Auto Service Professional - December 2019

Auto Service Professional ®

December | 2019 | Vol. 9, No. 6

Family owned

V&F Auto

Owner Frank Palange, his father and daughter serve a loyal customer base in Massachusetts

Also in this issue:

9th annual ‘Tips from Techs’ Intermittent problem detection strategies Troubleshooting exhaust emissions

UPGRADES THAT WON’T LET YOU DOWN. ™

The last mile of the delivery is important to us both.

For the Lifespan of Your Vehicle, Trust Dana Aftermarket.™ Spicer® driveshafts for the Dodge/Mercedes-Benz® Sprinter serve as an OE-quality, drop-in replacement in these hard-working vans. The extended idling periods and stop-and-go driving of “last mile delivery” take a toll on factory driveshafts, so Dana engineered these driveshafts to serve as an aftermarket solution for fleet and repair shop owners.

To learn more, visit SpicerParts.com/SprinterDS.

SpicerParts.com or for our e-catalog, DanaAftermarket.com #DanaAftermarket © 2019 Dana Limited. All rights reserved.

Contents

December 2019 • Vol. 9, No. 6

16 28 2

Te c h nica l th

9 annual ‘Tips from Techs’ Service technicians share tricks of the trade

Intermittent problem detection strategies Problem solving tips

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Troubleshooting exhaust emissions The best tools in your arsenal are your sense of smell, your sight and your ears

Te chs Helping Te chs

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Reader Profile: Family owned V&F Auto

Remodeled shop thrives in Massachusetts

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©GETTYIMAGES.COM/AGOR2012

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B u sin e s s

45 Departments

2 Straight Talk People need preventive maintenance, too

6 Tech Tips From a knock sensor fail to a main bolt caution

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44 Technical Service Bulletins From a Toyota stop/start battery caution to a Mazda lack of power concern

48 Ad Index Your connection to free information

Service technicians share tricks of the trade Sharing diagnostic and repair information provides a real-world aid to all technicians.

Rather than finding a fix and keeping it a secret, by sharing, everyone benefits. There’s enough work out there for all shops, so it isn’t a matter of safeguarding tips or tricks from a competition standpoint. By helping each other out, the industry benefits as a whole. Thanks to those who pitched in.

silence the noise if the flexplate is indeed cracked and causing the noise.

Jordan Hill CoAuto

WHEEL TORQUE

This subject has been discussed for years, but it bears repeating. Especially when you’re dealing with alloy wheels, it’s important... no, actually it’s vital... to tighten the wheel fasteners (nuts or CRACKED FLEXPLATE? bolts, depending on the vehicle) in the proper The next time you are chasing an engine noise sequence in order to evenly spread the clampand suspect that the flexplate may be cracked or ing loads, and to tighten to specified value with broken, try this idea. a quality torque wrench.

While the engine is running, spray WD40 I don’t care how much of a rush you might be into the bellhousing through a transmission plug December 2 019 ASP in to get the vehicle off the lift, take the time to or inspection cover. The WD40 will immediately

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Straight Talk

People need preventive maintenance, too

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Mike Mavrigian, Editor

Every vehicle requires periodic maintenance (preventive maintenance) to avoid problems. The same holds true for certain tools and shop equipment. Lifts should be inspected annually, office and shop computers require updates, torque wrenches require periodic calibration, pneumatic tools require in-line lubrication to prevent dry running and lockups. Bay door rollers require cleaning and lube to keep them running smoothly.

The shop roof needs to be inspected on occasion to see if any

repairs are needed before you run into a leak situation. Asphalt parking lots need to be re-sealed to avoid age and use damage. Gravel parking lots require periodic filling and leveling. Wall-mount fire extinguishers and plumbed fire extinguisher systems need to be inspected and recharged according to local regulations.

The list goes on. But what about the people who keep everything in motion? Busy shops are, well, busy. From the time you clock in to the time you finally call it a day, chances are everyone

WE WANT TO HEAR ABOUT YOUR WEIRD ONES

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very technician has run into the “weird” jobs where either the vehicle or the customer (or both) have driven you batty. Examples: the light truck that “makes a tinny, annoying noise.” When raised up on the lift, you find an exhaust system that has been band-aided by an inter-connecting array of tin cans, with the customer noting that “it was cheaper than replacing the pipes.”

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Or the teenage girl who was tired of adding oil to her leaking engine and decided to fill the crankcase to the point where the oil level reached the dipstick handle “so she wouldn’t have to worry about running low.” Or the “loose” steering where someone had installed a bunch of zip ties to the outer tie rod ends to the steering arms.

Or the day that your shop went above and beyond by performing

December 2019

an act of kindness to a driver who was down on their luck to get them back on the road. You get the drift.

We all have funny and/or horrific stories to tell. We’d love to hear about your experiences so that we can share them with all of our readers. Email your most memorable moments to me at mike.mavrigian@bobit.com.

Make sure to include your name and your shop’s name.

People are your greatest assets, and need attention. Matt Lamontagne, lead technician/ manager; Leo Lamontagne, owner; and Bud Dzioba, technician; at Leo & Sons Auto Repair in Lawrence, Mass. in the shop has been bouncing from one vehicle to another or grinding away, both physically and mentally, to address a particularly difficult diagnosis and repair.

Stressful days take their toll.

Consider a regularly scheduled mental-relief time such as an annual outing that might involve a picnic, a group visit to an amusement park or zoo, or a monthly get-together at a local restaurant, bowling alley, golf course, etc.

Having a day, or even just a few hours, as a group in a relaxed atmosphere can go a long way to reduce stress and to bolster the bond among the entire staff as an extended family.

The careers that we chose consume a great deal of our time, effort and passion. It may be hard to find the time, but rewarding ourselves as a group can have an enormous effect on unifying everyone in the shop. ■

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Resources

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24/7 RESOURCE

3515 Massillon Rd., Suite 350, Uniontown, OH 44685 (330) 899-2200, fax (330) 899-2209 Website: www.autoserviceprofessional.com Publisher: Greg Smith Greg.Smith@bobit.com Editor: Mike Mavrigian Mike.Mavrigian@bobit.com Mike.Mavrigian@bobit.com Managing Editor: Editor: Lori Lori L. L. Mavrigian Mavrigian Managing Lori.Mavrigian@bobit.com Lori.Mavrigian@bobit.com Senior Senior Editor Editor & & Digital Digital Projects Projects Editor: Editor: Joy Joy Kopcha Kopcha Joy.Kopcha@bobit.com Joy.Kopcha@bobit.com Senior Senior Editor: Editor: Ann Ann Neal Neal Ann.Neal@bobit.com Ann.Neal@bobit.com

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Graphic Artist: Jeff Polman Graphic Artist: Jeff Polman Jeff.Polman@bobit.com Jeff.Polman@bobit.com Production Manager: Karen Runion Production Manager: Karen Runion Karen.Runion@bobit.com Karen.Runion@bobit.com

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, the newest products and new tool reviews. Our site also features news from suppliers and manufacturers to keep you up-to-date on what’s happening in the automotive industry.

Contributors: Contributors: Jeff Taylor/Diagnostics & Driveability Specialist Jeff Taylor/Diagnostics & Driveability Specialist Bill Fulton/ASE Master Tech Bill Fulton/ASE Master Tech Edwin Hazzard/Mobile Tech Specialist Edwin Hazzard/Mobile Tech Specialist Advisory Board: Advisory Board: Tim Lasley/Wilson’s Garage of Pfafftown, NC Tim Lasley/Wilson’s Garage of Pfafftown, NC Jeff Smith/Smitty’s Car Service, Doylestown, OH Jeff Smith/Smitty’s Car Service, Doylestown, OH Mark Cunningham/Cunningham’s Automotive Repair, Mark Cunningham/Cunningham’s Automotive Repair, Ottsville, PA Ottsville, PA Bill Caroniti/Updated Automotive, North Royalton, OH Bill Caroniti/Updated Automotive, North Royalton, OH Sales: Sales: Dan Thornton / djtinc@gmail.com

Dan / djtinc@gmail.com (734)Thornton 676-9135, mobile (313) 410-0945 (734) 676-9135, mobile (313) 410-0945 Bob Marinez / Bob.Marinez@bobit.com

Bob / Bob.Marinez@bobit.com (330)Marinez 899-2200, ext. 2217, fax (330) 899-2209 (330) 899-2200, ext. 2217, fax (330) 899-2209 Marianne Dyal / Marianne.Dyal@bobit.com Marianne Dyal / Marianne.Dyal@bobit.com (619) 990-5536 (706) 344-1388 / mobile (619) 990-5536 Customer Service/Subscription Service

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

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

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December 2019

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

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Te chnical

TECH TIPS

From a knock sensor fail to a main bolt caution

GM GEN 5 SILVERADO KNOCK SENSORS

In 2014, GM began installing the new generation LT-series engines in select vehicles, including the 6.0L engine in the Silverado truck. Unlike the previous LS series of engines that featured knock sensors in the lifter valley, the Gen 5 LT series features two knock sensors, one on each side of the block, just behind the motor mounts, so there’s no need to yank the intake manifold off.

When a knock sensor fails, the ECM will pull timing back, so engine performance will lower noticeably. Just as the valley –located sensors are prone to rust as water seeps past the rubber grommets on the valley plate, these block-side-mounted sen-

Right side knock sensor.

Access is tight.

Each knock sensor is secured with a single 8 mm x 1.25 bolt, requiring a 13 mm wrench. The right side sensor bolt can be pretty crusty, making it difficult for wrench engagement.

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View of left side knock sensor location. sors are also prone to rusting, as are the connectors. If you find a code P0332 or P0327 don’t mess around by replacing just one.

Rather, replace both at the same time.

You’ll have to work from the underside, so place the truck on a lift. Access to the left side sensor bolt is fairly easy, but access to the right side is a different story, especially if the truck has fourwheel-drive, as the right front axle is also in the way. You’ll have to approach the right side sensor from the rear, s this is the only access point. With the starter in place, access to the right sensor bolt is difficult as you really can’t see what you’re doing. By feel, use a 13 mm box wrench. You might spray a bit of penetrating oil and

Notice how rusty the mating face of the sensor is. For some reason, the right side tends to be exposed to more moisture.

allow it to soak overnight to ease bolt removal.

The bolt head may be badly rusted, making it difficult to engage the wrench. Try to clean off the bolt head with a small wire brush if this is the case. Luckily, new sensors include a new bolt.

Once the sensors are removed from the block, disconnect the connectors and clean the block area to remove any rust scale. Apply a thin coat of dielectric grease to the sensor area that contacts the block, which may make help prevent future rust. On the right side sensor in particular, chances are you’ll find the connector of the sensor rusted as well. Inspect the harness connector.

Clean and apply dielectric grease if needed. Connect the harness connectors before installing the new sensors, since it can be difficult to connect once the sensors are installed. Do not over-tighten the sensor mounting bolts. Torque to 18 ft.-lbs.

FEAR THE RUST

For vehicles driven in winter conditions in the “rust belt” where corrosive salt/brine is applied to the roads, take a moment to inspect the fuel tank straps when a vehicle is on the lift. In nasty conditions, straps can rot, potentially allowing the fuel tank to drop out of position, which is obviously a bad thing.

You might find one rotted out and the other strap still in place, or both ready to separate. If they look suspect, advise the customer for a need to replace. Better to catch this now rather than later.

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Te chnical

Lucky this was caught before the other strap let loose.

HONDA SMART START WARNING

If you’re working on a 2013 Honda Accord or Crosstour equipped with Smart Start, the system’s warning light may illuminate, accompanied by DTC B12D1 (power control unit IG1B circuit error). The likely cause is a bad under-dash sub relay box. Remove the driver side dashboard lower cover and the undercover in order to access the sub relay box.

Disconnect and remove the relay and install a new relay.

AUTO PARK GLITCH

Some 2011 Ford Explorers equipped with the auto-park feature can experience a traction control light on if a turn is made at a speed above 3 mph within 50

Note the location of the sub relay box (upper right in drawing).

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seconds of starting the engine.

This may cause several DTCs to set: C1B00-08 in the steering column control module, C1B0086 in the ABS module for steering angle sensor invalid signal, U0428-00 in the power steering control module for invalid data from the steering angle sensor module and U0418-68 in the cruise control module for invalid data from the ABS module.

Simply reprogramming to the latest IDS release 73.00 or higher should solve the problem.

DON’T RE-USE THE CAM PLATE

The GM LS engine features a camshaft retainer plate for the roller camshaft. The plate features a printed elastomeric sealing bead on the side of the plate that mates to the block.

Do not be tempted to re-use the original plate, as the sealing bead is likely to not seal properly.

You must install a new plate.

DIESEL FUEL SMELL, LEAK

When replacing the fuel filter on a Ford Super Duty 7.3L, be careful when servicing the filter.

With the engine off and cooled down, open the drain petcock (behind the filter housing toward the passenger side) and allow the fuel bowl to drain. Remove the filter and make sure that nothing is left behind from the old filter (gasket, etc.).

Clean the upper gasket surface thoroughly. Close the drain petcock. It’s a good idea to work the petcock open/closed a few times to make sure it closes properly. Before installing the new filter, lightly lube the O-ring gasket with clean diesel fuel. Tighten hand snug, then loosen, then tighten fully. If the gasket does not seat correctly, you will have a leak and you’ll be able to smell fuel with the engine running.

If you see a leak, with the engine off and cool, remove the filter, inspect the gasket and reinstall.

Depending on the filter brand, the gasket may have a tendency to twist/bind, preventing a good seal. The point is not to rush when servicing the filter. Take your time and pay attention to the details.

The printed sealing bead on the cam plate is designed for one-time use only.

LS MAIN BOLT CAUTION

If you need to reassemble a GM LS engine, be aware that the crankshaft main caps feature a 6-bolt design, with an 8 mm side bolt engaging the caps on each side.

Do not torque the side bolts until the primary main cap bolts have been fully torqued. The primary inner bolts are torqued to 15 ft.-lbs. initially, followed by an additional 80 degree rotation. The outer primary bolts are torqued to an initial 15 ft.-lbs., followed by an additional rotation of 53-degrees. The 8 mm side bolts are then torqued to 18 ft.-lbs. ■

Tighten the 8 mm side cap bolts only after the primary main cap bolts have been fully tightened.

Comp anies Helping Te chs

Take Advantage of the Last Mile Delivery Trend

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E-commerce is fundamentally changing logistic and service delivery patterns by fueling a concierge-type service environment.

This localized delivery trend – typified by real-time commerce, expedited delivery cycles and direct-tocustomer package and food delivery – is known as “last mile delivery.”

Last Mile Delivery Vehicles Require Frequent Maintenance

This trend is driving significant growth in light and medium-duty vehicle platforms like the Mercedes-Benz® Sprinter, Ford® Transit and Nissan® NV. The light/medium duty classification of last mile delivery vehicles opens the door for owner operators and non-CDL drivers to get into localized package delivery. This, in turn, creates a new opportunity for repair shop owners to build their businesses, as service patterns shift away from large fleet repair contracts.

Downtime is almost inevitable for these hardworking vehicles, due to the increased stress placed on all van systems by the stop-and-go driving and extended idling periods of in-town delivery. Yet downtime costs owners beyond the price of the repair, so getting these vehicles back on the road quickly, with quality parts, is essential. And that’s exactly where Dana Aftermarket has you covered.

A Drop-In Aftermarket Driveshaft Means Less Downtime

Dana understands that demanding logistical patterns can take a toll on a delivery van’s factory driveshaft. Given the popularity of Dodge/ Mercedes-Benz® Sprinter vans among shippers aiming to deliver smaller loads quickly, Dana commercialized a drop-in driveshaft replacement for 2002-2009 Sprinter vans in 2019. These aftermarket driveshafts from Dana provide the performance, reliability, and durability of original equipment (OE) products – because Dana is an OE manufacturer.

This 3-piece Spicer® driveshaft is designed, engineered, and manufactured to serve as a virtually maintenance-free one for one replacement. Since the driveshafts are pre-balanced, they offer a direct product swap without the need for a balancing machine. Spicer driveshafts for Sprinter vans eliminate assembly time and meet global aftermarket driveshaft requirements. They are an ideal aftermarket solution, particularly for service shops with immediate uptime service programs.

Deliver to the last mile, with Dana Aftermarket Genuine Spicer driveline components. To learn more about how Dana can be your partner in last mile delivery, visit https://SpicerParts.com/Sprinter-Tech-Tips. ■

Dana Aftermarket Group

PO Box 1000 Maumee, Ohio 43537 Warehouse Distributors: 1.800.621.8084 OE Dealers: 1.877.777.5360 SpicerParts.com December 2 019

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Comp anies Helping Te chs

Drew Technologies & Autologic Diagnostics Combine to become Opus IVS

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Drew Technologies, Autologic, Farsight, and Bluelink, companies within the Intelligent Vehicle Support (IVS) division of Opus Group AB (publ), proudly announce they are unifying and will officially be known as Opus IVS.

These companies have used their combined expertise to support collision repair shops and mechanical repair shops in repairing complex vehicle technology.

• Drew Technologies, which joined Opus in 2015, is known globally for the development of OEM factory-authorized tools used at dealerships and J2534 flash diagnostic products that give independent service shops the same capabilities as OEMs. • Autologic, acquired in 2017 with the legacy business Farsight, is a leader in vehicle diagnostics providing tools and live diagnostic support that give shops OEM-level coding and programming capabilities across European, U.S. and Asian vehicle brands.

• Bluelink, acquired in 2019, is a pioneer of remote vehicle communications, programming hardware and soft ware, developing solutions that offer remote diagnostics coverage for more brands and more model years.

“In a short time, we have brought these leading companies together within Opus IVS and leveraged the technology from over 30 patents pending to help technicians repair complex, modern vehicles. Rebranding as Opus IVS is the next logical step in our companies’ evolution allowing us to deliver even more advancements to the market under one unified identity that emphasizes our strengths in innovation and diagnostic support,” says Opus IVS President, Brian Herron.

Opus IVS Diagnostic Solutions

Opus IVS offers a unique combination of licensed OEM soft ware and aftermarket diagnostic solu-

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tions with expert guidance from OEM-trained master technicians to help shops get the job done.

Opus IVS companies have worked together to deliver several innovative solutions.

• DrivePRO® combines licensed OEM software, aftermarket ease-of-use, remote programming, and calibration—all connected to factorytrained live technicians enabling businesses to tackle complex intelligent vehicle repairs.

• DriveCRASH®, Opus IVS’ collision-specific diagnostic platform, is the only OEM-endorsed pre/post-scanning tool to integrate wide OE coverage, on-demand QuickScan, remote programming, calibration and a full diagnostic scan tool with our live team of master technicians to support you.

• RAP2 is a remote programming solution with no upfront purchase price, OEM approval, built in 4G, guaranteed results, and wider coverage than any other system on the market. All backed by Drew Technologies, the experts in J2534 flash programing for over 20 years Customers will see more benefits from the union in the future, as they continue to focus on delivering high-quality diagnostic solutions to service shops around the world. ■

Opus IVS

887-945-6442 info.us@OpusIVS.com OpusIVS.com

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Call or visit our website to learn how the CarDAQ-Plus® 3 can grow your business!

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About Opus IVS Drew Technologies and Autologic have unified to become Opus IVS! We’ve combined our expertise and technologies to find new ways to support repair shops servicing complex, modern vehicles.

Becoming Opus IVS allows us to deliver even more advancements to the market under one unified identity that emphasizes our strengths in innovation and diagnostic support.

OpusIVS.com

sales@OpusIVS.com ©2019 Opus IVS. Patent(s) pending. 111819-1

(877) 333-9038

Comp anies Helping Te chs

MAHLE Aftermarket Technical Tips Cabin Air filters – An Overlooked Opportunity

T

The ventilation system used in modern import cars is capable of cycling more than 3500 cubic feet of air every hour. A multitude of odors, particles, spores, and allergens come in at the same time and that can be unpleasant or even harmful. Despite this, cabin air filters are an oftenneglected maintenance item in automobiles. And that is surprising since, just as air and oil filters protect the engine from damaging contaminants, the cabin air filter provides an equally important function for both the car’s ventilation system and its occupants.

Cabin air fi lters are a relatively new addition to the interiors of passenger cars; they were introduced in the 1990s and now appear in well over 80 percent of new cars. While most car owners are familiar with oil, air, and even fuel fi lters, cabin air fi lters are generally out of sight and out of mind.

Cabin air fi lters provide three important benefits: • They make the cabin air safer to breathe by removing dust, pollen, and other allergens.

• In many cases, they also remove unpleasant orders through an activated-charcoal layer in the fi lter.

• They protect the heating and air conditioning system fans from being damaged by debris entering from the outside.

The cabin air fi lter (or fi lters, some cars have more than one) sit just inside the vehicle’s outside air vents and are responsible for cleaning all air that comes into the cabin. Some of the things the fi lter will catch are tiny liquid particles, solid particles such as dirt and dust, pollen, fumes, odors, ozone, and even insects, small twigs and leaves.

The MAHLE CareMetix® Cabin Air Filter line

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incorporates S5 broadband technology to protect against harmful and allergenic substances while eliminating odors that conventional cabin air fi lters cannot. CareMetix fi lters feature five layers of protection to eliminate odor, pollen, soot, and fine particulates. The fi lters are constructed with a high-performance particulate fi lter layer, a molecular layer, an engineered activated carbon layer, a bio-functional layer with activated carbon, and a protective layer.

MAHLE CareMetix cabin air fi lters incorporate an anti-bacterial coating; removing harmful micro-organisms and preventing them from spreading throughout the fi lter material. CareMetix fi lters also remove mold spores and prevent mold build-up on the fi lter itself.

So, make sure you recommend to your customers that they replace the cabin air fi lter with a MAHLE CareMetix fi lter on a regular basis. ■

MAHLE Aftermarket Inc. 23030 MAHLE Drive Farmington Hills, MI 48335, USA Phone: +248/347-9710 Fax: +248/596-8899 www.MAHLE-Aftermarket.com

DRIVING PERFORMANCE FROM CHANNEL PARTNERS TO TECHNICIANS

SMART PARTNER www.mahle-aftermarket.com

The top plastic piec ce is ultrasonically welde ed to the endplate, which cre eates a housing for the sea aling o-ring ensuring a proper seal between the clean and dirty side of the filter.

OX345/7D is easiier to install utilizing a 3-p piec ie e plastic end d cap where the compe com etition uses foam.

Has a thicker and more efficient synthet etic et ic c flee flee media for fleece better filtration meeting demands for today‘s oil change regimen.

Bring this ad to life with the free Aurasma app. Just scan the QR code to begin.

Comp anies Helping Te chs

Hub installation guide This technical tip addresses installing the following hub units in the specified applications: Installation guidelines

Prior to removal of the old hub assembly, be sure the ABS wheel speed sensor is removed (fig. 1). Sometimes it is helpful to use rust penetrant in and around the ABS wheel speed sensor to aid in removal. If the ABS wheel speed sensor is not removed, damage can occur to this sensor during removal of the old hub assembly or during installation of the new hub assembly.

Fig. 1 The ABS wheel speed sensor head sits in-between the protective cover and the ABS encoder ring built into the seal on the back of the hub assembly (fig. 2). Damage can also occur to the metal protective cap on the new hub assembly if the ABS sensor is not removed.

Fig. 2

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BR930772 Nissan Rogue (08-13) Nissan Sentra w/2.7L (07-12) BR930888 Nissan Juke (11-17) Nissan Leaf (11-12) Fig. 3 Also, be sure that the old protective cap is not still stuck in the knuckle after removing the old hub assembly. At times, the protective cap becomes dislodged from the hub assembly during removal. If it’s left in place, damage will occur to the ABS sensor and new hub assembly (fig. 3).

SKF offers a webbased training and rewards program

SKF now offers the SKF Parts Xperience, a web-based training and rewards program designed to help automotive and truck technicians boost productivity and stay up-to-date on the latest vehicle technologies. Technicians can sign up for the program by visiting www.skfpartsxperience.com.

The SKF Parts Xperience program is designed to help technicians more easily engage with SKF products, learn more about installation and maintenance best practices, and manage reward points based on product purchases and installation. The

BR930684 Nissan Sentra w/2.0L (07-12) BR930880 Subaru BRZ (13-17) Scion FR-S (13-16) Toyota 86 (2017) BR930872 Nissan Leaf (13-17) Nissan Sentra (13-17) Nissan NV200 (13-17) new program makes it easy for users to tally points simply by scanning a box label barcode from their mobile device or by entering a part number online. Additionally, every time a user completes a training module, they’ll be automatically rewarded with points. As users accrue reward points, they’ll be able to redeem them for a wide array of merchandise. ■

SKF

890 North State Street Suite 200 Elgin, IL 60123 www.vsm.skf.com @skfpartsinfo www.skfpartsinfo.tv

Installing confidence.

Yesterday. And today.

Since the earliest days of the automobile, SKF has been supplying the world with the highest quality drivetrain, engine and wheel end components available. Today, SKF continues to provide high quality products and premium services to car and truck manufacturers, technicians and distributors across North America and around the globe.

Install confidence. Install SKF.

Visit www.vsm.skf.com to learn more Ž SKF is a registered trademark of the SKF Group. | Š SKF Group 2018

Te chs Helping Te chs

©GETTYIMAGES.COM/AGOR2012

S

Service technicians share tricks of the trade

Sharing diagnostic and repair information provides a real-world aid to all technicians.

Rather than finding a fix and keeping it a secret, by sharing, everyone benefits. There’s enough work out there for all shops, so it isn’t a matter of safeguarding tips or tricks from a competition standpoint. By helping each other out, the industry benefits as a whole. Thanks to those who pitched in.

CRACKED FLEXPLATE?

The next time you are chasing an engine noise and suspect that the flexplate may be cracked or broken, try this idea.

While the engine is running, spray WD40 into the bellhousing through a transmission plug or inspection cover. The WD40 will immediately

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silence the noise if the flexplate is indeed cracked and causing the noise.

Jordan Hill CoAuto

WHEEL TORQUE

This subject has been discussed for years, but it bears repeating. Especially when you’re dealing with alloy wheels, it’s important... no, actually it’s vital... to tighten the wheel fasteners (nuts or bolts, depending on the vehicle) in the proper sequence in order to evenly spread the clamping loads, and to tighten to specified value with a quality torque wrench.

I don’t care how much of a rush you might be in to get the vehicle off the lift, take the time to

use a torque wrench. Uneven and/or under- or over-tightened fasteners can easily cause wheel hub and brake rotor hat distortion, which can lead to brake pulsation and a bouncing brake pedal. In other words, do it right.

If you end up having a brake issue afterwards, at least you eliminated the variable of improper wheel fastener tightening. Never use an impact gun to tighten wheel fasteners! Tightening with the use of a torque wrench also eliminates overtightening and the potential for over-stretched studs that can break or seized fasteners that are difficult to remove.

Larry Ritz Smitty’s Car Care

LEAKY DIFF COVERS

If you run into a rear differential cover that’s leaking gear lube, chances are that a previous service job was done carelessly by not cleaning the mating surfaces, improper tightening of the cover bolts or damaging the gasket during installation.

There’s also the possibility that the cover was warped (as a result of someone previously prying it off and bending the mounting flange), or there are gouges or pitting on the mating surface of the carrier.

Remove the cover and drain the gear oil.

Take the time to inspect the cover for warp. If you can’t straighten it out to your satisfaction, pitch it and buy a new cover. Make sure that the mounting surfaces are absolutely clean and free of burrs, etc. Also, clean out all of the threaded bolt holes and clean the bolts. It’s a good idea to run a thread chaser (not a cutting tap) in each hole. Unclean threads can result in improper bolt tightening torque.

If you really want to ensure that you won’t have a comeback, apply a bead of RTV to both sides of a new gasket. I like to use Permatex “The Right Stuff.”

Install the gasket and the cover and tighten the bolts to the specified torque using a crisscross tightening pattern and allow it to sit for at least a few hours before adding lube. I’ve never had a leak if I sealed a cover with The Right Stuff. Make sure you add the appropriate high-pressure lube additive that’s specified for the application.

Rob Holland Holland Service

FORD SUPER-DUTY NO-START

Here are a few tips when diagnosing a Ford F-350 equipped with a 6.7L diesel engine, using a 2018 model as an example. Here are three examples of a no-start condition, involving the injector control pressure regulator, the glow plug control module and the inertia fuel shutoff switch.

While cranking the engine and monitoring live data, the fuel injection control pressure switch may indicate low fuel pressure. After inspecting the injection control pressure switch wiring and connector and finding no faults, connect a fuel pressure gauge to the fuel rail. While cranking the engine, if you find that measured fuel pressure is below specification, suspect the injector control pressure switch. The regulator spring may be weak/compressed. Replacing the control pressure switch should fi x the issue.

Another area to suspect is the glow plug control module. First inspect the glow plug wiring harness, connectors and terminals. If no damage is found, turn the key on but do not start the engine. Using a multi-meter, check for voltage at the glow plugs. If no voltage is present, inspect the glow plug control module connector and terminals. If no faults are found, use the multi-meter to check for voltage and ground at the module. If voltage and ground are present, the module itself is faulty. Replace the glow plug module.

The third example involves the inertia fuel shutoff switch, which can become stuck. After inspecting fuel and ignition components and finding no faults, connect a fuel pressure gauge. With the key on and engine off, you may find that fuel pressure is below specification. Perform a visual inspection of the inertia fuel shutoff switch. If no problems are found visually, use a multi-meter to check for voltage at the switch.

If voltage is present, check for voltage out of the switch. If no voltage is present out of the switch, check for continuity of the switch. If the switch has no continuity, try tripping the switch with a blow from a rubber mallet to try to reset the switch. Repeat the test. If the switch has no continuity, replace the switch.

Brian Calloway Route 20 Garage

HONDA CYLINDER DEACTIVATION

We recently serviced a 2015 Honda Pilot (equipped with a 3.5L engine) that came in December 2 019

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Te chs Helping Te chs with the check engine light on. During a scan, we found that DTC P3400 was stored (cylinder deactivation system, Bank 1) and P3497 (same thing, on Bank 2). We road tested and found that the cylinder deactivation was not working.

We began by checking engine oil level and oil condition but no concerns were evident.

We then inspected the cylinder deactivation system wires and connections but found no problems.

When we viewed live data we saw that the oil pressure switch was showing low oil pressure.

In order to verify the reading from that switch, we removed the switch and installed a hydraulic oil pressure gauge, which showed that engine oil pressure was within the specified range.

Using a multi-meter, we measured the original oil pressure switch continuity and found that the switch had no continuity. Simply replacing the switch and clearing the codes did the trick.

Cylinder deactivation worked and the check engine light never came back on.

Bill Thornton Bill’s Place

HONESTY AND A SIMPLE FIX

Chrysler PT Cruisers are notorious for this problem: We had a customer bring her 2005 PT into the shop in a panic because she thought she had a severe problem. She said that every time she went over a bump, she heard a loud banging noise from the rear. Her boyfriend told her that the rear struts had broken and that the rear wheels would fall off if she didn’t get it fi xed right away.

Well, for one thing, the PT Cruiser has rear shocks with coil springs, not strut assemblies. Of course, the problem was simply the Watts link “bell crank” bushing was worn out, which certainly wasn’t going to allow the wheels to fall off.

A $46 part and about 30 minutes of labor easily solved the issue.

A worn Watts link bell crank can cause a loud thump or banging noise, which can make someone assume that there’s a major problem with the rear suspension, such as a broken shock or a failed “strut.”

She was thankful that we were honest about it and she was thrilled to pay the bill, which was a lot less than she had feared it would be.

About an hour and a half after she left, she had

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A worn-out Watts link/dog bone can create a very noticeable banging noise that can easily lead a customer to believe that a serious problem exists with the rear suspension. two pizzas delivered to the shop to say thanks.

We assume that she’ll never let her boyfriend work on the car.

Lee Monroe Lee’s Total Service

FORD TRUCK WHINE

Sometimes, strange noises are difficult to track down. Our shop recently took in a 2017 Ford F-350 Super Duty with the 6.7L diesel engine, which had 25,000 miles. The owner complained about a whining noise but he wasn’t sure where it was coming from.

We found that the noise was coming from the fuel tank’s in-tank pump. We connected a fuel pressure gauge to the fuel rail, which showed that fuel pressure was definitely below specification.

We then connected the fuel pressure gauge to the fuel fi lter inlet line and saw that pressure was within spec.

It seemed obvious at that point that the fi lter was clogged/restricted, which was causing the fuel pump to strain and make the whining sound. We replaced the fuel fi lter and the problem disappeared.

Ernie Blaylock Forest Auto

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Te chs Helping Te chs

A cam claw-type filter wrench allows easy access to oil filters that are difficult or impossible to service with a band-type filter wrench.

DON’T WASTE TIME

When servicing a late model Kia Soul, you’ll find that there’s a large black plastic belly pan under the engine. There’s no need to remove this pan in order to perform an engine oil change.

Depending on the year, some (an example is the 2016) have plastic snap-in caps that, when removed, allow access to the filter and the drain plug. Newer 2020 models, for example, simply have open holes in the under-engine plastic pan (no caps to remove) with a large hole under the filter and a smaller hole toward the passenger side under the drain plug.

With the plastic pan in place, you won’t be able to use a cinch-type filter wrench, but a universal 3-jaw self-adjusting claw-type wrench, along with a ratchet and extension, allows easy filter removal.

The access hole under the filter is large enough to allow you to hand-tighten the filter (since they should only be hand tightened anyway). The oil pan drain plug requires a 17 mm socket and a 4to 6-inch extension on the ratchet.

Yes, with the cover pan removed, everything is readily accessible, but there’s no need to spend the extra time required to remove that cover pan if you’re simply performing an oil and filter change.

Mike Hendrickson Avalon Premier Service

PAD AND CALIPER LUBE

Most disc brake systems you encounter feature a “moving” caliper, either a floating caliper that

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The claws are designed to close and grip onto the filter when turned counter-clockwise.

This type of filter wrench has been around for decades but is increasingly needed on many of today’s engines due to filter location. rides in/out on a pair of pins, or sliding calipers that move along stainless steel inserts. In order to allow the caliper to move freely as designed, lubrication is critical to prevent caliper hang-up or dragging pads.

On floating calipers, during a brake job remove the pins and their rubber boots from the caliper — don’t just check them for sliding and assume they’re OK. Clean the pins thoroughly. If any wear or rust is evident, replace the pins.

Apply a thin coat of a dedicated brake/caliper grease to the pins. Avoid the temptation to use just any grease that you may have in the shop. To be safe, only use a dedicated brake/caliper lube.

Examples include Permatex Ultra Disc Brake Caliper Lube or CRC Synthetic Brake and Caliper Grease.

These lubes are synthetic, designed for high temperature and are plastic and rubber safe. They won’t melt, freeze or wash out and are specifically designed for disc brake caliper use.

Apply lube sparingly to slider surfaces, as well as to the pad backing plates. Applying to backing plates can aid in preventing pad squeal.

When lubricating brake hardware, use only a high-temp lube specifically designed for brake applications.

Also, always replace the caliper pin rubber boots. When you buy a brake hardware kit for floating calipers, new pins and boots are usually

included. If not, order them separately.

On sliding calipers, always replace the stainless steel sliders. Before installing the new sliders, use a wire brush and shop air to clean the cast iron surfaces of any rust or other debris. Apply a thin layer of lube to the exposed surfaces of the sliders, as well as onto the caliper backing plate

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Te chs Helping Te chs outer tabs. Rather than simply replacing pads and either resurfacing or replacing the rotors, pay attention to the details in terms of how and where the calipers and pads move along their respective surfaces.

A little bit of lube goes a long way, and obviously avoid excess lube that may contact the rotor and/or pad friction surfaces.

Properly cleaning and lubricating the critical surfaces on floating or sliding calipers is a basic part of brake service, but in some cases, the installer may take shortcuts by only performing a quick inspection and assume that the moving surface areas are OK. Take the time to complete the brake job by paying attention to all moving/sliding surfaces to avoid potential customer complaints that can include dragging pads, uneven braking, premature pad wear, etc.

Alan Flickinger Montrose Motors

DON’T IGNORE THE SPARE

Whenever you have a customer SUV, CUV or light truck on a lift performing service work, check to see if the vehicle has a spare wheel/tire underneath that is held by a bracket and cable.

Th is type of spare carrier allows the spare to be lowered with the use of a wheel lug wrench, with the drive usually located in the rear hatch floor trim area or via an access hole in the rear bumper area.

With long-term exposure to the elements, if it hasn’t been disturbed for a while, rust buildup can make it difficult to lower when and if the customer experiences a flat tire and needs to access the spare. The threaded drive might be rusted, or the support cable may have rusted and snapped, etc.

To make sure the spare carrier is in working order, try lowering and raising it. If you encounter difficulty, apply penetrating lube, lower it and remove the spare. You can then clean and lubricate the carrier so that it works smoothly. Reinstall the spare and raise it back up to the stored position.

Naturally, if the carrier requires this service work, obtain the customer’s permission first so they’re not surprised with any extra charges. All too often, the spare tire carrier is ignored. To avoid having the driver stranded somewhere be-

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Ignored spare tire carriers can become rusted and difficult to lower. Apply penetrant lube to the threaded adjuster and run the threads up/down to make sure it functions. cause they couldn’t remove the spare wheel/tire, make sure the carrier is in working order.

We once had a Ford F-350 in the shop, after the customer experienced a flat. When he attempted to grab the spare, the carrier system was so badly rusted that it wouldn’t budge. We ended up having to cut it off and replace it with a new carrier. The truck was seven years old and the spare carrier hadn’t been touched since he bought the truck. Road salt and moisture simply made it unusable. This cost the customer $180 for the new carrier plus an hour and a half of shop labor, which could have been avoided if the carrier had been checked and lubed previously.

Granted, not all vehicles have a spare these days, but it’s common on many utility vehicles and light trucks.

Mike DeTunno Marks’ Complete Auto Care

SUPER DUTY FICM SYNCH

On Ford Super Duty diesel trucks, a no-start may be accompanied by codes P2614 and/or P2617 (cam and crank position sensor codes). The FICM (fuel injection control module) reads the synchronization of the signals from the cam and crank sensors to deliver fuel in proper timing.

We more commonly see issues of damaged/ loose sensor wiring than bad sensors.

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Te chs Helping Te chs First of all, check battery condition. The FICM needs to see proper high voltage. If the batteries are weak, the synch won’t be correct.

If your synch is off, first check to see if you have engine rpm reading on the tach. If you have rpm reading, the crank position sensor and its wiring is likely OK, which leads you to suspect the cam position sensor or its wiring.

The cam sensor wiring comes out of the main loom next to the fuel filter. Perform a wiggle test.

If you have intermittent start/no-start while wiggling the wire, you have confirmed bad wiring.

Disconnect the cam sensor connector (down low on the driver side) and feed the wire up. There may be a small clip on the wire to the block, so be aware of this while fishing out the wire.

Carefully expose the wire where it enters the main harness to avoid cutting other wires. Using a new pigtail replacement wire with connector, solder the connection and wrap with tape. Replace the original aluminum foil wrap and split conduit. If you need to replace the sensor itself, stick with an OE Ford or reputable known-brand sensor. Some bargain-priced sensors won’t allow proper voltage.

Mack Harden Stow Auto

CHECK THE OBVIOUS

When a vehicle comes into the shop with a nostart issue, you will likely inspect the air intake system and ignition system. If you find no faults, you may check the fuel pressure and may find that pressure is within spec.

If you disconnect a high pressure fuel line and command the fuel pump to dump fuel into a container and find that measured volume is below spec, look at the fuel tank. If the tank has been damaged and a dent/deformation is found, this can prevent the fuel from getting to the fuel pump.

In this case, obviously you need to replace the fuel tank. If you suspect a fuel delivery issue, before you spend lots of time diagnosing components and circuits, take a look at that fuel tank.

Glen Stromberg Big Mountain Service

MAZDA TRANS

We recently had a 2015 Mazda Miata equipped with an automatic transmission in the shop for a no-forward and no-reverse issue.

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After checking for codes and finding no immediate issues, we monitored turbine sensor PID and VSS PID with the engine running and the transmission in gear.

If the turbine sensor PID shows turbine sensor operation and VSS does not, we have a possible transmission malfunction. If both the turbine sensor PID and VSS PID show operation, we have a possible final drive or drive axle malfunction.

If the turbine sensor PID shows no operation, check for stripped transmission input shaft splines. Remove the trans and check the input shaft and torque converter. Perform a line pressure test.

If the ATF is contaminated and pressure is correct, inspect for friction material and metal particles in the fluid.

In our case, we found stripped input shaft splines, which meant replacing the input shaft, at which time we performed a transmission rebuild at the owner’s request.

If you wish to perform a trans range switch resistance test, here is the procedure: 1. Disconnect the battery negative cable from the battery and unbolt the catalytic converter front bolts and move aside.

2. Remove the under-trans insulator. Use a DMM to test the switch.

3. With the key off, disconnect the 9-pin TR sensor connector (located at the passenger side of the transmission case).

4. Probe across the sensor pins. Move the shift selector through each range position.

5. Resistance should be less than 0.1 ohm in the appropriate range.

- Park............pin E to pin B - Reverse......pin E to pin C - Neutral......pin E to pin H - Drive..........pin E to pin D (resistance should be open line in other ranges) 6. Re-assemble.

Alan Kneifer Randy’s Total Service

FORD 6.0 DIESEL TIPS

Here are a couple of tips when dealing with a 2003-2007 Ford Super Duty equipped with the notorious 6.0L diesel engine.

Whenever servicing this truck, inspect the plastic radiator tanks for hairline cracks. These

will eventually open up and allow a nasty high pressure leak. While some cracks may be repairable, replacing the radiator is the best way to go.

Also, if the truck is equipped with an automatic transmission, note that there is a remote transmission fluid filter. This is a canister style filter located under the front bumper passenger side, below the A/C compressor.

This remote filter is often ignored, as some folks don’t even know it exists. This filter should be changed out every 30,000 miles or so. The filter cartridge is inside an aluminum housing that features a 22 mm hex at the bottom.

This housing is threaded in place, but do not use a hand wrench to break it loose, as you’ll end up placing twisting pressure on the lines and bracket. Instead, use an impact wrench with a 22 mm socket to break it loose. Once broken loose, unthread the housing by hand. Then pull the filter cartridge out.

You will notice that the filter bottom has a cap with a small center spring. You need to re-use this lower cap and spring. If it’s not on the filter cartridge, check the inside of the filter housing, as it may have fallen off of the filter during removal of the housing.

Clean this lower cap and spring. Clean the upper O-ring on the upper portion of the housing that is attached to the lines, and lube the O-ring with clean trans fluid.

Motorcraft filter cartridges may not include a new O-ring, but some aftermarket filters do include an O-ring.

Insert the new filter into the stationary up-

per portion of the assembly, and install the lower cap and spring to the bottom of the filter.

Carefully thread the aluminum filter housing into place.

Be careful, as it’s easy to cross-thread this.

Similar to installing an engine oil filter, once you hand tighten to the point where you snug up against the O-ring, turn it another 1/4-turn.

At every 30,000 miles, replace this filter, or when you’re removing the transmission pan to replace the main filter. Just don’t ignore this remote filter.

Kevin French Topper’s Truck Service

MAP sensors on the Ford EcoBoost 3.5L engine are prone to oil contamination, especially the sensor at the intake manifold.

Never try to clean the sensors by touching/ wiping. Spray to clean using only an electrical contact cleaner solvent.

FORD ECOBOOST SHUDDER

A rough idle concern is common on the Ford EcoBoost engines from 2011 to present, especially in truck applications.

One fix I’ve found is to carefully clean the MAP sensors in the intake duct and at the intake manifold.

After removing the sensors, carefully spray clean with an electrical contact cleaner (not a brake cleaning solvent!). Spray the contact cleaner to remove any oil buildup on the thermistors, allow to dry and reinstall.

This may not fix all rough idle concerns, but I’ve had good luck by cleaning the MAP sensors on several of these engines. Just be sure to use an electrical-safe cleaner. Do not try to scrub or wipe... just spray until clean.

Ralph Rendano Valley View Service

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Reader Profile

FAMILY OWNED V&F AUTO

V

REMODELED SHOP THRIVES IN MASSACHUSETTS

The shop also provides a shuttle service for customers when required.

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ALL PHOTOS COURTESY OF V&F AUTO.

V&F Auto is located in Agawam, Mass., about four miles southwest of Springfield, Mass., and midway between Albany, N.Y., and Boston. The town’s population is about 29,000.

As noted by V&F Vice President Nicole Palange, the family-owned business was founded by her grandfather, Vincent, and her father, Frank (hence the V&F Auto name).

Agawam is a small, close-knit community in the western part of Massachusetts. V&F Auto has gained an extremely loyal customer base, with generations of families relying on and devoted to the shop for quality and honest maintenance and repairs.

“We strive to provide the highest quality of service, but in addition, we diligently make an effort to keep our customers informed. We document every aspect of a job, from inspection to completion, and provide that information to the customer. As part of a 30+ point courtesy inspection, we record and photograph everything, from fluid levels and fluid colors, to problem issues that are found, etc. We communicate with the customer to relay this information by means of texts, emails and even videos. This helps us to clearly explain why a service is needed. This information helps the customer to make an informed decision and to better understand the need for a specific repair.

“Also, in order to further contribute to our community, we donate 2% of each customer’s bill

Left to right: Owner Frank Palange, Vice President Nicole Palange and original co-founder Vincent Palange. (only those customers who agree to participate) to our local school system. Our patrons are more than simply customers... we view and treat them as our extended family.”

V&F Auto recently earned a second-place award from ASA in the trade associations’ “Best Waiting Area” contest. The customer waiting area is incredibly spacious and well-decorated, providing an extremely attractive and comfortable space. The current waiting area was added in 2014, with remodeling designed by Nicole and performed by owner Frank Palange.

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

We perform all types of repairs and maintenance on all makes and models.

What is your business philosophy?

My business philosophy is to build my business based on integrity toward both my employees and our customers. I am committed to keeping all employees informed and well trained. This includes having weekly employee meetings and continually investing in their education. I routinely buy and update equipment so that our technicians are well equipped to perform their

The extremely clean and well-maintained shop area features 10 service bays.

Even the customer reception and service desks are welcoming and appealing.

duties. I have always believed that to keep the business running professionally and efficiently I need to continually reinvest in the business and its employees. And last but not least, our entire organization is reminded to “first put their feet in the customer’s shoes.”

need as well. Our techs register for classes on a regular basis. ASE certifications dictate their pay.

We pay for training. The better they are, the happier they are, the quicker they are, and more profitable everyone is!

What do customers want/expect from your shop?

They expect professional service performed at a reasonable cost backed by a 3-year/36,000-mile warranty. They expect a friendly and comfortable atmosphere. Customers also expect a quick turnaround! I think they believe the way they are treated is number one, though.

What is your approach to technician training?

Technicians are learning every day! On-site learning is the most important and allows them to take the most away. We use Identifix when in

Where do you buy your parts?

We typically try to purchase from independent parts stores, such as CARQUEST. What influences your parts buying decisions?

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

Price .................................................................. 2 Brand name recognition ................................ 1 Promotion in racing ...................................... 0 Perceived quality ............................................. 3 Availability/time ............................................. 3 Other (describe) .......We try to read/research to stay informed about parts.

How does ASP benefit your business?

First and foremost, our technicians appreciate the technical articles and the announcements regarding new tools, parts and equipment. ■

V&F AUTO INC.

Agawam, Massachusetts The customer reception/waiting area is decorated with taste and is as nice as, or nicer, than most homes. Owner Frank Palange performed all of the remodeling work.

V&F Auto is in the small town of Agawam, Mass.

Owner ........................................... Frank Palange Business founded ........................................ 1988 Number of bays: .............................................. 10 Number of certified technicians: ...................... 5 Shop size (square feet): ............................. 6,000 Number of vehicles serviced per month: ..................... Approximately 375-400 Hourly labor rate: .......................................... N/A Average job ticket price: ............................... N/A Gross profit: .................................................. N/A Average spent on tools and equipment annually: .................... Varies per year and needs Vehicle makes serviced: ................................. All December 2 019

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Drivability Issues

INTERMITTENT PROBLEM

S

Problem solving tips Someone once said that a good technician is not expensive but, rather, priceless.

Having said that, I note we have all spent way too much time on an intermittent problem to justify the hours spent on these types of problems.

So you drove the vehicle for 20 to 30 minutes without a single stumble or symptom. It happens to all of us. Our best hope is that although the service we’re performing may not turn out to be all that profitable, at least we retain a good customer.

There have been many times in my own experiences where I have finally duplicated the symptom and finally narrowed down the problem and fi xed it. Later on I go home and think about the tests I could have done, might have done or should have done that would have cut down the time on my diagnostics.

First things first!

Have you ever documented the symptom based on what the car owner stated only to find out that it was not an accurate description of the actual symptom? In addition, how many times have you needed to speak directly to the car owner to find out how often the symptom occurs and at what tem-

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By Bill Fulton

Figure 1: A DVOM’s Peak Detect mode will capture and record a 100 millisecond signal drop-out. perature and at what speed. In addition, when you have the MIL on, did you take the time to analyze and duplicate the freeze frame conditions?

Many times during my live seminars I compare an automotive technician to a medical doctor. Suppose you have a medical problem and you go to your primary care doctor and you give him a complete and accurate description of your symptom. In the real world he most often is going to write a prescription for you to try and see if you get any improvement. That is what we call practicing medicine.

Are we as technicians any different from the medical doctor? I don’t think so. However, in the customer’s mind

they don’t want to pay a technician to guess. But what do we do when we can’t get the vehicle to act up? Is there a pattern failure or a silver bullet?

Can this be honestly communicated to the car owner? I have had to do it many times — with success.

Have you ever addressed an intermittent lean code, and after reading the freeze frame find out that it occurred under steady road load conditions? The MAF sensor has been replaced. The fuel trims are double digit positive at all load conditions. The fuel pressure specs are good and all the sensor values are within specs.

Making certain E-85 fuel was not used in a non-flex-fuel vehicle, can you honestly rec-

DETECTION STRATEGIES ommend we try to chemically clean the injectors through the rail?

Did you catch the keyword here? We stated that we could try an injector cleaning process. It is certainly worth a try and can be the cure. But in reality can you guarantee a positive result?

Always keep in mind that we are technicians and not magicians. How many times were you forced to make a diagnostic guess based on tech tips or maybe a silver bullet? I have heard some instructors make the statement that they test and don’t guess. In the real world this simply doesn’t always hold water, especially when dealing with a very random and intermittent problem. There are certainly pattern failures on every make and model so we all investigate these pattern failures.

Figure 2: A DSO can prove invaluable in network checking.

Case studies

The first case study that I want to share with you involves a 2001 Honda Accord with a good crank and intermittent no start. When I arrived at the shop the work order stated exactly that — an intermittent no start.

I was faced with an issue where the shop owner did not get complete information from the car owner.

Figure 3: A normal class 2 signal is a 7V to .2V signal. 7 volts indicates that a module is talking and .2 volts indicate an at rest condition.

I successfully started the Accord at least 20 times with no problems found. After doing a complete network test I found no codes at all.

Plan B required a call to the car owner. After interrogating

the car owner I found out that the crank and intermittent no start occurred after the car had set in the summer sun with the windows up. The interior heats up and can cause the solid state main relay located December 2 019

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Drivability Issues pinpoint the exact cause. Did we jump on the pattern failure band wagon? Not until we obtained the specific info from the car owner who stated that the crank no start always occurred after a prolonged hot sun hot soak condition with the windows up. There are cases where you may find a crack in the circuit board with a magnifier.

Know your limitations Figure 4: Note how the voltage floats well above the logic .2V rest value during cranking attempt. under the dash to heat up and expand the solid state board and create an open. The solid state main relay powers up the CKP and the CMP sensors on this car.

Since I could not duplicate the symptom I was forced into making a diagnostic guess that the main relay could be the fault.

Many of you know that this is in fact is a pattern failure on these vehicles.

In addition, the ignition switches can also cause the same symptom but not necessarily after a hot soak in the sun.

Where do we go? Is there anything wrong with being honest with the car owner? We cannot duplicate the symptom.

Can we recommend trying a main relay? Have you been down this road before?

In summary, the car owner stated that the crank and no start always occurred after an extended hot soak in the summer sun with the windows up.

Do we have enough clues to

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justify in making a diagnostic guess in replacing the main relay?

In closing, that is exactly what I replaced. With my communication with the car owner he fully understood that since I could not duplicate the problem I simply could not

The second rule we must cover is to know the strengths and limits of your diagnostic equipment. In cases of electrical problems the DVOM is our prime weapon. All DVOMs are not created equally, so in this presentation we will use the Fluke series 87 DVOM. The reason being is that the Peak Detect mode will capture and record a 100 millisecond signal drop out. It can also detect a 1 millisecond signal drop

Figure 5: Starting circuit schematic. The first dynamic voltage check was done at V1. This should be battery voltage from the ignition switch in the crank position.

The #2 reading is where the PCM ground side controls the starter enable relay. Reading #3 shows good dynamic voltage from the power side of the starter relay.

out by pressing the button under the Peak Detect button (see Figure 1).

We all have utilized the wiggle test and by using this meter function, the meter will beep when a signal dropout occurs from a poor connection.

When recalling the Min/Max values simply press the Min/Max button once and the Max recorded values will be displayed. Pressing the Min/Max button the second time will display the Min values. This is where you will see the signal drop out. Pressing the Min/Max button the third time will give us the average signal value. The Min/Max mode works on all meter functions.

Without this valuable mode we would be dealing with trying to see a voltage change on the digital readout with a slow 4 times-per-second update rate.

Whenever doing a voltage check we should always make sure the circuit is active and loaded instead of disconnecting the component.

When doing an open circuit voltage a DVOM will not properly load the circuit, say as a normal load from a fuel pump. The meter only requires 22 micro amps of current flow when open circuit testing a component. When doing this test in checking for good dynamic voltage with the component loading the circuit as in the fuel pump circuit we should always use the fuel pump ground wire for our negative meter lead. If both power and ground circuits are OK we should drop the full 12 volts across the fuel pump.

Let’s say the meter shows 7.2 volts. The problem is either weak supply voltage or resistance in the ground circuit. In addition, it may be a good idea to utilize the Min/Max mode of the meter and perform a wiggle test.

Many technicians have turned a blind eye for the need of a DSO (digital storage oscilloscope), see Figure 2. I simply disagree. Let’s take a look at a late model Cadillac with an intermittent nocrank condition.

After performing a network test we found a laundry list of codes from pretty much all of the on-board modules. This vehicle is equipped with the GM Pass Key theft deterrent system which in fact will lock out the starter with a fault. Since multiple modules flagged a network of U series codes, we suspected a corrupted network. With a DSO probing the Class 2 network at pin 2 of the DLC we found this signal in Figure 3. A normal class 2 signal is a 7V to .2V signal. Seven volts

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December 2 019

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Drivability Issues

Figure 6: In this example, the block is grounded to the body via a ground cable. Tests revealed that the ground connection was faulty. means that a module is talking and .2V is at rest. This is what is referred to as a pulse train signal. Every module on the class 2 network supplies its own 7V bias voltage. Notice where the voltage slightly rises above the .2V rest value during KOEO. Note Figure 4 during a cranking attempt. See how the voltage floats well above the logic .2V rest value? We have to suspect a bad ground somewhere in the ground circuit.

Note the starting circuit schematic in Figure 5. The first dynamic voltage check was done at V1. This should be battery voltage from the ignition switch in the crank position.

The #2 meter reading is where the PCM ground side controls the pull in windings of the starter enable relay.

Since this ground is controlled by a transistor inside the PCM, the voltage should go below .4V which told us that the PCM is seeing a good enable signal from the theft deterrent module.

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Meter reading #3 is checking for good dynamic voltage from the power side of the starter relay and showed good dynamic voltage. With good meter reading so far we know that the starter gets its ground thru the block. The block is

then grounded to the body from the ground cable shown in Figure 6. With the battery located under the back seat the negative battery cable bolts directly to a body ground.

With a negative jumper cable clamped to the block and routed to the negative battery terminal we ran a redundant ground circuit from the block to the battery negative terminal. The engine cranks over and now starts every time.

The ground cable between the engine block and body was at fault.

Many of our really good technicians know the diagnostic value of a low inductive amp probe interfaced with a DSO. The attenuation setting I use most often is every 100 millivolts =1 amp (see Figure 7).

Another problem vehicle was a 2001 Ford Ranger with an intermittent hard start

Figure 7: The attenuation setting I use most often is every 100 millivolts equals 1 amp.

complaint. Upon my arrival at the shop the vehicle was in the bay and started just fine.

The technician had attached a fuel pressure gauge which showed a good 35 psi. When the vacuum line was disconnected from the fuel pressure regulator the fuel pressure jumped to 45 psi.

I requested a phone call to the truck owner to obtain specifically when the hard starting problem occurred.

He stated it occurred after an overnight cold soak. The injector on-time to start a cold engine at 35 degrees Fahrenheit is over 100 milliseconds.

The injector on-time to start up a fully warmed PFI system is around 5 milliseconds. The longer the injector on-time, the more stress on the fuel pump to deliver the fuel pressure and volume needed to start a cold engine.

We explained this to the

Figure 9: On most PFI systems the on-line amperage values will range between 4 and 6 amps with uniform oscillations. truck owner. With a current probe attached around one wire at the inertia switch we obtained the amperage waveform indicated in Figure 8.

The waveform was captured during a KOEO key cycle.

Note the voltage per division is set at 500 millivolts per di-

Figure 8: With a current probe attached around one wire at the inertia switch in this example, the amperage waveform was obtained during a KOEO key cycle on a Ford Ranger.

vision. The attenuation factor on the amp probe is set at 100 millivolts = 1 amp. So simple math tells us that every vertical division on the DSO would represent 5 amps per division.

Note that the initial current surge is over 25 amps. Note that after the initial current surge we lost continuity and the amps fell to 0 for a brief period of time. Then the amperage value peaked again at about 20 amps and then finally settled in at over 8 amps with a very unstable waveform.

I communicated my findings with the truck owner and informed him he has a very bad fuel pump and it could easily be the cause of the cold starting problem.

The truth is we cannot continue with any more testing until we have the OK to replace the pump. Given the OK from the truck owner, the fuel pump was replaced with happy results.

Whenever faced with a potential fuel pump problem December 2 019

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Drivability Issues

Figure 10: T-shaped pins found at discount or craft stores work well for connector probing. we initially decide we need to check fuel pressure.

GM is the only manufacturer that still gives us a fuel pressure test port. The amperage value obtained by currentramping the fuel pump will show us the electrical and mechanical integrity of the fuel pump. Normally on most PFI systems the on-line amperage values will range between 4 and 6 amps with good uniform oscillations (see Figure 9).

Access to the fuel pump circuit can be obtained at the fuel pump fuse by using a fusible jumper or by removing the fuel pump relay and jumping across the power terminal.

Another intermittent problem was on a GM Express Van with an intermittent P0316 crank sensor code. An intermittent miss and stall symptom followed by an intermittent no-start condition also existed.

The vehicle had been towed in twice before I arrived at

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the shop. The crank sensor had been replaced two times before with no good results.

Notice the secondary ignition wave form in Figure 11. Did you notice the missing point of primary turn on? With that in mind let’s scope check the

DREF signal (rpm signal — distributor reference). Th is is one sensor input that cannot be substituted or the one we allow to disallow.

Looking at the DREF signal in Figure 12 we see the problem. The DREF signal is breaking up. There are pattern failures here where the main bearings wear which destroys the air gap between the tip of the crank sensor and the reluctor. This mechanical interference can cause an erratic signal from the crank sensor.

A visual inspection on the tip of the crank sensor indicated no physical interference between the crank sensor and the reluctor wheel.

Now note the schematic in Figure 13. The signal circuit from the crank sensor to the PCM is color coded yellow. We simply ran a redundant circuit between the crank sensor signal circuit to the PCM. Anoth-

Figure 11: Note the secondary ignition waveform on the GM Express Van. Note the missing point of primary turn-on.

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Drivability Issues

Figure 12: On the same Express Van, we see the DREF signal breaking up. This may be due to worn crank main bearings causing the air gap at the crank position sensor to change. er happy ending. Circuit access to a component has always been a trial. When back-probing a connector, I have found that the T-shaped pins available in the sewing department from your local discount stores work great (see Figure 10).

As we stated earlier, running a redundant circuit is usually a good exercise. In addition, there have been many cases where terminal fretting occurs causing an intermittent bad connection of a sen-

sor or output device. Terminal fretting is caused by vibration between the male and female terminal, causing the metal to flake off resulting in an intermittent poor connection. The key is to clean the terminals and to apply a dab of stabilant 22A which is a contact enhancer and will pretty much guarantee conductivity. Th is product is available from your local parts store. The BWD part number is CL85 (see Figure 14).

Figure 14: A contact stabilant such as BWD CL85 improves conductivity.

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Figure 13: The Express Van schematic.

The signal circuit from the crank sensor to the PCM is coded yellow. Running a redundant circuit between the sensor and the PCM cured this vehicle’s problem.

Many times the round female terminals lose their tension to their male counter parts resulting in a loss of connection. A set of wire size drill bits are available from the folks at Granger. Wire size drill bits from 57 thru 60 pretty much covers most automotive applications (see Figure 15). By running the shank end of the drill into the female terminal you are basically doing a drag test in checking the female terminal tension. In ad-

Figure 15: Wire-size drill bits can be used for drag testing and cleaning of female terminals.

dition you are most certainly cleaning the inners of the female terminal.

In closing, I can’t say enough of the importance of questioning the car owner as to what is the exact symptom and when does it most often occur. Is it temperature related and does it occur at a certain speed? Since most car owners don’t speak our language, help them out by asking specific questions in the king’s language.

In the real world we can’t over-emphasize that all too often we must experience the symptom on our own. You simply can’t say enough about what you feel through the seat of your pants during a test drive. When the symptom occurs while under road load

conditions be sure to take the scan tool and utilize the record function.

Keep your eyes on the road and your fi nger on the record button. Upon returning to the shop to review the recorded data, be sure to use the graphic mode of the scan

tool to view several seconds of data. When looking at data on a digital readout you are looking at one small moment in time. Th is may give you a good direction to begin your diagnostics.

Until next time, good luck in your diagnostic dilemmas. ■

Bill Fulton is the author of Mitchell 1’s Advanced Engine Performance Diagnostics and Advanced Engine Diagnostics manuals. He is also the author of several lab scope and drivability manuals such as Ford, Toyota, GM, and Chrysler OBD I and OBD II systems, Fuel System Testing, many other training manuals in addition to his own 101 Lab Scope Testing Tips. He is a certified Master Technician with over 30 years of training and R&D experience. He was rated in the top three nationally in 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 currently owns and operates Ohio Automotive Technology, which is an automotive repair and research development center.

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Emissions

The best tools in your arsenal are your sense of smell, your sight and your ears

W

By Edwin Hazzard

When a vehicle comes into your service bay with a drivability problem you immediately start to wonder if this is could an ignition problem, a fuel problem or some kind of electrical issue that’s happening that would make this vehicle act up enough for the customer to bring it into your shop.

As vehicle technology has changed drastically over the years, there are still some things you have to remember that haven’t changed. Even though the internal combustion engine platform has evolved over the years, the same basic principles have stayed the same. The same old adage is true.

Every four stroke engine is the same. They perform intake, compression, power and exhaust. No matter what the problem could be with an engine that has a drivability-related issue, the mechanical integrity has to be working absolutely correct. This is especially important on today’s engines that have a control module keeping an ever watchful eye on any problems that could crop up.

When I go into a shop to perform a diagnostic repair I try to give the technicians who are with me an impromptu training class. One of the things that I like to drive home is the fact that if it’s a drivability problem we will know that no matter what the culprit is that is causing the issue, it can be said that there are only four possibilities that we have to look at. It can be a mechanical problem, an electrical problem, a fuel

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Figure 1: A turbo charger on a 2019 Chevrolet Traverse. problem or an ignition problem. That’s it. Those are your only choices.

The fun starts when it could be more than one of those four scenarios at the same time! Determining the issue is what makes a service technician a drivability technician. Figuring out how to put together a diagnostic game plan and applying that to pinpoint the problem is what separates a good technician from an elite technician. In this article I will show you an easy way to help you tackle some of these tough drivability problems that can arrive in your service bay.

Emission issues

One of the issues that can crop up on a tough diagnostic job is finding out that the cause can be from an emissions-related problem. As you are aware, vehicle design evolution has incorporated multiple emission monitoring and control devices to control the air pollution problems that we have faced over the last three or four decades.

Unfortunately, while they are good for our at-

ALL PHOTOS COURTESY OF SOUTHEAST MOBILE TECH

TROUBLESHOOTING EXHAUST EMISSIONS

Figure 2: The arrow indicates the oxygen sensor on a 2001 Izusu NPR. mosphere they can play havoc on how our vehicles operate at times. These emission-related systems can affect the fuel systems, exhaust systems and mechanical systems of the vehicle.

Diagnosing exhaust emission system problems can sometimes be challenging. The exhaust system’s job is to carry the byproducts of a combustion event safely and efficiently out of the tail pipe. The exhaust piping has a few jobs it must handle besides deliver exhaust gases away

from the vehicle. The exhaust system houses some vital components that control emission system operations. Components such as oxygen sensors, NOX sensors (for diesels), exhaust brakes that aid in warm up on medium- and heavy-duty vehicles as well as turbo chargers (see Figure 1) that help aid in the performance of engine emissions. These components not only have to work correctly, but the components have to be securely attached to the exhaust tub-

Figure 3: Here’s a screen shot of a lean condition on a 2005 Ford F-150.

Figure 4: A screen shot of scan data of a lean condition on a 2005 Ford F-150.

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Emissions

Figure 5: This shows a cracked exhaust manifold. ing without any leaks, structural damage and proper placement.

Let’s focus on the gasoline exhaust emission type issues and we will save talking about diesel emissions for another time.

On a modern gasoline engine we can have as many as six, possibly more, sensors that are mounted in the exhaust piping. This can include air fuel ratio sensors, oxygen sensors or catalyst efficiency sensors. On these systems, a turbocharger could be added along with a couple of catalytic convertors.

An example of a failed emission scenario would be an oxygen sensor that is mounted in the exhaust pipe and there is a crack in the mounting area that is not only causing a leak in the system but the sensor is picking up extra air that shouldn’t be there (see Figure 2). When that happens it will make the fuel trims start to rise and start demanding more fuel to be added as the ECM is seeing the extra air as a lean running condition.

You can see in the screen shots that bank 2 is going lean at idle as there is more air in the system due to a small leak by the exhaust sensor mounting area (see Figures 3 and 4).

Other areas of the exhaust system that can cause a drivability issue include a cracked exhaust manifold (see Figure 5), manifold gaskets that don’t seal at the cylinder head due to a loose manifold mounting issue or even broken manifold mounting bolts.

When diagnosing exhaust-related drivability issues, the first step is to do a complete visual inspection along with looking at scan data and watching fuel trim movement. Using a CO2 tester such as the ATS Bullseye leak detector (to cite one example — see Figure 6) will work to find an exhaust leak in short order. Other methods of checking an exhaust system for leaks include the use of a thermal imaging camera (see Figure 7). Looking for the “hot spots” will reveal a potential leak point.

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Figure 6: The ATS CO2 detector, as an example.

The electronics in today’s vehicles are programmed to the tightest tolerances when it comes to monitoring the emission systems due to the fact that the vehicle manufacturers have to meet a certain criteria that is mandated by the federal government.

Any deviations or compromises in the exhaust will skew the emission monitoring process and alert the vehicle’s on-board diagnostic system that there is a problem. So what does this all mean?

Let’s take a look at a common scenario. A 2005 Ford F-150 with a 5.4L rolls into the service bay with the check engine light illuminated. I scanned the truck for codes and find a P0174 stored. This code is for a lean condition on Bank 2.

I started the engine and immediately noticed that the truck sounded a little louder than normal. The one thing that I stress when I’m conducting training classes is that the best tools you have in your arsenal are your sense of smell, your sight and your ears. No matter how focused you are on the repair, always pay attention to your surroundings. Because I was able to hear the unwanted noise in this truck I immediately focused

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Emissions

Figure 8: A screen shot using the ATS Escan showing a lean condition.

Figure 7: Here’s an example of a thermal imaging camera. my testing procedures based on my sense of hearing the noise rather than to start testing for the most common issue involving the fuel system and/or vacuum leak tests.

To verify that the engine is running lean I connected my scan tool and took a look at the oxygen sensors. I wanted to see if they were switching and moving correctly.

In Figure 8 you can see that the sensors are switching but the oxygen sensor on Bank 2 isn’t moving while the sensor on Bank 1 is moving.

Notice the lack of movement or hesitation you see in the voltage travel? This is verification that Bank 2 is showing a lean condition just as our code indicates.

Notice to the left of our oxygen sensor screen shot that it shows a fuel control problem along with a fuel trim issue being in orange instead of green like Bank 1. Here is another screen shot (Figure 9) showing this verification. So what’s our next step? We know what code is set.

We have verified that Bank 2 is running lean compared to Bank 1. Let’s do a visual inspection and see where our noise is coming from and if in fact that is what’s giving us our lean running issue.

We see in Figure 10 that there is a broken mounting bolt that attaches the exhaust manifold to the cylinder head. With the mounting bolt not

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Figure 9: A screen shot using the ATS Escan showing a fuel control problem. holding the manifold tight to the cylinder head as the engine is running it is picking up unwanted outside air entering the exhaust system and the oxygen sensor is picking up that unwanted air and reporting it to the vehicle’s engine computer.

As the engine reaches operating temperature the exhaust manifold expands and creates a bigger air gap to allow more air into the exhaust stream.

When diagnosing a problem like this you have to put together a game plan. You have to have an understanding on how the system operates. Doing that will go a long way in nailing down the problem at hand.

Other exhaust-related drivability problems that can arise would possibly involve catalytic convertor problems that could set codes like a P0420, P0430 or even rich or lean codes depending on the condition of the catalytic convertor. A catalytic convertor is usually tested for efficiency by the vehicle’s engine computer. A convertor can have issues that can make it fail due to a rich running condition such as a fuel injector dumping too much fuel or a cylinder misfire that is pumping unburned fuel through the exhaust system and contaminating the insides of the convertor assembly.

Figure 11: An example of a bad rear oxygen sensor reporting a bad catalytic convertor.

Figure 10: Example of a broken exhaust manifold stud on a 2005 Ford F-150.

When that happens it can deteriorate the efficiency of the convertor which could set codes P0420 and P0430.

Looking at the screen shot of a catalytic efficiency test (see Figure 11) on a 2002 Nissan you can see the percentage of the deterioration of the cat — but look closely at the rear oxygen sensor on Bank 2. Notice that the movement mimics the front sensor as the rear oxygen sensor on Bank 1 looks completely different.

Does this mean than the catalytic convertor is bad on Bank 2? Not necessarily. Could there be something that is causing the rear oxygen sensor to read like that? Or could the convertor just be deteriorated internally and the reading of the rear oxygen sensor is correct and doing its job?

This is where a good diagnostic game plan comes in. If you are familiar with working on these vehicles you probably are aware of the many technical service bulletins that are out there con-

cerning these catalytic convertor issues. They range from replacement to ECM recalibrations — or maybe both. It’s always a good idea to do a bulletin search on any vehicle before you tackle a tough diagnostic problem.

Exhaust system diagnostics are not really that complicated. What you have to remember is that the computer systems that are in place on these modern vehicles are always looking at emissions.

Now more than ever these vehicles have to run to the best of their ability. There isn’t much room for error. States that have emission inspection laws know more than anything how critical this is.

My opinion is that all 50 states should have emission laws. Keeping the environment clean and safe just makes good sense.

So with the right knowledge, tools and the proper training, exhaust emission repairs should be second nature. Paying attention to detail when a vehicle is brought into your service bay will not only bring you increased profits but you will be doing your part in repairing these vehicles so the environment and atmosphere is kept clean. ■ Edwin Hazzard owns South East Mobile Tech in Charleston, S.C., which is a mobile diagnostic and programming service providing technical service to many automotive and body repair shops.

He has 37 years’ experience in the automotive industry.

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

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Te chnical Ser vice Bulletins

TOYOTA

STOP/START BATTERY CAUTION Some 2017-2019 Toyota Highlander vehicles are equipped with an engine Stop & Start system. If the battery is to be replaced, it is important to use P/N 28800-31550. There is no recommended Truestart battery that is applicable for Stop & Start Highlanders. The Stop & Start-equipped battery is specially designed for dep discharges and it is of a design called enhanced flooded battery (EFB). Characteristics of EFB-type batteries are the ability to quickly discharge and recharge.

When testing batteries for Stop & Start-equipped Highlanders, use the battery type “enhanced flooded” (EFB) when using the battery tester. If you are not sure if the Highlander is equipped with Stop & Start functionality, there are several ways to identify them. Stop & Start-equipped vehicles have a Stop & Start indicator light and a button on the dash to turn the system off temporarily. Stop & Stop & Start-equipped Highlanders will feature Start is standard equipment on V6 Highlander LE an indicator light and a push button on the Plus, XLE, SE and Limited models. dash for temporarily disabling the system.

You can also identify the correct battery by looking at the battery label, which should have the part number 28800-31550. The battery manufacturer “GS Yuasa” can be seen on the front of the battery in raised letters and on the battery label. It also has screw type vent caps, not press-in vent caps.

ALL TSB INFORMATION IS COURTESY OF MITCHELL 1

GENERAL MOTORS ROLL AWAY

This bulletin applies to a number of GM vehicles, including 2013-2017 Buick Verano models. A recall was announced due to the possibility of the electronic park lock lever potentially allowing the ignition key to be removed without the transmission being placed in Park. In addition, some vehicles may have been serviced with similar defective replacement electronic park lock levers.

If the key is removed without the transmission in Park, the vehicle may roll away as occupants are exiting. Other vehicles involved include Chevy Equinox, Buick Regal, Chevy Cruze, GC Terrain, Buick Encore and Chevy Malibu.s

DODGE

WATER PUMP WOES

This bulletin applies to 2013-2017 Ram 2500, 3500, 4500 and 5500 vehicles built from October 2012 to February 2017 and equipped with a 6.7L diesel engine that features a Concentric-brand water pump.

A recall was issued because these pumps may not feature a vent hole and may leak coolant.

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CHEVROLET FILTER FAIL

This bulletin applies to 20172019 Chevy Colorado and GMC Canyon trucks equipped with a 3.6L engine. Some customers may comment on engine noise or engine failure shortly after an engine oil change and a MIL on. The condition may be caused by a missing oil filThe photo on the left shows the center bypass valve in place. The ter adapter insert/bypass valve that photo on the right shows the valve missing. Whenever performing was inadvertently removed during an oil change, make sure that the bypass valve is in place. a previous oil change. Also, the reoil galleries causing an upper engine noise. If no taining tabs on the insert may not be robust enough mechanical damage is found, inspect the oil filter to retain the insert during an oil service if the filter for damage. If there is paper debris, codes and/or is crushed. cam actuator noises, that does not require engine If a vehicles comes into your shop with one replacement, repair and/or replace the affected of these conditions, inspect the oil filter adapter components and clean the engine thoroughly. to see if the center insert/bypass valve is missIf engine noise is present, it will be necessary to ing. Upon inspection, the technician may find inspect the engine to see if any damage has octhat the oil filter has been damaged or material curred such as a damaged rod bearing. from the oil filter may have been pushed into the

MERCEDES-BENZ BENZ OVERFILL

On Mercedes-Benz gasoline engines, equipped with an oil level/oil pressure sensor, the instrument cluster indicates that the engine contains too much oil. The cause is likely that the vehicle is mainly driven in the city or used for short, frequent trips where engine operating temperature might not be reached.

With frequent cold starts and lots of short trips, fuel can enter the engine oil in non-combusted form. Fuel outgassing through crankcase ventilation is only possible once the operating temperature is reached.

If operating temperature is not reached, the ingressed fuel collects in the engine oil which in turn leads to a significant increase in the oil level. The reduced viscosity can cause engine timing malfunctions and the engine oil’s lubricating characteristics are reduced.

On vehicles that are primarily used for short trips, the engine oil level should be checked on a regular basis. Replace the engine oil and filter.

TOYOTA

DON’T FORGET THE BREATHER

Toyota strongly recommends replacing the breather plug whenever servicing any differential/transfer case to prevent possible repeat failures. The use of the original breather plug after a repair has been found to contribute to the failure of the differential/transfer case components.

Applicable vehicles include 4Runner, FJ Cruiser, Land Cruiser, RAV4, Tacoma and Tundra.

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Te chnical Ser vice Bulletins

PORSCHE

INTERMITTENT PORSCHE CONTROL This bulletin applies to 20142017 Porsche Cayenne S and GTS vehicles. You may experience a symptom wherein the engine will not start at times and the fault code P0607 (control unit faulty) is stored in the fault memory.

The DME control unit can become damaged via the electrical wires as a result of electrostatic discharge of the throttle housing. The optimized throttle housing with insulation has been installed during production since Aug. 24, 2016. For vehicles built before Aug. 24, 2016, the DME control unit and throttle housing must be replaced in the event of a complaint.

LINCOLN

PARKING SENSOR ISSUE This bulletin applies to 2017-2019 Lincoln Continental, 2019 Nautilus, 2015-2019 MKC, MKT and MKZ, 2015-2018 MKX and 20152019 Navigator models. Some vehicles may experience front or rear park aid sensor false alerts with no diagnostic trouble codes present.

False park aid alerts with no DTCs in the park aid system are usually due to snow, slush, fog, salt, ice, frost buildup, car wash or heavy rain.

Each sensor features a silicone ring designed to absorb vibration and to reduce false alerts. A thin film of ice, etc., may bridge over the silicon ring and/or sensor, causing a false alert.

Upon visual inspection, there may be no obvious obstruction with the sensor. Often, when the vehicle is brought into the service bay, the ice will melt and all evidence of frost/ice will no longer be present. Diagnostics should be performed but if no DTCs are present, then the ice bridging on the sensor was likely the issue.

Verify that sensor alignment and ring place-

Example of a parking aid sensor.

1) Sensor; 2) Park aid sensor silicon ring; 3) Park aid sensor retainer. ment is symmetrical. If no issues are found, advise the customer that this is a normal vehicle characteristic. Advise the customer that they have the ability (on some vehicles) to turn the park aid system off in certain weather conditions.

FORD

AMBULANCE BRAKE LIGHT ISSUE Taylor Made Ambulances is recalling certain 2017-2018 Ford E-350, F-450, E-450 and F-550 ambulances equipped with Whelen brake lights. Depending on the specific wiring of the vehicle, the brake lights may illuminate when the brake pedal has not been depressed.

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ASP

December 2019

CHRYSLER BAD WELD

Chrysler issued a recall for certain 2018 Jeep Compass vehicles built in January 2018. The front lower control arms may be incorrectly welded, potentially resulting in a control arm separation.

MAZDA

SLOW MAZDA?

• Select Modules • Select PCM • Select the following PID from the PID table: – FP_DUTY (fuel pump control module control duty value) • FUEL_LO_T (fuel temperature inside the fuel supply line) • Mark a point on the graph for the PID data and verify if the point is located above the line (in the poor performance area) or below the line (in the normal performance area).

For example, if FP_DUTY is 55% and FUEL_ LO_T is 40 C, the point is located in the poor performance areas.

• Reboot the IDS to clear memory before reprogramming.

Owners of 2016-2018 Mazda CX-9 vehicles produced before Nov. 10, 2017, may experience a lack of power with no warning lights illuminated and no related DTCs stored. This concern most likely occurs when fuel temperature is high and during situations where high power is required.

This concern may be caused when the learning value for the low pressure fuel pump exceeds a certain level and the PCM limits engine power to avoid a lack of fuel injection. Even if the low pressure fuel pump has a problem, no DTCs are stored.

To eliminate the concern, the PCM control logic has been modified not to limit engine power. After this modification, DTCs P0192:00 or P0087:00 are stored when the fuel injection amount is insufficient.

P0192:00......high fuel pressure sensor circuit low input P0087:00.....high fuel pressure sensor circuit range/performance problem Inspect the low pressure fuel pump using the Mazda Modular Diagnostic system (M-MDS). If the low pressure fuel pump exhibits normal performance, reprogram the PCM without replacing the fuel pump. If the low In the example shown here, 1) Poor performance pressure fuel pump exhibits poor per- area. 2) Normal performance area. formance, replace it after reprogram• Using IDS 108.03 or later software, reproming the PCM. gram the PCM to the latest calibration.

• Connect the M-MDS to the DLC-2.

• After performing the PCM reprogramming • Warm up the engine and leave it at idle with procedure, clear all DTCs. the least amount of electrical loads on.

• After clearing DTCs, start the engine and • After the vehicle is identified, select the folconfirm that no warning lights are on. lowing items from the initialization screen of the If the PID data is in the poor performance M-MDS: area, replace the low pressure fuel pump.

• Select Datalogger December 2 019

ASP

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Ad Index

Instant information from ASP advertisers

AD INDEX You’re mere seconds away from receiving free product information. Just go to the website(s) listed to the right of each advertiser below and you’re there! Instant product information at your fingertips.

Advertiser

Page

Website

31 Incorporated

19

www.31inc.com

ADVICS North America

5

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Aftermarket Auto Parts Alliance Inc.

41

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AUTEL

3, 31

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ClearContact

IBC

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ContiTech

35

www.oetechnologyseries.com

CRP/Petosin

37

www.pentosin.net

Dana Aftermarket

IFC

www.spicerparts.com/sprinterDS

Lang Tools

21

www.langtools.com

MAHLE Aftermarket Inc.

13

www.mahle-aftermarket.com

NAPA Auto Parts

OBC

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O’Reilly Auto Parts

23

www.firstcallonline.com

Opus IVS

11

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SKF USA Inc.

15

www.vsm.skf.com

Standard Motor Products Inc.

7

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ASP

December 2019

You know us for world class tires…

Now you can say the same for our wipers.

N EW

ClearContact™ premium beam wiper blades.

No adapters. Faster installation. OE fit and quality.

Continental-ClearContact.com ClearContact – A Trademark of the Continental Corporation