxygen sensor data graphed out looks normal.

If a lean density misfire occurred the STFT numbers would have increased as well as the Oxygen signal going low and lean from the unburnt Oxygen molecules.

Notice the transmission data indicates we are in fourth gear with the TCC commanded on. Now notice the TCC slippage of 258 RPM. If you could see this data live you would see the live TCC slippage needle fluctuate.

The torque converter was the cause.

When it comes to misfire-type symptoms, I like to scope check the secondary or primary ignition circuit

Fig. 4 After new spark plugs were installed on this Toyota we see a 1.5 millisecond spark duration period. Once the mechanical integrity of the engine is established as good, chasing a misfire with worn spark plugs can be futile.

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IN T E R M I T T E N T D R I VA B IL I T Y I S S U E S

(if accessible) to verify good spark duration periods during park idle no load conditions. Car owners typically ignore spark plug change intervals. Spark plug gap erosion and carbon impregnation are still a concern even on the premium spark plugs.

Take a look at Fig. 3 from a Toyota system that exhibited a misfire symptom under light load conditions before the spark plugs were replaced. Notice that the spark duration period is barely 1 millisecond. Now note Fig. 4 after new spark plugs were installed indicating a 1.5 millisecond spark duration period.

Once the mechanical integrity of the engine is established as good, chasing a misfire with worn spark plugs can be futile. I am painfully aware that access to the secondary circuit on some modern day engines is difficult if not impossible. Whenever I have a vehicle in my shop where I can easily check the secondary ignition spark duration periods I always do it on misfire-type symptoms.

Fuel trim values during a misfire can help us separate a fuel-related cause or an ignition system failure.

Lean density misfires will be indicated by double-digit positive fuel trim values while a rich density misfire will indicate double-digit negative fuel trim values. A loss of spark from a faulty coil or worn spark plugs will have little effect on fuel trim values. When noting the STFT values keep in mind that the engine must be in closed loop. On type A misfires the PCM will force the engine back into open loop and shut off the injector on the misfiring cylinder on modern day systems to protect the converter.

A Chevy Express Van came into the shop with an

Fig. 5 Take a look at the secondary waveform on a GM engine.

Notice that the point of primary turn on is missing.

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Fig. 6 Notice the CKP signal. Notice the signal dropouts. The cause was from a faulty wiring harness. We simply abandoned the signal wire from the crank sensor to the PCM and ran a new wire from the crank sensor to the PCM.

Fig. 7 CAN compliant systems will indicate which cylinder misfired from the last 10 drive cycles as indicated here. Notice the good test results. GM has given us per cylinder history misfire data on the enhanced side of the scan tool for years.

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IN T E R M I T T E N T D R I VA B IL I T Y I S S U E S

intermittent jerk buck and stall symptom with a good crank and intermittent no start. The PCM flagged a crank sensor code. The crank sensor had been replaced and a visual at the tip of the crank sensor did not indicate a clearance problem between the tip of the crank sensor and the reluctor. This is a common failure which is caused by worn crankshaft main bearings. GM actually

has a fix for this by selling you a shim to re-establish the air gap. On the Express Van this was simply not the case.

So much for the Silver Bullet or TSB ideas.

Take a look at the secondary waveform in Fig. 5. Did you notice that the point of primary turn on is missing?

Now let’s look at the CKP signal in Fig. 6.

Notice the signal dropouts. The cause was from a faulty wiring harness. We simply abandoned the signal wire from the crank sensor to the PCM and ran a new wire from the crank sensor to the PCM. CAN compliant systems will indicate which cylinder misfired from the last 10 drive cycles as indicated in Fig. 7. Notice the good test results. GM has given us per cylinder history misfire data on the enhanced side of the scan tool for years.

Fig. 8 Some technicians replace the spark plugs and the coils from a misfiring cylinder. A good idea would be to stress the coil with a spark tester. The adjustable spark test can be adjusted to a three-quarter-inch air gap which requires a 30KV demand. If a good consistent blue spark is established it is likely that the coil is good. The ST125 spark tester also stresses the coil but in this unit a 25KV demand is established.

Fig. 10 Bench testing the sensor's resistance change as we heated it up can be seen in this example.

Fig. 9 Access to the CKP for a circuit check is difficult, at best.

But it can be done at the PCM.

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Fig. 11 The best way to find a corrupted buss signal is to use a DSO. Note the initial signal in this example indicating a good 7 volt to .2 volt toggle.

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IN T E R M I T T E N T D R I VA B IL I T Y I S S U E S

Some technicians replace the spark plugs and the coils from a misfiring cylinder. A good idea would be to stress the coil with a spark tester. Note Fig. 8. The adjustable spark test can be adjusted to a three-quarter-inch air gap which requires a 30KV demand. If a good consistent blue spark is established it is likely that the coil is good. The ST125 spark tester also stresses the coil but in this unit a 25KV demand is established.

Ford Motor Co. has issued a bulletin to note more than 50% of their coils returned under warranty tested OK. A 2009 VW came in with an intermittent idle stall followed by a crank and intermittent no start. Our info from the customer said that occurred only after an engine warm up. After the engine stall, if the car sat for a while and cooled off it would start again. The previous shop had determined a loss of spark occurred after the stall and thus replaced the DIS and ignition module assembly. I was called to look into the problem.

The Variable Reluctance CKP sensors are known as a pattern failure on these cars. When I arrived at the shop we could not get the symptom to repeat. I removed the CKP sensor and did an ohmmeter check of its resistance which tested within limits.

When heating it up with my heat gun on the bench the ohmmeter went into open. The two clues here came from the car owner who told us that the stall only occurred at an idle condition and with the engine fully warmed up. A

Fig. 12 Look what happens to this signal during cranking.

Do you see the signal rise well above ground when we went to the cranking mode? This tells us that there must be a ground problem.

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variable reluctance sensor’s amplitude increases with RPM and decreases as RPMs decrease.

Access to the CKP for a circuit check is difficult at best. Access the circuit at the PCM as in Fig. 9. Bench testing the sensor’s resistance change as we heated it up can be seen in Fig. 10.

Now let’s take a look at an intermittent no crank

Fig. 13 Looking at the starting circuit schematic, the PCM sees the crank request off the ignition switch on the yellow wire. If the PCM gets the enable signal from the theft deterrent module on the class 2 network the PCM will then supply the ground for the pull in windings of the starter relay which then closes the relay contacts and sends B+ to the S terminal of the starter solenoid. All three DVOMs showed proper voltages. The starter still did not engage. We now know that the starter gets its ground through the engine block.

Fig. 14 Notice the battery is located under the back seat and that the battery ground is connected to the body. This tells us that there must be a ground cable between the engine block and the body.

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Ball joint presses make quick work of removing and installing press-fit parts such as ball joints, universal joints, and truck brake anchor pins. However, traditional ball joint service kits can be frustrating when trying to setup on an angle or in tight spaces. The problem occurs when reaching at extreme suspension angles.

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OTC’s newest ball joint kit, the CA7149 Connected Adapter Ball Joint Starter Kit, features cups and adapters that click into place on the C-frame. No matter how the tool is held, or which angle it’s being used, the cups and adapters stay locked into position. Since the ball joint nests inside the connected adapters for one-hand setup, one free hand can be used to tighten the forcing screw by hand or with an impact gun. This also makes under-vehicle and on-bench work easier, as the cups and adapters stay locked into the C-frame, no matter if held vertically or horizontally.

2

OTC Connected Adapter Ball Joint Starter Kit

Why would a shop want to use the Connected Adapter Kit? It boils down to versatility and ease-ofuse. The extra-large C-frame works on large and small vehicles on more than 600 vehicle applications, from a Honda Civic up to an F-550. The new tool is backwards compatible with most cups and adapters that techs might already have and is fully compatible with OTC ball joint cups and adapters. For ball joints, u-joints, and wheel studs, the CA7149 Connected Adapter Ball Joint Starter Kit makes removal and installation faster and easier than before.

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ASP | AUGUST 2021

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condition from a Cadillac system. Initially we conducted a buss circuit sweep test on this car that utilizes the GM class 2 protocol. A laundry list of U series codes appeared on the scan tool including from the theft deterrent module. This system uses the Pass Key theft deterrent system which will lock out the starter in the event of a fault or tamper. The security light was not on.

Clearing the U series codes and retesting showed a repeat of the U series codes. Thinking that we had a corrupted class 2 network we decided to look at the class 2 signal at pin 2 of the DLC. The best way to find a corrupted buss signal is to use a DSO. Note the initial signal in Fig. 11 indicating a good 7 volt to .2 volt toggle.

Now look what happens to this signal during cranking in Fig. 12. Do you see the signal rise well above ground when we went to the cranking mode? This tells us that there must be a ground problem.

Looking at the starting circuit schematic in Fig. 13 the PCM sees the crank request off the ignition switch on the yellow wire. If the PCM gets the enable signal from the theft deterrent module on the class 2 network, the PCM will then supply the ground for the pull in windings of the starter relay which then closes the relay contacts and sends B+ to the S terminal of the starter solenoid. All three DVOMs showed proper voltages.

The starter still did not engage. We now know that the starter gets its ground through the engine block.

Fig. 15 This indicates a faulty block to body ground cable.

Whenever dealing with an intermittent no crank complaint on systems that are equipped with a theft deterrent system it is always a good idea to get both keys from the car owner. Keep in mind that fob batteries are known to go bad. The extra key is not needed on the GM Pass Lock System since there is no IC chip in those keys.

22

Fig. 16 In order to test fuel pressure on Asian European and domestic systems, an array of expensive adaptors are needed to connect into the fuel pressure line with a T fitting. A low inductive amp probe would be a better solution coupled to a DSO. Based on the schematic we can simply jumper across the power side of the fuel pump relay or jumper across the fuel pump fuse with a jumper wire and clamp our amp probe around the jumper wire.

Fig. 17 Electrical connection problems and weak fuel pump grounds can affect the amperage values so be sure to check for good dynamic voltage to the fuel pump and voltage drop the ground circuit to ensure a good fuel pump ground. Here is an example of some good specifications. Notice that the amperage values are directly proportional to fuel pressure.

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Notice in Fig. 14 that the battery is located under the back seat and that the battery ground is connected to the body. This tells us there must be a ground cable between the engine block and the body. Fig. 15 indicates a faulty block to body ground cable. Whenever dealing with an intermittent no-crank complaint on systems that are equipped with a theft deterrent system it is always a good idea to get both keys from the car owner. Keep in mind fob batteries are known to go bad. The extra key is not needed on the GM Pass Lock System since there is no IC chip in those keys.

Many technicians are aware of the diagnostic value of the low inductive current probe. In addition we are aware that the fuel pressure test ports have disappeared. In order to test fuel pressure on Asian European and domestic systems an array of expensive adaptors are needed to connect into the fuel pressure line with a T fitting. A low inductive amp probe would be a better solution coupled to a DSO. See Fig. 16. Based on the schematic we can simply jumper across the power side of the fuel pump relay or jumper across the fuel pump fuse with a jumper wire and clamp our amp probe around the jumper wire.

On the Ford systems simply locate the inertial switch and clamp the amp probe around one of the two wires. The amperage values displayed on the DSO are directly proportional to fuel pressure values. In addition, electrical connection problems and weak fuel pump grounds can affect the amperage values, so be sure to check for good dynamic voltage to

Fig. 18 Notice the lack of oscillations indicating the pump is mechanically frozen. The symptom was an intermittent no start.

Banging on the fuel tank caused the pump to start spinning.

24

Fig. 19 Notice that the signature amperage waveform indicates the amperage drop offs from an open commutator bar. The intermittent symptom was a loss of power and an intermittent no start.

Fig. 20 This waveform was from a Ford Ranger with a good crank and intermittent no start only after a cold soak condition. The waveform was captured during an initial key cycle. We simply clamped around a wire at the inertial switch. The attenuation setting on the amp probe is 100 mV equal to 1 amp. The voltage per division on the DSO is 500 mV per vertical division which means that every vertical division equals 5 amps, Notice the initial current surge of 25 amps followed by a loss of conductivity. The pump is finally on line at about 7 amps.

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the fuel pump and voltage drop the ground circuit to ensure a good fuel pump ground.

Let’s look at some good specifications first in Fig. 17. Notice that the amperage values are directly proportional to fuel pressure. Now using the amp probe let’s look at some intermittent problems caused by a faulty electric fuel pump. In Fig. 18 notice the lack of oscillations indicating the pump is mechanically frozen. The symptom was an intermittent no start.

Banging on the fuel tank caused the pump to start spinning. In Fig. 19 notice that the signature amperage waveform indicates the amperage drop offs from an open commutator bar. The intermittent symptom was a loss of power and an intermittent no start.

Fig. 20 waveform was from a Ford Ranger with a good crank and intermittent no start only after a cold soak condition. The waveform was captured during an initial key cycle. We simply clamped around a wire at the inertial switch. The attenuation setting on the amp probe is 100 mV equal to 1 amp. The voltage per division on the DSO is 500 mV per vertical division which means that every vertical division equals 5 amps. Notice the initial current surge of 25 amps followed by a loss of conductivity. The pump is finally on line at about 7 amps.

Now let’s look at the signature waveform with the pump on line in Fig. 21. Notice the erratic waveform.

During a cold start condition the injector on time can exceed 100 milliseconds which can affect the pump’s

Fig. 21 Shown here is the signature waveform with the pump on line. Notice the erratic waveform. During a cold start condition the injector on time can exceed 100 milliseconds which can affect the pump’s ability to generate enough fuel pressure.

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Fig. 22 Using the Min/Max mode of our DVOM we probed the pink wire at circuit point 4. The ignition relay supplies power through the two pink wires to supply B+ voltage to the coils on both banks. This connector is located on top of the left valve cover. Using a Fluke 87 meter in the Min/Max peak detect record mode, we wiggled the connector and the meter beeped alerting us to a connector problem. The left bank cylinders came back on line. Pulling the record values from the DVOM indicated a Max voltage of 13.7 volts.

Hitting the Min/Max button again indicated a Min voltage of .4 volts. A new pink wire was spliced in to fix the bad power feed connection to the coils on bank 1.

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Fig. 25 A contact enhancer chemical known as Stabilant 22 greatly enhances conductivity across connections.

Fig. 23 Glitch detection becomes easy when using a DVOM such as the Fluke 87 series DVOM as seen here. Pressing the Min/Max button puts the meter in the Peak detection mode and records any voltage changes in the D/C voltage selection.

Fig. 24 Note the Freeze Frame data from a P0302 misfire code. Notice that the misfire occurred 40 seconds after startup. The engine RPM was flagged at 1,498 RPM. The engine temperature was at 77 degrees. The MAF reading of 7.64 GPS seems normal for this engine. A shop had previously replaced the spark plugs and the No. 2 coil. We can easily assume that the engine was in closed loop since the Toyota Prius system uses heated Oxygen sensors and also stores heated coolant in a thermos device to speed up closed loop operation.

ability to generate enough fuel pressure. In reference to fuel pump relays, most systems use the standard ISO type relay. Chrysler began using a solid state relay integrated into the TIPM module. This solid state device is known to cause an intermittent loss of voltage to the fuel pump. Chrysler sells a retro kit to replace the solid state relay with the conventional ISO type relay.

Another example is a GM Vortec engine with a loss of power complaint and a MIL along with a P0300 series misfire code. A previous shop had replaced all the spark plugs, coils and secondary leads. The problem was very intermittent. We finally got the symptom to occur on the truck. Scope checking the secondary circuits on cylinders 1, 3, 5, and 7 showed no secondary events on bank 1. All secondary events on bank 2 indicated good, consistent secondary events. So we asked ourselves what could cause the loss of all secondary events on the cylinders on bank 1. Let’s look at the schematic in Fig. 22.

Using the Min/Max mode of our DVOM we probed the pink wire at circuit point 4. The ignition relay supplies power through the two pink wires to supply B+ voltage to the coils on both banks. This connector is located on top of the left valve cover. Using a Fluke 87 meter in the Min/Max peak detect record mode, we wiggled the connector and the meter beeped alerting us to a connector problem. The left bank cylinders came back on line. Pulling the record values from the DVOM indicated a Max voltage of 13.7 volts. Hitting the Min/ JUNE 2022 | ASP

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Max button again indicated a Min voltage of .4 volts.

A new pink wire was spliced in to fix the bad power feed connection to the coils on bank 1.

Glitch detection becomes very easy when using a DVOM such as the Fluke 87 series DVOM as seen in Fig. 23. Pressing the Min/Max button puts the meter in the Peak detection mode and records any voltage changes in the D/C voltage selection. A 100 millisecond peak detect mode has been entered. The meter will emit an audio beep when a 100 millisecond voltage change has been detected. The Max/Min values are recorded in the meters buffer. Pressing the Min/Max button once indicates the maximum voltage values. Pressing the Min/Max button again the meter will display the minimum voltage values.

A third press on the Min/Max button will display the average voltage values. Pressing the button just below the Min/Max button puts the meter into a 1 millisecond peak detect record mode. This is a valuable test when conducting a wiggle test across a connector. The Min/Max Peak Detect record function is available on all meter functions.

Freeze Frame data can be very beneficial when a DTC is set. Mode 2 on the global side of the scan tool should always be investigated. Note the Freeze Frame data in Fig. 24 from a P0302 misfire code. Notice that the misfire occurred 40 seconds after startup. The engine RPM was flagged at 1,498 RPM. The engine temperature was at 77

degrees. The MAF reading of 7.64 GPS seems normal for this engine. A shop had previously replaced the spark plugs and the No. 2 coil. We can easily assume the engine was in closed loop since the Toyota Prius system uses heated Oxygen sensors and also stores heated coolant in a thermos device to speed up closed loop operation. The 2.0L engine was a high mileage engine with normal compression values on all four cylinders.

We were forced to make a judgment call on this vehicle. We communicated to the car owner that we felt that a high flow rate on an injector may have caused a rich condition causing the PCM to lean out all of the injectors causing a lean density misfire. Ideally we would have wanted to set the scan tool up for a record and record data when the misfire occurred.

This problem was so intermittent that we simply could not duplicate the problem. We got the OK from the car owner to flow test the injectors. Three of the four injectors had excessively high flow rates.

The one good injector proved to be the No. 2 injector.

There are times on intermittent issues that we are forced to make a judgment call and this is perfectly normal once we communicated our assumptions to the car owner.

Electrical connection problems are a common cause of intermittent problems. There are many

Fig. 26 I try to abide by what I call the 45 minute rule. Even so, intermittent problems can become a major problem and there is nothing wrong when forced to make a judgment call once you have done some good testing strategies.

28

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two problems are at the top of the list on intermittent symptoms. More often than not we are forced to perform as detectives trying to get as many clues as possible about the intermittent problem. The industry is better because of your commitment.

TSBs addressing this issue. There is a contact enhancer chemical known as Stabilant 22 that greatly enhances conductivity across connections. See Fig. 25.

I try to abide by what I call the 45 minute rule as shown in Fig. 26. Even so, intermittent problems can become a major problem and there is nothing wrong when forced to make a judgment call once you have done some good testing strategies. All too often we spend more diagnostic time and test drives on these intermittent problems than we can honestly charge for. Our best hope is that we retain a customer.

To try to limit my time on test drives on intermittent problems I communicate to the car owner that I can drive their car home after work to try and experience the symptom. My friendly neighbor once came over to my house and asked if I had a used car lot since he saw a different car in my driveway so often.

I know that my primary focus was on intermittent misfires and intermittent no starts but these

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

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Understanding Common TPMS Problems Proper identification, inspection and service are required

B Y M I K E M AV R I G I A N

A

TIRE PRESSURE MONITORING SYSTEM (generally referred to as TPMS

or TPM) is relatively basic in terms of the number of involved components. The pressure sensor transmitters (one transmitter mounted inside each wheel) monitor inflation data and send a FM radio signal to the system’s antenna and receiver, which then sends a digital signal to an ECU. Note that some vehicles may be equipped with one central antenna, while others feature individual antennas in the wheel wells at each corner.

A “direct” tire pressure monitoring system (where a dedicated system exists that monitors actual tire inflation pressure) is generally calibrated to alert the driver when one or more tires has lost at least 20-25% of the programmed/recommended inflation pressure.

An “indirect” system relies on tire diameter changes

30

(via ABS wheel speed sensor readings) to alert the driver of tire pressure changes. The indirect system is long-antiquated.

All new vehicles (2007 and newer) are federally mandated to feature TPMS in vehicles of 10,000 pounds gross vehicle weight (GVW) or lighter.

If a “fault” signal is processed by the ECU, the in-dash tire pressure warning light will illuminate.

Generally speaking, if a tire pressure problem is indicated, the warning light will illuminate constantly. If the light blinks (in most OEM systems), this indicates a system fault that must then be diagnosed with the proper diagnostic tool.

It’s important to note that whenever sensors are moved to new locations (during wheel rotation, etc.), the ECU must be reprogrammed (reset/relearn) in order to maintain correct location information for the system ECU. Otherwise, each sensor may transmit

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correct inflation data, but the ECU will then assign the pressure data to the wrong corner(s) of the vehicle. For example, if a vehicle is equipped with dash information that identifies each specific wheel location, you may see a warning that the left front tire is low, when in fact the low pressure problem may be found at the right rear (because the wheels were rotated and the sensors were never reset). Each sensor has a unique ID embedded in its pulse signal. The ECU receives this pulse signal and assigns — remembers — the sensor’s wheel position.

Depending on the maker’s design, these wireless pressure sensors transmit their data to an ECU using either 315 Mhz or 434 Mhz FM signals, usually in the 125 kilohertz range (Most domestic-brand vehicles will utilize 315 Mhz, while most import-brand vehicles will use 434 Mhz. An exception is Nissan, which uses the 315 Mhz signal.)

Stem-type sensors are light, weighing in the neighborhood of about an ounce, so this won’t be a problem regarding wheel balance compensation.

The direct type pressure sensors are powered by a lithium battery, with an estimated life of five to seven years, depending on your information source (I’ve heard estimates as high as 10 years). However, since the use of these sensors is relatively recent, we really don’t have enough real-world experience to more accurately estimate battery life. The sensors are designed to “wake up” via centrifugal force (once the wheels rotate at about 20 mph or so). In order to help extend battery life, the sensors “go to sleep” when parked. In operation, the sensor produces a pulse signal in timed intervals (depending on the specific system) of every 30 seconds or every 60 seconds, etc. This also aids in extending battery life.

SERVICE AND MAINTENANCE Traditional valves (prior to TPMS) are routinely replaced during any tire change. Stem rubber, the grommet area, and valve core seals age and become brittle or weakened. Besides, valves are cheap, so it just makes sense to install a fresh one when the opportunity arises.

However, when it comes to TPMS (clamp-on or snap-in styles), many techs may be afraid to tamper with them.

As a result they are often ignored. We need to recognize that in terms of sealing rubber components, nothing has changed…grommets, core seals and cap seals

are still prone to gradual deterioration and should be replaced when needed. Service kits are available.

For clamp-on styles, this involves replacing the valve core, valve grommet, valve nut and valve cap.

TPMS valves require a nickel-plated core. The use of a non-nickel plated core can lead to electrolysis (galvanic corrosion), which can result in the need to replace the entire sensor assembly. The nut used on clamp-on sensors is treated with a bonded lubricant that aids assembly, allowing the proper torque value when tightening the nut (which seats the grommet to the wheel). The valve grommet is subjected to compression force as well as high wheel temperatures. The need for periodic replacement should be obvious. The valve cap provides protection from moisture and other road contaminants, as with any wheel valve.

If the sensor is the snap-in type, the rubber valve body can be un-clipped from the sensor and replaced easily (new rubber body, core and cap).When it comes time to mount another tire, make a point to replace these components.

As we all know, designed torque values are assigned to every threaded fastener, regardless of size, application or location. Well, tire valves and TPMS components are no exception. The valve core should be tightened to a value of 4 in-lbs. Granted, most folks simply snug ‘em down until they “feel” good, but especially with a TPMS, you need to make certain that you’re following the correct procedures (if for no other reason than to protect yourself from a liability standpoint).

Invest in a dedicated core tool that features a preset torque function. Really — this is important.

On clamp-on sensors that feature a Torx screw (securing the valve to the sensor), the torque value will generally be about 11.5 in-lbs (check with a service manual). On clamp-on style sensors, the valve nut tightening value will vary depending on the specific make/model/year application, so check with the service manual (values may range from about 35 to 80 in-lbs).

TPMS TOOLS In order to service any direct TPMS, a testing tool is absolutely required. At the OE level, these calibration/ resetting/diagnostic tools range from hefty handheld units to large stationary pieces of equipment. For aftermarket use, easy-to-use hand-held testers are readily available. You don’t have a choice, by the way. If you JUNE 2022 | ASP

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plan to stay in the tire and wheel business, you must be able to reset and troubleshoot TPMS. If you haven’t purchased a tester yet, you’re wasting valuable time.

The following are tips provided by John Rice at 31 Inc.: 1.

SERVICE CAUTIONS AND TIPS Exercise care during tire demounting to avoid sensor damage caused by a tire iron. In other words, don’t blindly dig into the wheel cavity. If the wheels are equipped with OE stem-mounted sensors, these units will be located very close to the wheel, so again, be careful. For tire demounting, some OE service manuals advise first deflating the tire, then removing the sensor’s retaining nut (clamp-on style) and dropping the sensor inside the tire. This keeps the sensor out of harm’s way during bead breaking and demounting.

If the sensor is visible (when replacing a sensor, when a sensor is already in place and a tire is about to be mounted, etc.), be sure to note the ID number on the sensor. This number will be required for input when initiating or resetting. Remember to write the number on a piece of paper before mounting the tire.

Pay strict attention to torque specifications with regard to installing either a clamp-on or snap-in type sensor. Overtightening can damage the sensor and/or the valve core.

Some TPMS share the keyless entry’s receiver. This means that the remote key fob may be needed for specific procedures. Be careful to avoid “playing” with the key fob remote during any TPMS procedures.

Don’t replace wheel sensor parts haphazardly. Some sensors feature aluminum caps and nickel-plated cores.

The end of the valve stem may serve as the sensor’s antenna. Only replace cores or caps with the correct originals.

Use only a high quality pressure gauge when filling or checking tire pressure on any TPMS. The sensors found on direct systems are very sensitive and precise. Using a dime-store gauge (or a mis-calibrated air gauge at a service station or car wash location) can lead to slightly over- or under-inflating the tire, which may be enough to cause a system warning light to activate.

Quality pressure gauges have always been necessary, but the use of TPMS creates an even greater need for accurate readings.

COMMON TPMS SENSOR PROBLEMS Here we present a variety of TPMS service tips provided courtesy of select manufacturers.

32

2.

3.

Select the right make, model and model year. It used to be that you could tell the model year of a vehicle from its build date.

A fall build date meant a new model. Those days are over. Manufacturers now introduce new models throughout the year. Mid-model year changes cause some of the biggest TPMS headaches. The Vehicle Identification Number (VIN) is the most accurate way to determine the model year of a vehicle. The tenth digit of the VIN corresponds to a specific model year. For example, a tenth digit J indicates the vehicle is a 2018, K a 2019, and so on. The Smart Sensor Elite Tool has a VIN scanner that allows you to accurately scan the barcode on the B pillar to determine the correct make, model and model year of the vehicle you are servicing.

Check the light on the dashboard. It is important to properly diagnose TPMS issues.

Technicians should check, and note, the light on the dashboard whenever servicing a vehicle. Note the status of the TPMS light immediately after starting the vehicle. A solid light indicates one, or more, of the tires is significantly underinflated. A blinking light, or the letters TPMS, indicates a system malfunction (most likely something to do with a sensor or relearn). Blinking lights go solid after 60-90 seconds.

Test before you touch. After checking the light on the dashboard, checking the sensors is next on the list. Before performing any tire/wheel service, technicians should check the TPMS sensors. This is done by simply scanning the sensors using your TPMS tool. Here’s where you can identify which sensor(s) is working properly, and which one(s) requires service or replacement. This is where you will also confirm all sensor IDs are unique. Duplicate sensor IDs can also cause a system malfunction (blinking light) and more headaches. Also, always do another quick scan of each sensor after programming a programmable sensor — and do it before

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4.

5.

6.

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doing a relearn to make sure all sensors are programmed properly and there are no duplicate IDs. Confirm direct or indirect TPMS. Direct style TPMS uses sensors in the wheels/tires.

This makes up roughly 90% of all TPMS. Indirect TPMS does not use sensors mounted in the wheels/tires. Instead, indirect systems work through the vehicle’s ABS. Indirect systems are used by Audi, Honda, Mazda, VW and others. Even though they represent a small percentage of total vehicles, with TPMS, it is important to identify these vehicles early on during your initial inspection so you are not pulling your hair out later trying to figure out why the sensors are not responding on a 2018 Volkswagen Passat. The Smart Sensor Elite Tool, for example, lists the indirect vehicles to take the guesswork out of servicing and identifying them.

Scan the programmable sensor before installation. Universal/programmable sensors, like the Smart Sensor One, have made TPMS replacement simple and easy for the shop. One SKU can service 99% of all direct TPMS-equipped vehicles. These sensors are like a “blank sheet of paper” and can be programmed for virtually any vehicle application, but they need to be programmed out of the box. Before installing the sensor, technicians should scan the sensor, as a check, to make sure the sensor was programmed properly and there are no duplicate IDs. Each sensor must have a unique ID (like a Social Security number). This step can save technicians a lot of hassle down the road.

Ford has two relearns. This causes a lot of confusion and headaches for technicians.

One is for tire rotations, which uses the hazard switch to initiate the relearn (this procedure is typically listed in the owner’s manual). The other is used when a new sensor has been introduced on a vehicle, and uses a sequence of steps to put the vehicle into learn mode by cycling the ignition switch (this procedure is not listed in the owner’s manual). See the potential for confusion?

With so many variations of systems on today’s vehicles, it’s important for a scan tool to recognize the specific vehicle via the VIN. (courtesy 31 Inc.)

Here's an example of a pull-through TPMS sensor with rubber stem. (courtesy 31 Inc.)

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Technology driven

An example of a TPMS sensor with an aluminum nut-secured stem. (courtesy 31 Inc.)

Bartec USA offers these tips of what to look for during a TPMS service:

CORROSION TPMS sensors with aluminum valve stems can corrode over time. Depending on the climate, it can occur very quickly. If the sensor wasn’t properly serviced, or the wrong service kit was used, or the incorrect valve core inserted, the breakdown and corrosion can happen fast. The key to long life for a TPMS sensor is to make sure it gets proper service each time the tire is removed from the wheel. Replace the wear items, seals and valves to help prevent premature damage from corrosion.

DEAD BATTERY Being that we are in our 15th model year of full TPMS fitments, and the average age of a vehicle on the road is at an all-time high, the frequency at which TPMS sensor batteries are dying is on the rise. The issue is knowing it! Test-before-touch — a

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U N D E R S TA N D IN G C O M M O N T P M S P R O B L E M S

pre-inspection with a TPMS tool — is the best way to find out if a sensor is not functioning. The TPMS MIL [flashing light] might not always be present, so testing with a tool is the best way. Using a tool to inspect all the sensors prior to work beginning is the key to preventing a missed faulty sensor.

MISSING SENSORS Vehicles are also showing up in service bays with no sensors at all! This presents a unique challenge as it is very likely that the TPMS light is flashing and because the sensors are missing, the system is not operative. As a vehicle service provider your job is convincing the consumer of the critical importance of returning the TPMS to the operational state.

Proper installation of replacement sensors and recalibrating the system does just that.

WRONG SENSOR INSTALLED Like a missing sensor, if the wrong replacement was used, or the replacement wasn’t properly configured, the TPMS MIL might be flashing. A TPMS diagnostic tool is required to determine what fault codes are present and what kind of sensor is fitted to the wheel.

contains “many protocols.” As the name suggests, one sensor has been created to “house” multiple sensor output protocols which means that fewer part numbers cover a wide range of OE part numbers. The way these sensors work is, with each transmission, a number of different protocols are sent out. When fitted on the proper vehicle, the correct data is received and processed. Today’s multi-protocol sensors often require a TPMS tool to prepare for use.

Finally, there are programmable replacement sensors. Programmable sensors offer the greatest flexibility, ease of use and help keep inventory costs low.

These sensors require programming before installation. Programmable sensors offer the greatest flexibility while keeping the SKU count to a minimum.

NOTE: The advantage to programmable sensors is that as new protocols emerge [coverage], the sensor can be updated with the new coverage. This limits new SKUs and obsolete stock. Bartec has developed a unique and exclusive process called RiteSync. Rite-Sync combines sensor programming with the vehicle relearn into a single, easy, and fast process. The tool guides the entire process and cuts the typical service time in half, while eliminating common mistakes.

CHOOSING A REPLACEMENT SENSOR Someone once said the solution can sometimes be worse than the problem. Selecting a TPMS replacement sensor used to be that way! Replacements fall into one of three categories: Direct replacement, multi-protocol and programmable. These categories are based on how the sensors are fit for use and how they operate, and whether TPMS tools are required to use them.

Direct replacement TPMS sensors are typically a “part for part” fitment. One part number cross references to the OE fitted part number. These sensors can be purchased in the form of OE equivalent, factory direct or in aftermarket versions. Whenever a new OE part number is created, an update is required in the direct fit replacement fitment guide. This type of sensor, like the OE sensor, requires a TPMS tool only to complete the TPMS relearn, and not to configure, prep or program the sensor.

Multi-protocol TPMS sensors are direct replacements for the original parts, except that one sensor

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An example of internal valve stem corrosion. (courtesy Bartec)

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Example of corroded stem threads (courtesy Bartec)

the module for the particular wheel location and the actual ID on the sensor installed on the wheel.

The reason for this is the sensor IDs have not been correctly “relearned” to the vehicle. This can happen if a new sensor is installed and not relearned, or if the tires have been rotated and the IDs have not been relearned so the actual sensor locations don’t match what is registered.

The at-a-glance status screen on Autel's TPMS tools eliminates the guessing game by identifying the error, whether it's a broken sensor, relearn issue, or if there is something amiss with the module.

This cracked aluminum nut was damaged by over-tightening. (courtesy Bartec)

Dedicated TPMS scan tools are essential for identifying sensors, scanning for faults, relearning, etc. Shown here is just one example. (courtesy Autel)

Here's an example of internal valve core thread corrosion. (courtesy Bartec)

Autel provided these TPMS tips: TPMS sensors can stop functioning for many reasons including battery failure. Original TPMS sensors have a battery life of about seven years. Deterioration can be caused by weather conditions, the valve stem being snapped either in a road or parking mishap, or it can be damaged during tire removal.

Other issues causing system errors include a mismatch between the sensor IDs registered within

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TPMS tools can readily identify sensor numbers, locations, individual sensor battery condition and more. (courtesy Autel)

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Rubber “snap-in” stems can be replaced by easily disconnecting them from the sensor. (courtesy Autel)

Here are seven things to avoid when completing TPMS service, offered by Continental: 1. Using a scan tool with out-of-date software.

Keeping the TPMS scan tool up to date is one of the most important service steps technicians

should take because most of the service issues they will encounter can be caused by out-ofdate tool software. The ability to diagnose TPMS faults and relearn sensors to the vehicle are the two most notable problems technicians encounter when the scan tool is not up to date. TPMS relearn tool manufacturers update software almost on a monthly basis.

Many factors can initiate a software change, such as new vehicle model introductions or older vehicle recalls. Keeping the relearn tool up to date with the latest software will ensure quick and accurate relearns.

2. Failure to perform the factory relearn. Factory relearn procedures should be performed every time a tire or TPMS sensor is serviced to ensure that the entire TPMS system is fully functional. Because the sensors work in harmony with the vehicle’s receiver, skipping this step can send incorrect information to the vehicle operator and create a safety concern.

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3. Improper vehicle application verification. In order to determine and install the correct replacement TPMS sensor, it is essential to have the exact vehicle year, make and model data.

Quite often the vehicle model year is not the same as the vehicle build date. There are a couple of easy ways to identify the correct vehicle data quickly and accurately. One way is to confirm the production year by using the 10th digit of the VIN. Another is to use a relearn tool with a VIN reader feature. Either way, knowing exactly what vehicle is being serviced will help the technician to identify the correct replacement TPMS sensor.

4. Not replacing the service parts. When a tire service is performed, a service kit should be used to replace the TPMS sensor mounting seals, hex nut and related hardware. This is highly recommended and important. These components are key to providing a leak free seal between the TPMS sensor and the wheel. Technicians should never reuse the old service parts.

5. TPMS battery confusion. Most TPMS sensors run on batteries that are built into the sensor and not replaceable. Battery life expectancy can range from eight to 10 years, depending on vehicle use, driving habits and environmental conditions. If a TPMS sensor fails because of a dead or weak battery, some technicians will replace the individual sensor. However, as a best practice, technicians should consider replacing the other sensors since it’s likely they are close to failing as well.

6. Not performing a relearn after a tire rotation. If the tire location on a vehicle is changed, the technician should perform the TPMS relearn procedure. Many vehicles offer a “pressure by location” feature that shows drivers which tire is not at the factory recommended pressure. If the tires are rotated and a relearn is not performed, the TPMS sensors could transmit an incorrect location to the driver.

7. Not using a torque wrench to install a TPMS sensor. Technicians should always use a torque wrench tool to tighten TPMS sensor hex nuts and other threaded TPMS components to proper specifications. Proper torque on the nut at the base of the valve stem is critical to the TPMS

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sensor assembly. Excessive torque can damage the sensor and insufficient torque can allow air leaks to develop.

Dashboard of 2017 Ford Fusion indicating TPMS sensor failure caused by a dead battery. (courtesy Continental)

The driver information center on a 2018 GM vehicle uses a “pressure by location” feature to display tire pressure readings. (courtesy Continental)

In order to properly identify specific vehicle application, scan tools can read the vehicle VIN. (courtesy Continental)

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Yanik Leduc, global technical training manager at Schrader, offered this advice: The most common question we receive from technicians calling our technical support hotline is: “I’ve just ordered a new sensor, but I can’t make it work with my tool.” This call represents almost 25% of all daily calls.

I was recently presenting at ATE (Automotive Training Expo), and a participant asked, “If the main benefit of a programmable sensor is to decrease the number of SKUs I need to keep in stock, can you explain to me why I need two or three different TPMS tools in my shop?”

His concern is totally understandable. To choose the appropriate sensor, technicians not only need to consider vehicle coverage, but also things like sensor fitment, sensor capacity to replicate OE specifications, sensor type, and finally, sensor and tool compatibility.

Corrosion is forming on this TPMS sensor hex nut. (courtesy Dill)

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Another example of TPMS sensor corrosion on nut, stem and core. (courtesy Dill)

www.SchraderTPMS.com JUNE 2022 | ASP

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PROGRAMMABLE VS. OE REPLACEMENT TPMS SENSORS The main benefit of a programmable TPMS sensor is, without a doubt, the fact that it can cover 85% to 99% of vehicles in operation (depending on the brand) and require keeping in stock only one or two part numbers. It is significant inventory savings compared to an OE replacement sensor from which a shop would need to keep in stock more than 90 different part numbers to cover 85% of vehicles in operations. On the other hand, OE replacement TPMS sensors will replicate the OE sensors in their form, fit and function and the sensors are ready to use straight out of the box. Programmable sensors, as the name says, need to be programmed with a compatible TPMS tool to work with a given make, model and year.

TOOL AND SENSOR COMBINATION To get the most bang for your buck, many shop owners will choose a programmable sensor and a compatible TPMS programming tool that offers the most vehicle coverage. The good news is that most TPMS companies will offer tool and sensor bundles that allow shops to equip themselves with a brand new TPMS tool and a few sensors at a very good price.

Your shop is now equipped with sensors and tools to service 99% of vehicles in operation. But what about the 1% that remains? W hat will happen when you need to service a vehicle that is not covered by your tool and sensor combination?

Can you program other brands of sensors with that tool you’ve just purchased?

Most tool and sensor bundles available today come with a TPMS programming tool locked to program a specific brand of sensor. Still, many shop owners feel trapped as they can’t program other brands of sensors when they need to and end up buying a second or third bundle with different coverage and a different tool still locked to a different sensor brand.

If you need to ser vice a vehicle that is not covered by your tool and sensor combo, you don’t necessarily need to buy another tool and sensor bundle. Your tool might be locked to one brand of sensor, but it’s only locked to program it. You can

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still read any sensor on any vehicle. This means that you can order an OE replacement sensor that doesn’t require programming. This allows you to fully ser vice the TPMS of a vehicle even if it’s not covered for programming by the sensor brand. Also keep in mind that some bundles are available with tools that are unlocked to program multiple brands of sensors, such as the Schrader S57 or S56 tools. You just might need to shop a little more thoroughly.

Finally, whenever you’re looking to invest in new TPMS equipment, my recommendation is to not only look for a sensor with great vehicle coverage but to look for a TPMS partner. Search for a supplier that can provide you with programmable sensors with great coverage, as well as a wide variety of OE replacement sensors, technical support and top-notch training.

Ryan Dalton of Hamaton says these are the most common issues technicians face.

1.

2.

3.

4.

Keep TPMS tools updated. Having a valid software subscription and keeping TPMS tools is essential. Software updates provide new features and increased coverage.

Put Ford vehicles into relearn mode. For Ford vehicles with standard ignitions, press and release the brake pedal while the vehicle is off. Then turn the ignition from off to run three times, stopping in the run position. Then press and release the brake pedal once more, then repeat the second step. Please note that all steps must be completed within 10 seconds.

Copy IDs if the OE sensor is dead: With a compatible TPMS tool, technicians can retrieve IDs from the ECU (via an OGDII module) or manually enter the OE sensor ID — it’s often found on the sensor housing.

Reset the TPMS light: The correct time to reset the TPMS light is once the tires are properly inf lated or after a successful OBDII relearn. Turn the ignition to on, but do not start the engine. Hold the TPMS reset button until the light blinks three times. Then start the engine and wait 20 minutes for the sensors to refresh.

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E L E C T R O N I C P O W E R S T E E R IN G

Electronic Power Steering Understanding this now-common system B Y J E F F TAY L O R

E

LECTRONIC

POWER

STEERING

(EPS) is now standard equipment on virtually all new models of vehicles sold. One reason is clear: it removes the parasitic drag of the constantly turning, belt-driven hydraulic pump used to supply the hydraulic force to move the steering mechanism.

The current versions of the EPS system use an electric motor that only needs to apply steering assist when the steering wheel isn’t in the centered position. This on-demand type of EPS saves fuel and reduces emissions if the vehicle is equipped with an internal combustion engine (reducing the load on the alternator) and reduces the amount of electrical energy consumed if the vehicle is a hybrid or full electric. There are other EPS advantages that are often overlooked.

The EPS system lowers engine noises, power steering noises and vibrations that the common hydraulic power steering system would transmit into the passenger compartment. EPS also isolates the steering components from suspension vibration while still transmitting good road feel back to the driver. And it supplies speed-dependent steering control and enhanced safety.

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Honda, for example, has combined their Vehicle Stability Assist with the EPS system by increasing the steering wheel’s turning resistance if the driver reacts to a skid situation by turning the steering wheel in the wrong direction.

EPS isn’t new. It’s been involved in steering vehicles for some time now, but the current versions are far superior to their predecessors. They have exceptional road feel and response time, but that’s not all that these systems are capable of anymore. The current version of EPS when linked to the vast number of other vehicle systems can detect when the driver is not holding the steering wheel, and keep the vehicle driving in the desired direction providing autonomous or semi-autonomous driving, provide automatic parallel/perpendicular parking, offer lane-keep assist, automatic lane changes or bringing the vehicle out of its parking spot.

And these features are just the tip of what a fully incorporated EPS system can carry out when combined with other vehicles systems, cameras and sensors.

THE SYSTEM INPUTS The EPS system works by calculating the amount of

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steering assist needed based on several factors and sensor inputs. But the most important EPS input sensors are the steering torque sensor and the steering angle sensor. These are crucial to the EPS system for proper functionality. Other sensor values such as yaw, vehicle speed, accelerometers, EPS motor rotation speed, EPS motor temperature and information from other vehicle systems are used but the steering torque and steering angle are the most essential.

The steering torque sensor measures and electronically reports the amount of torque that the steering wheel (via the driver) is applying to the steering shaft.

This “turning torque” information is calculated by the torque sensor that measures the small amount of twist or torque in a specially designed torsion bar. This torsion bar will be found on the steering gear housing near the input shaft, or it could be incorporated into the steering column. The torque sensor assembly will be measuring the turning torque using a Hall-Effect sensor, a magnetoresistive pole wheel sensor or other electronic device. The torque sensor will measure and report the amount of twist in the steering shaft torsion bar. The EPS control module will receive this twist/ torque information as an analog or digital signal and interpret it as a turning torque value. We can see this information on our scan tools as a lbs.-ft or Nm torque reading. The EPS module will use this torque sensor value to calculate the amount of steering assistance that the electric steering motor will need to apply.

The EPS system needs to know the steering wheel position and how fast the driver is turning the steering wheel, with information provided by the steering angle sensor. The steering angle sensor may be incorporated into the torque sensor assembly (late model GM), be a calculated value using the EPS motor position (Ford vehicles), incorporated into the clock spring (Dodge/Ram vehicles), or a stand-alone sensor mounted to the steering shaft (older GM models).

Steering angle sensors come in assorted designs that can incorporate inductive or Hall type sensor arrangements. Some vehicles will use a steering angle sensor that utilizes GMR (Giant Magnetoresistance) technology that supplies a 360-degree angle sensor output value. The GMR sensor can deliver complete multiple rotations steering angle values. The GMR output is derived from the orientation of the magnetic fields in the GMR steering angle sensor assembly.

These are examples of two common Electric Power Steering racks designs: the dual pinion on the left and the belt drive on the right.

Example of the belt drive EPS, showing the belt used to move the rack to the desired steering position.

This is an example of a steering angle position sensor. (courtesy Standard)

This screenshot of the scanner from a 2020 Ford Escape shows that the steering wheel position sensor calibration can be done using the scanner.

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The steering angle and steering wheel speed are important inputs for not only the EPS system but also to the stability system of the vehicle, so the information from this sensor is often shared over the vehicle’s communications network. The steering angle value is shown on our scan tools typically as a degree value and centering or zeroing the steering angle is a common service that needs to be performed after alignments and other repair services.

Most vehicles will be equipped with two torque sensors and two steering angle sensors for redundancy and safety. Using redundant sensors will limit the number of circumstances where a total loss of power steering could occur.

If there is a torque or steering angle sensor failure or malfunction, the EPS system will illuminate the EPS service light notifying the driver of an issue, but there may still be functional or partially functional power steering until repairs can be started.

This screenshot from a 2019 Lexus NX 300 shows the interaction of the EPS system. The airbag was deployed and damaged the steering angle sensor located in the clockspring assembly. Note the lane keep and adaptive lights are affected and need the steering angle value for proper operation.

THE CONTROL SYSTEM AND THE EPS MOTOR The EPS control module uses the information sent to it from the steering angle and torque sensors and from the vehicle’s communications networks to calculate the needed steering operation. Once the EPS control module has processed this data it will respond by controlling the current being applied to the EPS motor moving the steering gear to the desired position.

Most EPS systems use a 12-volt reversible permanent DC three-phase brushless electric motor for steering gear movement. The EPS motor will have an operating voltage of between 9V and 16V. This type of EPS motor is used because it provides the needed steering torque faster and more accurately when the EPS motor is spinning at a lower RPM. The EPS motor is controlled using a pulse-width modulated DC voltage signal.

Some Nissan Altima hybrids and GM hybrid trucks and SUVs use a DC-DC converter to step down the high voltage battery to supply 42V to the EPS systems. The EPS motor will supply feedback to the EPS module on its shaft location, motor rotational speed, motor temperature and its state of health.

EPS motor location is often related to vehicle size and packaging, and steering system design. Most larger vehicles (pickup trucks and SUVs) will have the EPS motor located directly on the steering rack and use a dual pinion or belt drive design for operation. Many

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Example of Honda Insight/Fit EPS rack. The electric motor is geared to the steering column output shaft.

Example of EPS steering rack where the motor is mounted to the rack. (courtesy TRW)

Another example of an electronic power steering rack with the motor mounted to the rack. (courtesy Cardone)

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smaller vehicles may have the EPS motor mounted to the steering column, inside the vehicle, to save space.

The EPS control module can detect and compensate for steering pull, steering nibble, road crown or heavy side winds by lessening the effect on the steering wheel, thus reducing driver fatigue. It can diminish bump steer, absorb rough road vibrations and aid in the centering of the steering wheel after a turn. It can also supply speed sensitive steering by reducing the steering assist at highway speeds and increasing it when doing slower parking lot maneuvers. The EPS control module may be equipped with software that will account for normal wear of the steering gear and EPS motor; this wear is compensated for by adding extra torque to keep the original steering feel. The 2022 Chevrolet Blazer system can even adjust the maximum steering gear travel and reduce the turning radius of the vehicle in a parking lot using an EPS control module system called Dynamic Rack Travel.

The EPS control module always needs to know the status of the EPS motor and its location related to its centered position (wheels straight) for proper steering control. The EPS control module will be constantly checking the power steering system looking for malfunctions, and if it detects any it will alert the driver with a dash warning light or message and set diagnostic trouble codes. The type of detected malfunction could limit the amount of power steering assistance available or in the worst case disable the steering assist entirely. If the EPS motor begins to overheat due to excessive high current demand, i.e. holding the steering wheel at lock for an excessively long time, the EPS control module will intervene. The EPS module will reduce the amount of current flowing to the EPS motor and lower the power steering assist temporarily, preventing damage to the involved components until the EPS motor temperature is reduced.

The EPS control module will provide diagnostic service data on steering angle, torque sensor readings, EPS motor current draw, EPS motor temperature and many other pieces of data that can help a technician in diagnosing an EPS failure or complaint.

EPS SERVICES, WARNINGS AND NOTES Steering angle centering/zeroing is one of the most common EPS service procedures that needs to be performed, and there are various methods that can be

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used. Centering or zeroing the steering angle sensor needs to be done after an alignment, steering component change, EPS module update, steering column repairs and after a dead or changed battery.

Many EPS systems will self-calibrate, usually by starting the engine and turning the steering wheel full lock-to-lock and then a short road test to supply a vehicle speed sensor input. This usually turns off the EPS warning lights and resets the system.

A scanner may be needed to reset the steering angle center value on some vehicles, but that may not be the only setting that will need to be reset if the steering angle value is cleared and reset. Many Toyotas need the yaw and acceleration sensors zero-point calibration to be performed after an alignment. Using an up-to-date information system will be the best source of knowledge when performing a steering angle sensor reset.

A note about service: when removing rotors and changing front end components, it is important to remember that the EPS motor may be directly attached to the steering rack and the hard blows of a hammer removing a stuck rotor, hub or tie rod end could damage the steering rack, the EPS motor, or other electronic components.

WHAT’S NEXT? The electrification of the automotive fleet is happening now, so the use of an electronic power steering system will become the norm. The new GMC Hummer EV is equipped with two EPS steering assemblies: one on the front and one on the rear to enable the four-wheel steering and crab walk feature.

When the EPS system is integrated with on-board vehicle cameras and other vehicle sensor systems, vehicle features such as lane departure, lane correction and self-parking systems are standard equipment. But the integration of the EPS system isn’t going to stop there. The interest in semi-autonomous or fully autonomous driving by consumers and manufacturers is only going to make the EPS system a necessity in the near future.

Jeff Taylor boasts a 30-plus-year career in the automotive industry as a fully licensed professional lead technician. Jeff works for the CARS Training Network Inc. in Oshawa, Ontario, Canada. He is also heavily involved in government focus groups, serves as an accomplished technical writer, and he has competed in international diagnostic competitions as well as providing his expertise as an automotive technical instructor for a major aftermarket parts retailer.

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S PA R K P L U G T E C H

Spark Plug Tech Interpreting spark plug condition

B Y J E F F TAY L O R

T

HE SPARK PLUG HAS A STRAIGHT-

NORMAL OPERATION

FORWARD JOB TO DO. It’s responsi-

The air/fuel mixture on today’s engines is almost at stoichiometric values immediately after the engine starts. The ignition timing is carefully adjusted to maintain the maximum advance without crossing into the area of detonation or pre-ignition. This combination of consistent air/fuel ratio and ignition timing results in spark plugs that will show little wear even after years and many miles of use. The results of these optimal running conditions will show up on the spark plug’s porcelain as a dull gray color, or reddish color depending on the seasonal fuel blend being used. Often the spark plug will show a

ble for igniting the air/fuel mixture in the engine’s combustion chamber initiating the power stroke. But this task is far from simple. The spark plug’s operating environment is extreme with combustion temperatures reaching 1500 F and peak cylinder pressure reaching 1,000 psi or more.

But because the spark plug is located inside the combustion chamber it can supply important insight into the inner workings of the engine when we remove it.

The spark plug is designed to use the ignition coil’s energy to generate the spark inside the combustion chamber. This spark creates the flame kernel and starts the combustion event. The flame development, which takes place at the tip of the spark plug inside the engine's cylinder is complicated enough, and that’s even before we add the extra complexities of GDI, high swirl combustion chambers and turbochargers/superchargers.

If the kernel does not form properly, or if it’s extinguished before allowing flame propagation, the result could be a cylinder that misfires. But a failed spark kernel formation is not the only thing that can cause an ignition misfire event. Worn, fouled, contaminated or mechanically damaged spark plugs can also result in a misfire.

The old ways of reading a spark plug and relating the look of the spark plug’s insulator and electrodes to the engine’s air/fuel ratio, ignition timing and engine condition seem to have gone away like the carburetor and distributor. But that doesn’t mean we still can’t use and interpret what a spark plug is telling us about what is happening inside the engine’s combustion chamber — a place we can’t easily see.

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This spark plug was loose, allowing the combustion chamber gases to leak and damage the ignition coil.

These spark plugs were also loose, likely caused by dirt on the sealing surface, or improper installation (not torqued). The result is the ground electrode overheats and melts.

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These can all be causes of excessive engine oil entering the combustion chamber.

Coolant entering the combustion chamber can also cause spark plug deposits. Coolant will t y pically show on a spark plug as a white deposit that will be ashy in appearance and feel — but this is only if the coolant leaking into the combustion chamber is caught in the earliest stages.

slightly darker color to the porcelain, but that is usually only because the engine wasn’t at full operating temperature when the spark plug was removed.

(It’s important to follow the manufacturer’s recommendations on spark plug removal and installation to prevent any cylinder head damage.) Today’s precious-metal spark plugs will show little if any wear, but the traditional copper or non-precious metal spark plug may show slight rounding of the electrodes due to erosion, which is normal and to be expected.

ENGINE/MECHANICAL ISSUES Oil deposits on the spark plugs that are caused by excessive oil in the combustion chamber can result in a random spark plug misfi re, or if the issue is left unresolved long enough, a complete failure of the spark plug in a particular cylinder and a steady misfi re. Oil deposits begin as a black shiny deposit at fi rst, and the plug may even smell like engine oil when removed. But if the deposits on the spark plug are left long enough or the oil consumption is extreme, the spark plug may turn a whitish, sooty-color in appearance.

Oil fouling of spark plugs on high mileage or poorly maintained engines can be expected, but even well-maintained engines can suffer from excessive oil consumption caused by engine designs and functions. High engine vacuum generated by cylinder deactivation and variable valve timing can pull engine oil past the piston rings and into the combustion chamber.

This has been a common concern for some manufacturers. Once the oil enters the combustion chamber it can become carbonized, depositing on the spark plug, piston head and fouling the piston rings, accelerating the oil consumption issue.

But there are other issues that can cause a spark plug to become oil fouled: • a failed or failing PVC system; • turbocharger shaft sealing issues; • using the incorrect engine oil; and • internal engine wear.

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The used spark plug in this photo, beside a new one, shows the color of a good functioning combustion chamber. The used spark plug had over 100,000 miles on it.

A nd, the white, ashy coloring can easily be mistaken for oil fouling.

On the extreme end of coolant entering the combustion chamber, the spark plug will be totally cleaned of all deposits and look new and wet. This type of spark plug issue can be limited to one cylinder, mating cylinders or the entire engine depending on the source of the coolant leak. Coolant that enters a combustion chamber can also result in the spark plug’s insulator cracking and breaking due to the thermal shock of the coolant contacting the hot insulator surface.

Coolant in the combustion chamber isn’t the only cause of physically broken spark plug insulators or electrodes; detonation and pre-ignition (two separate phenomena) are often to blame for this condition. These two conditions can show up on the insulator of the spark plug as small black specks of carbon from incomplete combustion, or shiny specks of material blasted from the actual piston surface, if the condition is caught soon enough. These tiny specks are the result of the unintentional explosion of the air/fuel mixture in the combustion chamber and the resulting shockwave that is created.

Persistent cylinder detonation may show up on a spark plug as a cracked, chipped or broken insulator and possibly as electrode damage as well. While prolonged pre-ignition can cause a melted center, ground electrode and possible insulator damage as well, neither situation is good, and it needs to be rectified before new spark plugs are installed.

FUEL ISSUES This closeup of a spark plug shows the precious metal fine wire tip and electrode pad to extend the change interval and prevent wear and erosion of the spark plug.

Flashover, cracks and improper installation are all common issues that can cause a spark plug not to function properly.

Some of these issues can be caused easily by the technician during installation.

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Carbon fouling caused by rich fuel mixtures will usually appear as a flat, black, soft-feeling deposit that will cover the entire insulator and electrode parts of the spark plug. If there is a severe overfueling issue the spark plug can be black, wet and smell of raw fuel. These carbon fuel deposits are the results of partially burned fuel sticking to the hot spots (the spark plugs) in the combustion chamber.

The causes of the over-fueling are numerous: weak ignition output, fuel injector issues and fuel control sensor issues (MAF, temperature sensors and Oxygen or air/fuel sensor concerns). But there is another common cause of carbon fouling: restricted air flow.

Excessive carbon buildup on the intake valves can

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S PA R K P L U G T E C H

restrict the airf low into the combustion chambers. This intake valve carbon restriction can cause turbulence in the combustion chamber that can affect spark kernel growth and f lame propagation resulting in improper combustion and carbon deposit formation.

Lean fuel conditions can cause dangerous preignition that can melt the center/ground electrode and may even cause engine damage. Common causes of the lean fuel condition are fuel control sensor failure, EGR issues, incorrect spark plug application and ignition timing/knock control concerns.

CORONA SOILING…NORMAL

Ensuring that the plug stays properly gapped from the factory, many spark plug companies protect their new spark plugs with protective sleeves to prevent any shipping damage.

What causes the discoloring of the outside of the ceramic insulator near the metal part of the spark plug? And, is it an issue?

Called corona soiling, this condition is caused by the intense magnetic field created in the spark plug when the ignition coil discharges. The resulting magnetic field attracts tiny amounts of dirt/ debris that bond to the ceramic surface. Corona soiling is often confused with a spark plug that is leaking combustion gases, but that is not the case, and this condition is normal. But this shows the importance of proper spark plug installation and the need for clean surfaces when performing spark plug service.

TECHNICIAN ERROR We’re quick to blame any misfire problem on a defective spark plug, especially if we just replaced them. Simply dropping a plug, possibly closing the gap or causing unseen damage during installation is quite common. W hen you pick up that dropped spark plug should it be used? The short answer is no. It could have suffered non-visible internal damage. It could have a hairline crack that is not visible but will lead to premature failure. A closed gap can’t be accurately re-gapped without risking damage on fine-wire or preciousmetal tipped plugs.

Using an air ratchet or other power tool can easily crack or damage a spark plug during installation. Many times, the damage goes unnoticed until the vehicle returns with a Service Engine Light on, or a misfire complaint.

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Proper installation and attention to details during the installation of spark plugs is important in preventing comebacks and damage.

This is a comparison of a wet fouled spark plug to a new spark plug. (courtesy NGK Spark Plugs)

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EXHAUST MANIFOLD BOLT REPAIR KIT INDUSTRY LEADER

Careful hand installation and the use of a torque wrench is always recommended by spark plug manufacturers because over and under torquing can easily create a misfire situation. Plugs that are over-torqued can become distorted. The housing can stretch and the insulator can crack.

Damaged plugs can also damage the cylinder head or even break off. Insufficient tightening can lead to spark plug overheating due to improper heat transfer or escaping combustion chamber gases. That can, in turn, damage the coil assembly or the attached ignition wire.

NOT JUST ANY SPARK PLUG WILL WORK ANYMORE Spark plugs have certainly changed over the years, and today’s engines are designed to work with a specific spark plug. Spark plugs must meet manufacturer specifications for durability, performance characteristics, and to match the engine’s ignition and fuel delivery systems. GDI and turbocharged engines are particularly sensitive to the proper spark plugs being installed.

On most GDI engines, the fuel injectors spray directly at the spark plug to increase combustion efficiency. On turbocharged or supercharged engines, high swirling vortices put tremendous pressure on the spark plugs to ignite the mixture properly. The kernel can literally be blown out or quenched by the fuel spray or combustion chamber turbulence. This has led to different tip designs, styles, and even indexed plugs to maximize the ignition performance.

Though they still perform the same function, their design and operating requirements have changed dramatically. With today’s engine management systems, direct fuel injection, high power ignition systems, precious metals and meticulously designed spark plug tip and electrode designs, the life of a spark plug can easily reach the lifetime of the vehicle.

Jeff Taylor boasts a 30-plus-year career in the automotive industry as a fully licensed professional lead technician. Jeff works for the CARS Training Network Inc. in Oshawa, Ontario, Canada. He is also heavily involved in government focus groups, serves as an accomplished technical writer, and he has competed in international diagnostic competitions as well as providing his expertise as an automotive technical instructor for a major aftermarket parts retailer.

ONE KIT. 20 ENGINES. $300 IN SAVINGS! This is a closeup photo of a wet, badly fouled spark plug. (Photo courtesy NGK Spark Plugs)

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PowerTech - Charlie Works on These 20 engines You can see the spot that had the small amount of dirt on the sealing seat portion of this spark plug and the start of the combustion chamber gases escaping. The complaint on this pickup truck was a “ticking noise” at idle from loose spark plugs that had just been installed.

This is a good example of a dry carbon fouled spark plug. (Photo courtesy NGK Spark Plugs)

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BE YOND OR ANGE CABLES

Beyond Orange Cables Understanding hybrids, plug-in, electric and fuel cell service B Y C R A I G VA N B AT E N B U R G

W

HAT IF THE ONLY THING YOU LEARN IS TO STAY AWAY from “or-

ange cables?” (Fig. 1) How will we ever transition to electric vehicles?

This is the first article in a series. In each edition we will offer you a new lesson in repairs of hybrid and electric cars and trucks. Think of this as the latest version of a correspondence course with bi-monthly installments showing up in your mailbox, just like my father and grandfather did in the old days.

Training, for those seeking a “high voltage” education in hybrids, plug-ins and fuel cell vehicles, is necessary to stay in business. The intent of these articles is to lay out a plan for you to learn about the components; but before we do, it must start with safety. I know you have had many high voltage safety classes and are tired of it. I will make this short and to the point. If you are a pro and have been working on hybrids for over two decades, I know you will still find value in this series.

The Automotive Career Development Center (ACDC) has been training technicians worldwide (Fig. 2) for a long time.

You will see the metric equivalent in brackets as you read, as the internet makes these articles available

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Fig. 1 Warning “You Will Die” is not very inviting.

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Fig. 2 Craig Van Batenburg in Europe with a large group of automotive students.

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everywhere. Most technicians use the metric system outside the U.S. We must establish the terms and concepts that will be used throughout this series, so we have a free glossary posted on our company’s website (www.FIXEV.com/ glossary). Use it as you read so you can follow along.

If you were trained on the West Coast of the USA, the term “battery electric vehicle” (BEV) is commonly used. If you are from the Eastern part of America, the most widely used name is “electric vehicle” (EV). I live and work 40 miles outside of Boston, Mass., so it is EV.

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Fig. 4 M/Y 2010 Honda Insight HV connections exposed with cover off.

The “12-volt alternator” in a conventional vehicle is often called a generator, but we will refer to that 12-volt component as an “alternator” so it will not be confused with what we call a “motor/generator” (M/G) in a high voltage system.

These articles are excerpts from my new collegelevel Hybrid, EV and Fuel Cell book. It's written by an automotive technician — me.

Around the year 2010, my company, ACDC, coined the term “EMV” (Electrified Motor Vehicle).

We will use that term, “EMV”, in these articles. An EMV is used to describe any hybrid (HEV), plug-in hybrid (PHEV), electric vehicle (EV), electric car with range extender (EV-RE), fuel cell (FCEV), or plug-in fuel cell (PFCEV). We will, of course, define each of these types separately, but when we discuss EMVs we are referring to these six types as a group.

If we reference a hybrid, plug-in hybrid, battery electric vehicle, or fuel cell it is because the topic is specific to that type of EMV.

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Fig. 5 ASE L3 Key position names.

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THE 12-VOLT BRAIN When you first learned about cars with a 12-volt system that ran on gasoline or diesel you were, without knowing it, developing what I call a “12-volt brain.”(Fig. 3) When you were a small child and stood by the family car (or a friend’s car) you did not have to be told what a car sounded like when it was cranking and running. If it would not start, you heard that familiar “rur...rur… rur” and maybe “click … click ... click” and then nothing. You may have learned a few adult words at that moment, too!

That experience as a young child becomes locked into our brains as something that all cars or trucks do, until EMVs entered the picture. The “12-volt brain” was learning even before you knew you wanted to fi x these things. Your brain may be in conflict with some of that intrinsic knowledge, so you must relearn what a high voltage system can do, which was not possible with a mere 12 volts.

It is time to develop a high voltage brain.

This will be exciting and challenging. It will lead to a revolution in transportation comparable to what was last seen between 1890 and 1910. Those two decades set the stage for an affordable, internal combustion, carbon-based, fuel-powered world. The future is electric and it is time to learn the how and why, so you are able to transition into a sustainable, zero carbon and livable planet.

What do you need to know about the hazards of high voltage, chemicals and other safety issues? Be aware of your need for personal protection as well as protection for those around you. The trade-off for profit and speed versus safety and responsibility needs to be balanced.

In the beginning, take the time needed to be safe. The speed will come after the learning. If you are not afraid of working on high voltage systems you are either extremely well trained already or very naive.

If you have any doubts about a future in the automotive, heavy duty truck, bus or the two wheeled repair industry; make sure you study circuits, wiring diagrams and the

proper use of all the electrical equipment. You will need this foundation to analyze, diagnose and test electrical systems of any voltage, from 5 volts to 1,000 volts.

Some heavy duty vehicles are now in development that will use systems that are over 1,000 volts DC. To master the electrical side of modern EMVs, it starts with the basics. These articles are not about the basics, so make sure you get that training in the fundamentals of

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Fig. 6 Wear high voltage gloves and eye protection.

Hybrid and EV Training Sources ASE L3 Hybrid Study Guide With Webinars and Prep Test

The ACDC Introduction to HEV, PHEV & EVs is available in Spanish

ACDC offers: • Classes Hands On • Webinars Live and Recorded • Books • Equipment ACDC is your ONE-STOP resource for Hybrid and Electric Vehicle Training needs!

www.fixhybrid.com (508)-826-4546 60

electricity. When you don’t know what someone is saying, or having a hard time understanding them, you are learning. You can contact me via email with any questions you may have. (My address is listed below.)

Do you really need to be told that orange cables carry high voltage? What if you are inside a Honda Insight (M/Y 2010 to 2014) (Fig. 4) and the HV connection from the HV battery to the HV capacitors are not orange? What then?

Each OEM has their own way of doing things. Never assume a Prius is the only hybrid that you need to learn about. Toyota technicians are at risk applying their training to a Honda. ASE has a HEV-EV test known as L3. The four key positions (Fig. 5) are Off, Accessories, Power On, and Ready to Drive. We will reference them as we learn. Did you know that a Toyota keeps the HV battery off until you enter “READY”, but Honda connects the big battery when in “POWER ON” mode in their IMA hybrids? Knowing when the high voltage system is powered up is a good first step in staying safe.

Are you ready for hybrids and EVs? If not, make sure you read the next installment about the difference between high voltage and low voltage. Don’t forget the high voltage safety gloves (Fig. 6).

Craig Van Batenburg is the lead trainer and CEO of ACDC, a hybrid and plug-in technician training company based in Worcester, Mass.

ACDC started hybrid training in early 2000. ACDC owns a fleet of 16 EMVs, from the most popular models to current EVs. Recently, ACDC has expanded to 5,000 square feet and added a battery lab. Class info is available at www.FIXEV.com or call 508 826 4546. Contact Craig at Craig@fixhybrid.com.

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TeChnICal ServICe

bulleTInS

Information courtesy of Mitchell 1

HONDA

BATTERY RESET FORD Honda notes that when you encounter odd electrical problems, try a battery reset. A battery cable reset forces all capacitors to discharge faster and clears and resets most control unit volatile memory. Before you start, make sure the battery is fully charged. Obtain the antitheft code and write down the customer’s audio presets before disconnecting the battery. Follow these steps: 1.

2.

3.

4.

5.

6.

7.

8.

Turn the ignition switch to LOCK and remove the key. This lessens the chance of voltage spikes.

Disconnect the battery negative cable first, then disconnect the positive cable.

Short the battery cables together with a jumper wire.

Turn the ignition switch to ON and wait 10 minutes.

Turn the ignition switch to LOCK and remove the key.

Remove the jumper wire and reconnect the positive battery cable first, then reconnect the negative cable.

Check ISIS and perform the required reset/learn procedure for the specific vehicle.

Enter the anti-theft code and restore the customer’s settings.

MERCEDES-BENZ

WHEEL BEARING This bulletin applies to 2014 MercedesBenz CLA250 vehicles equipped with a 2.0L engine. A hard metallic cracking noise may be heard from the front axle area. The noise can typically be reproduced by steering to the left lock, moving off sharply, braking to a stop and/or steering to the right lock, and moving off sharply in reverse. If this maneuver reproduces a single or multiple cracking noises, the cause lies in the right wheel bearing.

The cause may be micromovements of the wheel bearing in the steering knuckle.

Remove and replace the wheel bearing on the aff ected steering knuckle.

Clean the wheel bearing seat in the steering knuckle before installing the new bearing.

Thinly coat the wheel bearing seat with long-life grease over the width of 20-25mm on the side of the groove for the retaining ring.

Thinly coat the wheel bearing outer race with long-life grease across its entire width and press the wheel bearing into the steering knuckle.

Note that all surplus and excess longlife grease forced out must be removed.

SUSPENSION RECALL Ford is recalling certain 2019 Expedition vehicles built in September 2019. The rear suspension toe link fasteners may not have been properly tightened to the frame, possibly allowing separation from the frame.

JAGUAR

NOISY COOLING FAN Owners of 2019 and newer Jaguar EPace, F-Pace, F-Type, XE and XF vehicles equipped with a 2.0L engine may experience excessive cooling fan noise in the passenger compartment and eventual degradation of the engine cooling system performance. This may be accompanied

by DTCs P2B61-73 and/or P26CB-72. The coolant diversion shroud inside the variable coolant pump is not moving to the correct position when requested by the PCM. The JUNE 2022 | ASP

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TECHNIC A L SERVICE BULLE TINS

PCM then activates the engine cooling fan at high speed to avoid potential overheating. The fix involves replacement of the cooling pump and updating the ECU.

Some owners of 2019-2020 Mazda3 and CX-5 vehicles may complain about surging at low speeds and during acceleration. This surging is in the longitudinal direction, felt about two cycles per second and occurs in the locked-up first gear. This may be caused by the torque fluctuation and the torsional resonance in the torque converter. To correct this concern, the PCM software has been modified to reduce the torque fluctuation. Reprogram the PCM using the Mazda Diagnostic and Repair Software (MDARS); refer to MDARS ECU reprogramming procedures.

lower left (driver) side of the engine front cover. Inspect for the wiring harness being chaffed or pinched under the bracket. Before installing a new jumper harness, be sure to inspect the harness.

CHRYSLER

CUMMINS ROD TOSS JEEP

BAD CHIP Chr ysler is recalling cer tain 2018 Jeep Renegade, Compass and 20172019 Grand Cherokee vehicles. The PCM may be equipped with a voltage regulator chip in the circuit board that may fail, causing a stall or nostar t condition.

CHEVROLET

PINCHED WIRES

MAZDA

SLOW AND SURGING

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This bulletin applies to 2018 Chevy Corvette vehicles equipped with a 6.2L LT1 or LT4 engine. The vehicle may have an SES lamp on accompanied by any of the following DTCs: P06DA, P06DB, P06DC, P250A, P0300, P0340, P0341, P0335, P0336, P0641, P0011, P0010, P2088, P2089 and/or P2230. The customer may experience a possible crank, no-start or stall. The cause is a possible wiring jumper harness chaffed at the bolt at the X154 connector on the

Chrysler is recalling certain 20192020 RAM 3500, 4500 and 5500 cab chassis vehicles built with a Cummins 6.7L high output diesel engine. Inadequate warm-up protection can cause a lack of oil film on the engine connecting rod bearings while the engine is reaching operating temperature.

This can result in engine damage and connecting rod failure. Rod failure can result in a rod punching through the engine block.

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LINCOLN

HONDA

RATTLING ENGINE

ACURA TROUBLESHOOTING

Some 2018-2019 Lincoln Navigator vehicles built on or before April 8, 2019, may exhibit a ticking /tapping or rattle noise from the front cover area of the engine on initial startup after a cold soak of six hours or more that may last for two to five seconds. This may be due to a worn variable cam timing (VCT) unit. To correct the condition, replace the VCT unit and update the PCM calibration with revised VCT parameters.

Replace all four VCT units.

Troubleshooting DTCs for a solenoid or motor power supply circuit failure?

Keep in mind that even though the control unit activates these components, the power supply may come from a dedicated circuit and its own separate fuse. This is most commonly overlooked when troubleshooting transmission or VTEC solenoid circuits. If the troubleshooting leads you to replace a control unit, make sure you understand and inspect all the power supplies to that control unit first. Be sure to review and verify any power supply circuits going to the control unit first. Checking for blown, missing or misplaced fuses can be a quick first step that can prevent unnecessary troubleshooting.

TOYOTA

LEAKY CYLINDER BLOCK Toyota is recalling certain 2020 Avalon Hybrid, Camry, Camry Hybrid, Lexus ES300h and 2019-2020 RAV4/RAV4 Hybrid vehicles equipped with a 2.5L 4-cylinder engine. Porosity in the engine castings may result in cracks that can allow coolant to leak internally and/or externally.

BMW

COUNTERSHAFT RECALL BMW of North America is recalling certain 2019-2020 330i, 330i xDrive and 2019 Z4 vehicles equipped with a 2.0L engine. The needle roller bearings of the counterbalance shafts may have been improperly installed, potentially causing the counterbalance shaft to loosen. This can result in severe engine damage.

LEXUS

PARKING BRAKE Some 2014-2015 Lexus IS250/IS350 and 2016 IS200T/IS300 and IS350 vehicles may exhibit a rattle type noise from the rear parking brake assemblies when driving over bumps.

Adjust the parking brake (refer to the service manual). Make sure that the No. 1 wire adjusting nut is completely loose during adjustment. This will ensure that there is no gap between the shoe and anchor inside the parking brake assembly. If a gap is present, a rattle noise may occur. Road test to confirm. If the rattle is still present, remove the parking brake shoes and parking brake shoe lever sub-assembly. Clean up the parking brake shoes, lever sub-assembly and backing plate.

Apply disc brake grease to the areas of the parking brake plate, which makes contact with the shoe and anchor block sub-assembly.

Road test to confirm the repair.

Visit autoserviceprofessional.com/TSB for additional service bulletins.

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prOduCTs

New and innovative equipment for your tool chest and shop

Continental Autodiagnos Pro has live data ••• Edelmann power steering fluid offers broad coverage •••

Spicer steering shafts cover commercial fitments •••

The JumpSurge3000 from Topdon USA is a 3,000-peak amp jumpstarting tool and power bank for on- and offroad vehicles.

The device supports vehicles with 12V batteries on up to 9L gas engines and 7L diesel engines. It has a capacity of 45 jump starts on a full charge, plus a boost function for difficult jumps and a 400-lumen LED light.

The versatile power source is a useful tool for roadside emergencies, and features a larger battery and exterior than previous versions.

Edelmann Elite is a new, premium synthetic power steering fluid that offers universal application coverage for nearly every vehicle brand — except Honda and Acura.

The fluid from Plews & Edelmann meets and exceeds original equipment specifications and delivers an operating temperature range of minus 58 F to +400 F. The formula conditions seals and hoses to prevent leaks and minimize pump squealing while its advanced additive technology helps to prevent system corrosion and oxidation. Edelmann Eite provides protection for power steering hoses, rack and pinion assembly, pump and gear box. It's approved as a compatible top-off with all power steering fluids.

Topdon USA

Plews & Edelmann

Dana Inc.

topdon.us

plews-edelmann.com

Spicerparts.com

JumpSurge3000 provides up to 45 jumps •••

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The Spicer commercial vehicle steering shafts offer coverage for the most popular commercial vehicle applications. They feature a robust design with 710 Nm of torque capacity.

The painted steel construction offers durability while the Nylon Glidecote coating on the slip spline reduces noise, vibration and harshness and extends service life.

The serviceable design of the shaft has snap-ring retention universal joints, which means only the universal joints need to be replaced rather than the entire steering shaft.

The shafts cover most commercial vehicles on the road today, including part number coverage for popular Volvo applications.

Live data feeds from the Autodiagnos Pro OBD-II Scan Tool and Automotive Diagnostic System deliver comprehensive vehicle health reports to technicians and service shops.

Continental says the feed helps technicians to analyze, diagnose and repair vehicles faster and more accurately. Autodiagnos Pro also provides the option to record and play back the data for future reference.

The Autodiagnos Pro features a user-friendly interface, providing data in list, graph and gauge formats that can be configured to the technician’s specifications.

It operates on a subscription-based model, and is accessible from an existing Windows tablet or laptop. Or, a new Surface Go 8GB tablet can be bundled into the purchase.

Continental Commercial Vehicles and Services us.continental-aftermarket. com/autodiagnos

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Milwaukee Tool adds picks, hooks ••• Milwaukee Tool is expanding its line of hand tools with four new hose picks and two new sets of picks.

These new hooks and picks feature an all-metal core for up to 50% more durability, a larger shank, and a more durable tip designed to remove hoses. The comfort grip handles give users increased tool control and comfort while resisting harsh chemicals commonly found in garages that cause grips to deteriorate.

Each pick has a specific angle for different applications.

They feature reinforced metal tips that resist bending. The flat pick provides puncture protection and reduces damage to hoses. These chrome-plated tools provide rust protection and are backed by a lifetime guarantee. The sets come in a durable storage tray for easy access and organization.

BendPak debuts products to help with EVs •••

Snap-on tool combines thermal and laser modes •••

BendPak Inc. is adding two products to help technicians prepare for the continued growth in the number of electric vehicles in the marketplace.

The EV2400SL EV battery pack and powertrain lifting system help technicians safely remove, service and install heavy electric vehicle battery packs from a wide range of electric vehicles. The system doubles as a powertrain lift for internal combustion vehicles.

The BendPak 10AP Series two-post lifts can be used to raise a wider range of electric or gas vehicles weighing up to 10,000 pounds. Among the lifts’ patent-pending new features is an Automatic Swing Arm Restraint System (ASARS) that prevents dangerous movement of the lift arms during use.

Snap-on Diagnostics, a division of Snap-on Inc., has released a diagnostic laser that features both laser and thermal components.

The Snap-on Diagnostic Thermal Laser combines temperature readings of up to 1,800 F and thermal imaging capabilities, all in one tool.

Snap-on says thermal imaging can help speed up the diagnostic process across a multitude of systems, including powertrain and exhaust, body and electrical, chassis and brakes and HVAC. The thermal laser features thermal image blending, plus a visible-light camera to provide more detail, and delta reading in laser mode to capture highs, lows and delta, according to Snap-on.

Milwaukee Electric Tool Corp.

BendPak Inc.

Snap-on Diagnostics

ADVICS Aftermarket North America Inc.

milwaukeetool.com

bendpak.com

snapon.com

advicsaftermarket.com

ADVICS launches ultrapremium brake fluids ••• ADVICS Aftermarket North America Inc. has launched a line of ultra-premium brake fluids. The new line includes both DOT 3 and DOT 4 low viscosity (LV) formulations for disc, drum and automatic brake (ABS) systems. Both formulations are ultrapremium synthetic and are manufactured in the U.S. With the DOT 3 and DOT 4 LV brake fluids, the ADVICS product portfolio includes a full range of fluids that exceed OE specifications.

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AD INDEX

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Aftermarket Auto Parts Alliance Inc.

17

www.perfectstopsummerpromo.com

Aftermarket Auto Parts Alliance Inc.

IFC

www.aftermarketjackpot.com

American Express

IBC

www.americanexpress.com/signage

Autel

5, 33

www.autel.com

Bartec USA

39

www.bartecusa.com

Centric Parts

25

www.centricparts.com

COAST Products

17

www.coastportland.com

Continental Corporation

51

www.continentalaftermarket.com

Delphi Technologies

35

www.delphiaftermarket.com

Duralast

19

www.duralastparts.com

Federated Auto Parts

9

www.federatedsuitestakes.com

Lang Tools

29

www.langtools.com

North American Bancard

23

www.nynab.com

OTC Tools

21

www.otctools.com

OTOFIX

53

www.otofixtech.us

PGM Recovery Systems

57

www.noble6.com

ProMAXX Tool

55

www.promaxxtool.com

Raybestos

15

www.raybestos.com

Robinair

OBC

www.robinair.com

Schrader TPMS Solutions

41

www.schradertpms.com

Sellars Company

49

www.shoptowels.work

Shurtape Technologies LLC

59

www.frogtape.com/performance

Standard Motor Products Inc.

37

www.qwiksensor.com

Tekmetric

13

www.tekmetric.com/ASP

Valvoline

7

www.partner.valvoline.com

Van Batenburg's Garage

60

www.fixhybrid.com

Wrenchers LLC

11

www.wrenchers.com

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DOORS OPEN. LIGHTS ON. PEDAL DOWN. When you accept American Express® Cards, you have access to benefits, signage and materials to help your business thrive.

Benefits for our merchants include: Marketing Materials Social media posts and posters to help promote your business.

Discounted Offers from our Partners Save on services to help you with marketing, finances, and more.

Free Signage Supplies for your business to welcome your clients.

Scan the QR code or visit americanexpress.com/signage

For more information on resources for your business, visit americanexpress.com/business-solutions

_3CV_AMERICAN EXPRESS_0622.indd 67

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Make the connection

Smart accessories for faster reporting and vehicle entry

Enable Wi-Fi and Bluetooth on your Robinair NI or ROBAC1234-4 machine ROB80211VCI reads YMME and includes a refrigerant capacity database ROB80211TMP reads and tracks multiple vent temperatures for before & after service diagnosis and reporting

Compatible with ROB34288NI, ROB34788NI, ROB34788NI-H, ROB34988NI and ROBAC1234-4 machines

ROB80211TMP master kit with 2 Bluetooth temp probes

2002_552_Robinair_connected access_7.875x9.75_ASP_RevB.indd 1 _4CV_ROBINAIR_0622.indd 68

ROB80211VCI master kit with refrigerant capacity database

4/27/22 3:34 PM 5/17/2022 8:33:24 AM