Auto Service Professional - October 2017 by EndeavorBusinessMedia-VehicleRepairGroup

Auto Service Professional ®

October | 2017 | Vol. 7, No. 5

Fuel Pump 101 Diagnosis and repair basics

Also in this issue:

Lift overview Vehicle stability control 6.4L Powerstroke diesel fuel system

CS Automotive The ‘go-to’ service shop for Asian imports

Airbag safety Deactivation guidelines

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October | 2017 | Vol. 7, No. 5

Technical Fuel Pump 101 Page 12 The basics of fuel pump diagnosis and repair

Understanding vehicle stability control Page 26 Gaining control before itâ€™s too late

6.4L Powerstroke diesel fuel system Page 40 An overview of the system and a few tips regarding glitches

Airbag deactivation tips Page 52 How to avoid accidental deployment and prevent expense and personal injury

Lift overview Page 58 Theyâ€™re more than just a riser with muscle

Business Reader profile Page 36 CS Automotive: The coolest shop in Tennessee

Departments Straight talk

Quik-Link

Why your shop should worry about faulty airbags Page 6

Your connection to free information Page 66

Tech tips

Products

From impact tools to anti-sway bar links Page 10

New and innovative equipment for your tool chest and shop Page 71

4 | ASP October 2017

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Circle 101 on Reader Service Card

Straight talk

Why your shop should worry about faulty airbags Mike Mavrigian | Editor

aulty inflators are fueling concern for airbag service safety. According to reports, this includes approximately 34 million vehicles in the U.S. and over 85 million individual airbags, when we consider steering wheel, passenger and side airbags. Shop precautions are critical to avoid accidental airbag deployment on any airbagequipped vehicle when shop services are being performed. (On page 52 of this issue, we’ve provided information regarding airbag deactivation procedure examples.) The important thing to remember is that we simply can’t ignore the potential risks involving accidental airbag deployment. Just as we take precautions when dealing with vehicle lift safety and exposed fuel or fuel vapors, we need to be acutely aware of the potential dangers when dealing with airbag systems. Apparently, the problem with Takata airbags is two-fold. In some reported cases, Takata airbags have deployed “without cause,” such as when a person opens the passenger door, when cruising without hitting an object, etc. The other issue involves metal fragments/ shards resulting from the pyrotechnic unit exploding apart, either during a “no cause” airbag deployment or as a result of a collision, where the airbag is intended to activate. Reports indicate the problem seems to be caused by a lack of desiccant (drying agent) in the charge canister’s ammonium nitrate-based propellant, which can cause the chemical to become unstable. Apparently, the level of humidity in the air contributes to this danger. It seems as though more attention (in terms of recall priority) affects vehicles that are operated in high-humidity areas. If the chemical reaction ignites with enough

force, the metal cartridge that contains the propellant may rupture, resulting in pieces of metal and plastic acting as projectiles, ripping through the airbag, into the passenger compartment area with excessive force. The list of potentially affected vehicles may increase as the National Highway Traffic Safety Administration (NHTSA) investigations continue. See www.nhtsa.gov for a list of makes, models and model years.

Share your war stories Our upcoming December issue will feature our annual “Techs Helping Techs” section. We invite all of our readers to send tech tips that they’d like to share. This includes any repair procedures you’ve handled that would aid other technicians in figuring out puzzles in terms of diagnostics. Your published tech tips will be credited with your name and your shop’s name. Send your tips to mike.mavrigian@bobit.com by Nov. 1, 2017. ■

Sorry to see Jacques leave

Our long-time friend and acclaimed technical contributor Jacques Gordon is retiring. Jacques, a true professional, has done an outstanding job for ASP, and his in-depth articles have provided a wealth of useful information for our readers. While I wasn’t exactly thrilled to hear of his decision to stop writing, I understand his motive — to spend more time with his family and his hobbies. His expertise will be sorely missed, and we wish him well. Although it’s hard to fill his shoes, we will be debuting a new highly qualified writer in our next issue.

6 | ASP October 2017

Help Federated Make the Holidays Happy Federated is honored to serve as a corporate partner of the U.S. Marine Corps Reserve Toys for Tots campaign.This holiday season, Federated and its members will be raising money and collecting toys at their stores nationwide that will be donated toToys forTots.

For more information about participating or donating, visit http://www.FederatedAutoParts.com/ToysForTots.aspx. Circle 102 on Reader Service Card

www.autoserviceprofessional.com

Resources

24/7 RESOURCE

3515 Massillon Rd., Suite 350, Uniontown, OH 44685 (330) 899-2200, fax (330) 899-2209 Website: www.autoserviceprofessional.com Publisher: Greg Smith / Greg.Smith@bobit.com Editor: Mike Mavrigian / Mike.Mavrigian@bobit.com Managing Editor: Lori L. Mavrigian / Lori.Mavrigian@bobit.com Senior Editor & Digital Projects Editor: Joy Kopcha / Joy.Kopcha@bobit.com Senior Editor: Ann Neal / Ann.Neal@bobit.com Contributors: Jeff Taylor/Diagnostics & Driveability Specialist Jacques Gordon/Technical Contributor

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, indepth 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. 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!

Advisory Board: Dan Paddy/Dan Paddy Service, Seville, OH Frank Dannemiller/Mobile Service & Repair Co., Wadsworth, OH Bob Fall/Fall Automotive Machine, Toledo, OH Scott Gressman/Gressman Powersports, Fremont, OH Greg McConiga/O’Daniel Automotive Restorations, Ft. Wayne, IN Art Director: Neal Weingart / Neal.Weingart@bobit.com Production Manager: Karen Runion / Karen.Runion@bobit.com Sales: Dan Thornton / djtinc@gmail.com (734) 676-9135, mobile (313) 410-0945 Bob Marinez / Bob.Marinez@bobit.com (330) 899-2200, ext. 2217, fax (330) 899-2209 Marianne Dyal / Marianne.Dyal@bobit.com (760) 451-9216 Customer Service/Subscription Service phone: (888) 239-2455 / fax; (888) 274-4580 email: bobitpubs@halldata.com

Auto Service Professional is a Bobit Publication Executive offices: 3520 Challenger St. Torrance, CA 90503 Chairman (1961-2014): Edward J. Bobit CEO & President: Ty F. Bobit Chief Financial Officer: Armand Del Duca VP & COO: Cyndy Drummey

8 | ASP October 2017

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Technical

Tech tips From impact tools to anti-sway bar links GREASE THAT GUN Pneumatic impact tools should be cleaned and greased for every 48 hours of tool run-time. Granted, most shops tend to forget this maintenance, but this will keep your impact tools in working order and will protect the mechanisms from premature wear and damage. If the tool sounds unusually noisy, chances are it needs to be cleaned and re-greased. 1. Remove the hammer case (usually secured with four screws). With the housing screws removed, place your finger on the anvil tip and remove the housing. 2. Rotate and lift the anvil out of the hammer frame. 3. Remove the hammer pins from the frame and remove the hammers. Keep all parts organized for location and orientation. 4. Clean off all old grease from all parts (including the anvil bushing at the front end of the hammer case) using a clean rag. 5. Apply a light coating of grease to the case bushing, hammers and hammer frame. 6. Liberally apply grease to the anvil. 7. Reassemble in reverse order of disassembly. 8. Tighten the hammer case screws to specification (refer to the owner’s manual, as this can range from 8 in.-lbs. to 60 in.-lbs., depending on the make and model). 9. Wipe off any excess grease. 10. Operate the tool to verify function.

MOTORHOME POP & LEAN Some 2001-2004 Ford F-53 motorhomes may exhibit a popping noise and lean during low speed turning. This is attributed to poor geometry of the front anti-sway bar links. The easy fix is to install Ford’s Z brackets to properly locate the end links. When dealing with a 2001-2002 model, remove the front anti-sway bar links. Install

Note the 12 mm hole that must be drilled in the frame to attach the upper half of the upper Z bracket to the frame rail.

the Z brackets (upper and lower) to the end links. Install the lower end of the link to the anti-sway bar using a new bolt P/N W500549-S426 along with the original nut and spacers. Torque the bolts and nuts to 66 ft.-lbs. Install a Z bracket to the upper end of the link using the original bolts, nut and spacers. Position the upper Z bracket at 90 degrees to the frame rail. Using the upper Z brackets as templates, drill a 12 mm hole in the frame and secure the bracket to the frame using a new bolt P/N W500443-S426 and new nut P/N N800937-S427. Torque to 66 ft.-lbs. When dealing with a 2003-2004 model, remove only the lower links from the anti-sway bar. Install the Z bracket to the lower end of the link, using new bolt W500549-S426, along with original spacers and nuts. Install new bolt W500-S426 into the anti-sway bar and the Z bracket, with nut N800937-S427. ■

10 | ASP October 2017

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Fuel Pump 101 The basics of fuel pump diagnosis and repair Electric fuel pumps are among the most reliable parts of a car. Under normal conditions, it’s not uncommon for a pump to last the whole life of the vehicle. When it finally quits, it’s because the motor is worn out and can’t develop enough torque to generate the correct fuel pressure. Here are the basics for what it takes to diagnose a problem and perform a profitable repair.

By Jacques Gordon

system filter, and of course the electric fuel pump. An electric fuel pump consists of two he most common cause of fuel pump parts: a small brush-type DC motor and the failure is frequently running the tank pump itself. This assembly is submerged in a low on fuel, which causes the motor to reservoir of fuel that keeps the motor cool and overheat. The second most common cause is prevents air from getting to the motor, thus fuel contamination, usually dirt and rust par- eliminating the risk of fire or explosion. ticles that clog the fuel strainer and prevent Pump and gauge the pump from drawing enough fuel under Fuel outlet electrical connections high engine load. If enough contamination Tank vent and EVAP gets past the pump’s intake strainer, it can connections actually jam the pump and stop the engine immediately. Diagnosing fuel pressure problems is often Fuel tank tricky because the problem can be something pressure other than the fuel pump. To help you avoid sensor misdiagnosis and comebacks, we’re going to review the components of a fuel pump assembly, describe some diagnostic techniques, and discuss how to give replacement fuel pumps a good chance at a long service life. We’ll focus only on port fuel injection systems that use Motor/pump assembly the electric pump to generate all the pressure with integral Fuel pump in the system, but most of this information pressure reservoir regulator can also apply to the fuel delivery system of direct-injection engines, too.

Fuel pump The complete fuel pump assembly might include a fuel gauge sending unit, a pressure regulator valve, a fuel tank pressure sensor, a pump intake strainer and/or the main fuel 12 | ASP October 2017

Fuel gauge float

Photo courtesy of Carter Fuel Systems

Technical

Photo courtesy of Jim Morton

The only wear parts on this whole assembly are the motor’s brushes. As electrical current flows through a circuit, it naturally generates heat. Most of that heat is concentrated at the point of highest resistance, and in a brush-type motor, it’s where the carbon brushes touch the rotating copper contacts (commutator bars). Even on a cold day the fuel pump motor typically runs at about 100 degrees Fahrenheit. This heat is carried away by fuel flowing through the pump, so when the low-fuel warning light turns on there’s not much fuel left in the tank to absorb all that heat. Soon the ends of the brushes get so hot that microscopic particles of carbon burn off and stick to the copper contacts. If the brushes are overheated often enough, a coating of burnt carbon builds up on the contacts. This creates electrical resistance that reduces current flow through the motor and therefore reduces the motor’s power. Eventually the motor becomes too weak to generate proper fuel pressure, and if the resistance gets high enough, the motor won’t even run.

Connectors are the most likely place to find high resistance and heat damage in a fuel pump circuit.

When a connector overheats, the plastic housing starts to warp and the problem tends to snowball; the contacts loosen or become corroded or contaminated, increasing resistance that generates even more heat and promotes corrosion that increases resistance even more. Voltage in the circuit is reduced “downstream” of the high resistance, so this reduces the voltage that reaches the pump motor. That’s why heavy-duty connectors are used in a fuel pump circuit.

Check valve Half the commutator bars are fouled with burnt carbon from the brushes. This causes high electrical resistance that reduces the motor’s torque.

Connectors As current flows through a circuit, the most common place for resistance to occur (other than the load) is in a connector. If the connection is tight and remains clean, the resistance is almost nothing. However, if the contacts are loose, corroded, contaminated or simply not big enough to handle the current flow, resistance increases. This reduces or “drops” the voltage downstream of the connector, and heat concentrates at the point where the voltages are different; across the point of highest resistance.

There are two fuel pressure specifications for every vehicle: system pressure and hold pressure. Hold pressure is maintained by the fuel pump’s check valve when the engine is turned off. This makes it easier to start the engine. If the check valve fails or is jammed open by fuel contamination, the hold pressure will leak down. If that happens while the engine is cold, the starter will crank a bit longer while the fuel pump builds enough pressure to start the engine. If the engine is warm, the liquid fuel in the warm injector rail can evaporate, creating a “vapor lock” that prevents liquid fuel from reaching the injectors. Extended cranking might get the engine started, but

14 | ASP October 2017

Technical

not all fuel pumps are able to compress the fuel vapor to a liquid again. In this case, the engine won’t start until the vapor cools and condenses on its own.

Fuel pressure testing Low fuel pressure or delivery problems can be caused by a worn or damaged fuel pump, a faulty pressure regulator, a clogged fuel filter or by high resistance in the fuel pump circuit. That means there are two ways to test a fuel pump: mechanically and electrically. Both are needed for an accurate diagnosis, but checking fuel system pressure with a mechanical gauge is the most logical place to start. Fuel system pressure is measured with the engine warmed up and running at idle, using a test gauge connected directly to the fuel injector rail or Tee’d into the fuel supply hose. Sometimes the fuel pump will generate full pressure when the starter is cranking but stop running after start-up, and the engine will stall quickly. This indicates a problem with an engine sensor or with the powertrain control module (PCM). It is not a fuel pump failure, but it is often misdiagnosed as a bad fuel pump. If fuel system pressure meets specifications at idle, many techs will assume everything is OK and look no further. That’s a mistake, because it’s possible to have correct pressure at idle when demand is low but not enough pressure or flow volume at higher speeds and loads. The pump should be tested under load. On older vehicles with a return-type fuel system, an easy way to load-test the pump is to connect the gauge directly to the fuel supply line and run the pump to measure its maximum or “deadhead” pressure. Most pumps should be able to generate at least twice the vehicle’s specified fuel pressure this way. If so, the fuel pump and its voltage supply circuit are probably in good condition. With the engine running at idle, the pressure regulator can be checked by simply disconnecting the vacuum hose to see if pressure increases. On vehicles with a mechanical returnless fuel supply system, you can’t really check deadhead pressure because the pressure regulator is inside the fuel tank. A common

technique for load-testing the pump is to drive the vehicle with a pressure gauge connected. If pressure is within spec during cruise but falls during acceleration, that means either the fuel filter is clogged or the pump can’t keep up with demand. When fuel pressure is low, a scan tool will show long-term fuel trim is significantly positive all the time and short-term fuel trim will reach maximum on acceleration (fuel trims max out at 25%). However, a vacuum leak can produce similar fuel trim readings. If fuel system pressure is low only under load, that doesn’t automatically mean there’s something wrong with the fuel pump. Yes, a clogged filter can cause low pressure and low volume under load, but low voltage at the fuel pump connector will do the same thing. Now it’s time to test the electrical system. But first, let’s look at newer models with variable speed fuel pumps.

Fuel pump driver module Most vehicles now have an electronic returnless fuel supply system that has no fuel pressure regulator. Pressure is controlled by a fuel pump driver module (FPDM) or a fuel pump control module (FPCM) in response to commands from the PCM. On these systems, fuel pressure is managed by controlling the speed of the fuel pump. The PCM decides how much fuel pressure is needed based on demand, from idle to full load, and also based on signals from the fuel rail pressure (FRP) sensor and a fuel rail temperature (FRT) sensor. These sensors are often in the same housing, and their data will show on a scan tool. When the ignition switch is on, full battery voltage is supplied to the control module and to the pump, either through the control module or through a separate fuel pump circuit. The control module operates the fuel pump by controlling the motor’s ground circuit on a pulse width modulated duty cycle. The scan tool will display pump speed commands as percent duty cycle. Depending on the scan tool, you may need to look up those commands in a service information system

16 | ASP October 2017

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Circle 105 on Reader Service Card

Technical

under load before condemning the pump. If the engine won’t start and/or if your scan tool won’t display fuel pump commands, you can still diagnose the driver module with a voltmeter that can read duty cycle. You’ll also need a service information system that has wiring diagrams and a good description of how the system operates. Just remember there will always be six wires: fuel pump power, control module power, control module ground, fuel pump ground, the command signal from the PCM and the feedback signal. By back-probing the connector and looking for the correct voltage and ground signals, you can determine if the control module is working. By the way, GM has always used the same wire colors for these circuits.

Hold and flow Hold pressure is checked at the same time as fuel system pressure. After the engine is switched off and the fuel pump stops running, fuel system pressure will decrease slightly and then hold steady for at least five minutes. On many vehicles the hold-pressure specification

Photo courtesy of Motologic

to interpret what they mean. For instance, on Ford models, the maximum fuel pump duty cycle is 50%. This runs the pump at full speed to generate maximum pressure during wide-open-throttle or start-up. When the PCM commands 25% duty cycle, it’s actually a command to turn the fuel pump off. The pump control module sends a diagnostic signal back to the PCM indicating actual duty cycle of the fuel pump. This provides a feedback loop so the PCM can determine if actual pump speed matches the commanded speed. These signals are also displayed on a scan tool, and some scan tools allow you to issue pump speed commands with the tool. If pressure does not increase when the duty cycle is commanded high, either through a scan tool or at wide-open-throttle on a test drive, this could indicate a faulty pump. If fuel pump duty cycle remains high at idle just to maintain normal pressure, this can also indicate a bad fuel pump motor. However, at this point the only thing you know for sure is that the pump control module is working. You still need to test the voltage supply circuit

For purposes of illustration, depicted here is a typical fuel pump control unit schematic.

18 | ASP October 2017

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Technical

Photo courtesy of AGCO Automotive Repair Service

calls for no less than 20 psi after 20 minutes, but most will engines will start if pressure remains positive while the engine is still warm. Hold pressure can leak down due to a leaking injector, but this is a relatively slow leak. If hold pressure leaks down immediately after the engine is switched off, that’s a bad check valve. A fuel system can have good pressure but not enough fuel flow to run the engine properly at higher speeds. Flow rate can be tested by disconnecting the fuel supply line

makes less power. Simply checking for voltage with the fuel pump disconnected does not tell you if there is any resistance in the circuit because the resistance only causes the voltage drop while the circuit is working. So before condemning a fuel pump, it’s important to make sure full battery voltage is available at the fuel pump connector while the pump is running. This is the voltage drop test. When measuring measure voltage drop, it helps to remember that a voltmeter measures the difference in voltage reaching the meter’s positive and negative probes. In this test, you’re not measuring the difference between battery positive (B+) and ground. Instead, you’re measuring the difference between battery positive and the rest of the positive circuit. With the voltmeter’s positive probe connected to the battery through a long jumper wire, use the negative probe to back-probe the fuel pump connector while the When checking voltage drop across a connector, anything greater than zero pump is running. If volts indicates resistance in the connection. Total voltage drop in the whole there is absolutely circuit from battery to fuel pump should be less than 0.5 volts. no resistance to at any convenient point and attaching a hose the flow of current between the battery and that leads to a measuring container. Activate that connector, there will be no difference in the fuel pump for 15 seconds and measure the electrical pressure, no loss of voltage in that amount of fuel that flows into the container. circuit, and the voltmeter will show zero volts. Some manufacturers publish a fuel flow speci- In reality, there is no perfect circuit, so the fication, but some do not. Either way, expect a total voltage drop in a good fuel pump circuit healthy fuel pump to flow a minimum of one might be as high as 0.5 volts. However, some pint in 15 seconds. vehicles will suffer driveability problems with a voltage drop as low as 0.165 volts (165 Electrical tests millivolts). As noted earlier, high resistance in an elecIf voltage drop is high, start looking for a trical circuit reduces the amount of voltage corroded or overheated connector, a faulty downstream of the point of high resistance. relay or even a chaffed wire. Some replaceLess voltage to the motor means the motor ment fuel pumps come with a heavy-duty 20 | ASP October 2017

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Technical

connector that is used to replace the car’s original connector.

Pump replacement

Current draw One quick and easy way to test a fuel pump is to measure the current flowing through the circuit with a digital volt/ohm meter (DVOM). This test will only show if current draw is too low, indicating high resistance somewhere in the circuit; it will not pinpoint the problem. However, it only takes a few minutes, and if the current is not too low, the fuel pump circuit is probably OK. There’s no specification, but a rule-of-thumb says the current flow should be about half the fuse rating with the pump under load. For example, the fuel pump fuse here is rated for 20 amps, and the circuit flows about 10 amps with the DVOM set to capture min/max readings and the throttle snapped wide open.

A typical fuel pump will last for years if the gas is always clean, but contaminated fuel can kill a pump in just a few weeks. Before installing a new fuel pump, find out if the old one was ruined by something in the fuel. If possible, start by getting some information from the customer. Do they usually buy the cheapest fuel they can find? Do they frequently drive with less than a quarter tank of fuel? Do they ever pour additives into the tank? How many times has the car been run out of gas? Did the car stop running soon after they bought gas? When removing the old pump, check the condition of the tank seal. Does it look like dirt or water might be getting past it? Now drain the fuel tank. If you use a fuel caddy with a filter, you can return the gasoline to the tank later. Otherwise plan on putting in a few gallons of fresh gas (always a safer choice). Inspect the tank for rust, corrosion and other solids. These can accumulate even in plastic tanks because metal in the pump unit corrodes, especially in humid climates. Also, it’s inevitable that some dirt will fall in while the tank is being filled, especially in dry, dusty climates. Finally, examine the fuel itself. Is it cloudy or discolored? Pour at least a cup of it onto a clean white rag or paper towel and see what it looks like after it dries out. Is there an even tan stain or is it a rainbow of colors? Are there solid particles? How long did it take to dry out? Did it dry out completely or is it still wet or oily? If there’s any question at all about what’s in the fuel, clean or replace the tank and have a conversation with the customer about fuel contamination and your warranty. If a replacement pump fails soon after installation, it’s almost always due to fuel contamination. Sometimes it’s because dirt fell into the tank when replacing the pump, but more often it’s a result of sediment being stirred up when the pump is replaced. That sediment often contains corrosion from metal parts of the pump assembly that react

22 | ASP October 2017

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Often you can hear the pump change pitch as it finally begins making pressure. In some fuel tanks, the module’s reservoir does not automatically fill with fuel even when it’s submerged, and fuel must be poured into it manually during or after installation. Sometimes this requires filling the tank. The information presented here is just the basics. The Fuel Pump Manufacturers Council, part of the Automotive Aftermarket Suppliers Association, has produced a series of videos that provide more information than we could ever fit into a magazine article. If you’ve suffered a lot of fuel pump comebacks, or even if you just want to learn more, search the web for these free training videos. ■

Even plastic tanks can have corrosion from metal parts of the fuel pump assembly.

with moisture in the fuel. If the fuel tank is steel, there’s usually corrosion on the “roof” of the tank. This is why a new pump comes with a new intake strainer, and it’s also why the fuel tank should be completely cleaned out when installing a new pump. The number one reason that replacement fuel pumps fail is failure to clean out the fuel tank. When installing a new fuel pump, safety and cleanliness are critical. If the fuel tank must be removed to access the fuel pump module, sometimes it’s tempting to lower the tank only as far a necessary rather than removing it completely. This is a mistake because it increases the risk of stirring up sediment inside the tank that will damage the new fuel pump. Any time a new fuel pump is installed, the tank should be removed, drained and cleaned. After a fuel pump module is installed, the fuel system must be primed by cycling the ignition switch on and off several times.

Jacques Gordon has worked in the automotive industry for 40 years as a service technician, lab technician, trainer and technical writer. His began his writing career writing service manuals at Chilton Book Co. He currently holds ASE Master Technician and L1 certifications and has participated in ASE test writing workshops. After 27 years of writing for automotive trade journals, I am retiring from the publishing business. To say it’s been a dream job would be an understatement. The places I’ve been, the cars I’ve driven, the things I’ve seen and done and learned are more than most people experience in a lifetime. Of course it’s been made even richer by all the wonderful people I’ve met and worked with over the years. One of them was my first editor at Chilton Book Co. He told me that by the time a guy looks up the service procedure he needs, he’s probably already in trouble, so it’s my job to help him. That’s what I’ve tried to do in every article I’ve ever written, and readers of every publication I’ve worked on have told me that I’ve succeeded. High praise indeed: it’s been an honor to serve you. While I am leaving the publishing industry, there is still some wrench-turnin’ in my life, so I’ll still be checking in with iATN frequently. Maybe I’ll see you there. — Jacques Gordon

24 | ASP October 2017

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Technical

Understanding vehicle stability control Gaining control before itâ€™s too late The goal of all electronic stability control systems is simple: prevent side skidding and the subsequent loss of control that side skidding creates. The topic of vehicle stability control (VSC) is often misunderstood. This article sheds light on how the system works along with tips on diagnosing issues relating to this electronically controlled vehicle handling technology. By Jeff Taylor

ust what is stability control? And why do we have it? My GMC pickup caught me totally off guard when I was going up a familiar hill on a damp morning recently. I was accelerating normally when the rear end started to break loose. Before I could react, however, the StabiliTrak light started to flash, the rpms dropped, and I could hear the anti-lock brake system (ABS) pump running and the solenoids cycling. I never hit the brakes but my immediate reaction was to let off the gas... but by then my truck had already returned to the direction that Iâ€™d always intended. Almost before I lost control, I had it back again. This was my introduction to electronic stability control (ESC). ESC goes by many different names: Mitsubishi calls its system active skid and traction control (ASTC); Toyota, vehicle stability control (VSC); Volvo, dynamic stability and traction control (DSTC); Jeep, electronic stability control (ESP); Honda, vehicle stability assist (VSA); Infiniti, vehicle dynamic control (VDC). These are just a few of the vast number of names that the manufacturers have given

their ESC systems. But the goal of all ESC systems is simple: prevent side skidding and the subsequent loss of control that side skidding creates. ABS and traction control systems control the vehicle along the longitudinal (front-to-back) axis, while ESC controls the vehicle along the lateral (side-to-side) axis. Government data has shown that vehicles equipped with ESC were involved in approximately 35% fewer severe collisions that involved loss of vehicle control versus non-ESC equipped vehicles. ESC anticipates dangerous situations even before the vehicle goes out of control and is so effective, in fact, that the government mandated ESC on new vehicles built after 2012. ESC is not a modern-day technology. Developed by BMW, Mercedes-Benz, Bosch and Continental Automotive Systems in the late 1980s, it made its road debut in 1995 on the S-Class Mercedes-Benz. Other manufacturers followed quickly. GM/Delphi introduced StabiliTrak as an option on some Cadillacs in 1997. Ford launched AdvanceTrac in 2000. By the mid-2000s most manufacturers offered some form of ESC. Many ESC-equipped vehicles have lots of miles on them now and technicians are being

26 | ASP October 2017

Technical

asked to repair the ESC system that may have illuminated the warning lights on their dashboards, even without any driveability concerns. The basic components that all ESC systems rely on to make its decisions are similar. A controller that uses algorithms to make the system function, four individual wheel speed sensors (WSS), a steering angle sensor (SAS), yaw rate sensors and lateral accelerometers. Other components may be incorporated but not by all manufacturers; brake pressure sensor, longitudinal accelerometers, roll rate accelerometers and throttle position can further enhanced an ESC system. The latter two sensors are primarily involved in larger top-heavy SUVs and help prevent rollovers. ESC is a complex system that links together sensors typically already on the vehicle and makes safe driving decisions based on the data they provide. Understanding the basics of these sensors and their correlation to the decisions that the ESC will make is essential to diagnostics and repair.

can measure wheel speed all the way down to a complete stop and can even recognize that wheel’s rotational direction (it is possible to know that the wheel is turning backwards). These features have made the active WSS a popular choice for engineers on many of today’s vehicles. Active WSS requires special testing and usually involves a scan tool (although there are some tests that can be done with a DVOM). When testing an active WSS it must be carefully back-probed (still connected) during testing and you will be looking for a supply voltage. This voltage can be 5.5 volts to up to 20 volts depending on the system. Many vehicles use 12 volts or battery voltage, and when testing it is imperative to make sure it’s the same on all four sensors. Because an active WSS is a two-wire sensor, the control unit will measure the return signal, so it’s not possible to test for a reference voltage or resistance across the connector terminals. Some Hondas, Acuras, and BMWs shut off the power supply if the sensor is disconnected, but it will come back if the sensor is hooked up and the key cycled.

The accelerometers Yaw rate and lateral acceleration sensors are fancy names for G sensors or accelerometers. Essentially, they are just electronic gyroscopes. The purpose is to sense a variation in direction, either left or right or side-to-side.

This warning light will get the customer’s attention and is often the only reason the customer brings in the vehicle for an ESC issue.

Gathering the information from... the wheel speed sensors The wheel speed sensors are an essential part that must accurately report each of the vehicle’s wheel speeds to the ESC module. The familiar passive WSS uses a magnet, and generates an AC current and the resulting The ESC system can be called many things, but sine wave. This was the most common kind of the purpose is the same: to prevent side skidding WSS, but the active WSS is more accurate and and the subsequent loss of control. 27 | ASP October 2017

Technical

The yaw rate sensor will measure the rotation rate of the vehicle and determines how far off-axis the vehicle is “tilting” or “rolling” in a turn. The yaw rate sensor is usually mounted low and in the center of the vehicle (often under the center console to be as close to the vehicle’s center of gravity as possible) so that its measurement is more precise. The lateral acceleration sensor measures the rate of change in side-to-side movement to calculate the vehicle’s actual position in the turn. In many cases the lateral and yaw rate sensors are incorporated into one single unit or combined as a sensor cluster. These sensors can be directly wired to the ESC controller or on the CAN-bus system, sharing information with other controllers. Transverse and roll-rate sensors can also be incorporated into the system to help detect and prevent vehicle rollovers. These sensors can also be an all-in-one design or they can be mounted individually on the chassis. Most of these sensors can only be tested with a scan tool, but like an SAS sensor you can test for communication activity on the output line with a meter or scope.

The steering angle sensor The steering angle sensor (SAS) reports the position of the steering wheel (where the driver wants to go) and how fast the steering wheel is being turned. The ESC module needs to know this information to compare it with yaw and lateral accelerometer info to decide what the driver really intended to do. There are analog, digital and controller area network (CAN) bus designed SAS sensors with each containing a cluster of sensors for redundancy, precision and safety. An analog SAS will have a power (5V reference), a ground, and signal outputs. Normal straight-ahead steering wheel position scanner values or back probing the connector will show 2.8V on one sensor and 0.4V on the other. The values should not match, just like TPS sensors on drive-by-wire systems. And the values may go positive or negative as the wheel is turned.

Anytime the steering system is disturbed, the steering angle needs to be reset. Servicing this evaporator core is a perfect example.

The digital SAS or contactless sensors will use either a Hall Effect sensor or an optical sensor to produce a digital square wave output that will change frequency as the steering wheel is turned. The CAN-bus SAS can be directly wired to the ESC controller or the information created by the SAS can be shared along the CAN network of the vehicle, and used by other modules (directional headlights, EPS). This style is diagnosed using a scan tool. It is only possible to see if the SAS is communicating by checking the voltage output on the CAN wire, but you have no idea what is being said.

How the system works The ESC controller, either a separate selfcontained unit or integrated into another

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Circle 109 on Reader Service Card

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Technical

The steering angle sensor was built into this steering column on a Kia. Repair for this vehicle meant replacement and recalibration.

controller (ABS module e.g.) linked via the CAN system for continuously comparing the information from the SAS input, WSSs and accelerometer sensors to determine if the vehicle is reacting the way the driver wants or expects it to. If the vehicle isn’t reacting that way (side-skid condition) the ESC will make the needed corrections to get the vehicle back to the direction the driver intended if it isn’t. Using WSS data the ESC controller is looking to see if the vehicle is under-steering (the front wheels will be turning slower than the rear wheels) or over-steering (the front wheels turn faster than the rear wheels) compared to the inputs from the driver. When this WSS data is combined with the yaw sensor data and SAS inputs, the ESC will make calculations and start applying wheel

brakes to correct the situation. This brake application could be a single wheel or multiple wheels, depending on what the ESC module feels is the best response using the available data. If the vehicle is under-steering on a right turn, it may only apply the right-side brakes to assist in a right rotation. The opposite happens if the vehicle is over steering or fish-tailing on a right-hand turn. It will only apply the left or outside brakes to compensate and allow the driver to regain control. If the situation cannot be corrected using the brakes alone, the ESC may also cut the throttle, retard ignition timing, shut off injectors and even change transmission settings to intervene, all attempting to allow the driver to regain control. When this skid condition is happening, the driver may be alerted with a flashing ESC light. The driver may also hear the ABS functioning, and may notice a decrease in power until the ESC has decided to return control. Other features can be added to the base ESC programs to improve other stability issues that normal drivers can experience. GM’s StabiliTrak and Ford’s AdvancTrac can control trailer sway by detecting the yaw induced into the pulling vehicle by the trailer. Both systems will automatically apply the needed individual brakes on the tow vehicle to get the trailer and tow vehicle back in line. Corner braking can be incorporated into the ESC system, to improve the vehicle’s stability if the driver brakes during a slippery turn or where traction is different from right to left. Because an uneven braking force will result at the wheels due to a weight shift to the outside of the turn, the ESC unit will observe the front WSS speed differences and can pulsate the braking on the outside wheels to create an equal braking force on all four wheels. Stopping on a road surface that has a friction difference between left and right sides of the vehicle may need some ABS activation to provide balanced braking, but the driver will usually need to provide some form of steering input to keep the vehicle going straight. In this situation, the ESC unit may

30 | ASP October 2017

Circle 110 on Reader Service Card

Technical

Even my generic scanner provided the information to help me diagnose this Subaru that needed a steering wheel angle sensor (it turned out it had broken wires).

command some steering input from the electric power steering (EPS) if equipped even before the driver has a change to recognize the need to do so.

surprised if you must perform this even after a battery replacement. Many new alignment racks will now properly recalibrate the SAS after an alignment using proprietary software and the OBD-ll plug. Repairing and replacing parts on an Many newer SASs self-calibrate by requirESC-equipped vehicle ing you to turn the steering wheel slowly lock An up-to-date information system is a must to lock, and driving the vehicle over a certain in diagnosing the ESC system and naturally a mph and distance and will turn off the service good scanner. Most ESC systems will provide light after an appropriate drive cycle. But trouble codes that will lead a tech into the frequently a scanner is going to be required. area of concern, commonly involving ABS Again, I have found a good generic scanner sensors, yaw or SAS issues. But even a misfire will guide you through the various vehiclemay turn on an ESC light due to the fact the specific SAS calibration procedures. ESC needs the engine to be running properly Almost all G sensors (yaw, lateral, or roll for it to function as designed. rate) will need to be zeroed or initialized after ABS sensor diagnostics and their replacereplacement, to allow the ESC to recognize ment is going to be vehicle dependent. Many their neutral position. This usually requires WSS are now incorporated in the wheel the vehicle to be on a flat, level surface and hub design and are not available separately. generally in an unloaded state, with the Understanding the type of WSS is critical wheels pointed forward. Yet again, a scanner for proper diagnostics. The use of a scan tool will be required and the proper information is going to be typical and most good generic on the procedure. scanners provide the ABS information needed Attention to fastener torque, proper sensor for diagnosis. orientation and location mounting is imperaMost SAS require some sort of resetting or tive for proper operation of these sensors. calibration after replacement, an alignment, If the ESC unit is going to be replaced, a steering wheel removal or service or whenever factory scan tool may be required to install an ESC component is replaced, but donâ€™t be the flash or programming, but some are 32 | ASP October 2017

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Circle 111 on Reader Service Card 1

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Technical

Here is an example of a screen shot depicting an array of available information on a generic scanner tool when inspecting for yaw rate and other data sensor output.

simple and only need to be initialized. (NOTE: The ABS/ESC module, a common failure part on late model Dodge Grand Caravans, just requires initialization if it has to be replaced.)

Bringing this to a safe stop It’s important to remember that an ESC system has limits. Tire tread, tire pressure, steering components, proper brake

It doesn’t matter how good the ESC system is. If the base systems aren’t functioning properly, the system may not work as intended. Remember, the system is only as good as all the parts combined.

components and suspension parts all must be inspected and verified to be in working order. Parts must be replaced properly and initialized to function correctly. ESC was not designed to allow for faster cornering speeds or aggressive driving on slippery roads. It was designed to increase safety and vehicle control. But this system isn’t fool-proof. It can’t overcome the simple laws of physics, and if the base systems aren’t functioning at the appropriate level, this system won’t be able to work as designed. ■ Jeff Taylor boasts a 32-year career in the automotive industry with Eccles Auto Service in Dundas, Ontario, as a fully licensed professional lead technician. While continuing to be “on the bench” every day, Jeff is also heavily involved in government focus groups, serves as an accomplished technical writer and has competed in international diagnostic competitions as well as providing his expertise as an automotive technical instructor for a major aftermarket parts retailer.

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Circle 112 on Reader Service Card

Business

CS Automotive The coolest shop in Tennessee

rentwood, Tenn., is a suburb of Nashville, located due south of Music City, and is known for its rolling hills as well as being one of the wealthiest cities in the U.S. relative to the average cost of living. Population is roughly 41,000. It’s no secret that Nashville is worldrenowned as a hub for music — initially for country music, but currently a hot spot of studio recording for all music genres. Even bands such as Aerosmith, Cheap Trick and ZZ Top record there. The sounds emanating from CS Automotive (short for Cool Springs Automotive) may not involve the resonance of guitar strings, but are rather the sweet tunes of well-serviced Asian import vehicles and the praises of the shop’s loyal customer base. While CS Automotive cares for a variety of makes and models, they specialize in Asian imports. Founded in 2006, owners Rob and Kim Auernheimer have established CS Automotive as the “go-to” service shop for makes including Toyota, Lexus, Infiniti, Nissan, Subaru and Honda. CS Automotive is well-established as a “high end” shop that specializes in imports. Considering the busy workload of CS Automotive, we considered ourselves fortunate that co-owner Kim was able to find the time to chat with us so we could gain an insight into the shop’s highly successful operations. Following are her comments.

Does your shop offer general automotive repair or do you specialize in specific makes or types of repairs? We are a full-service automotive repair shop. However, we specialize in Asian import vehicles including Lexus, Toyota, Infiniti,

Cool Springs Automotive (CS Automotive) Brentwood, Tennessee Owners: Rob and Kim Auernheimer Business founded: 2006 Number of bays: 10 (8 lifts) Number of certified technicians: 4 Shop size: 6,397 square feet Number of vehicles serviced per month: 215 Labor rate: $112.48/hr. Average job ticket price: $568 Gross profit: approximately 57% Average amount spent on tools and equipment annually: $10,000 – $15,000 Vehicle makes serviced: Asian import specialist

Nissan, Subaru, etc. Rob holds certification as a Lexus Master Diagnostic Technician, Toyota Master Diagnostic Technician and an ASE Certified Master Technician. In addition, Tanner Jenkins, the shop’s lead technician, also holds Toyota Master Diagnostic Technician and ASE Certified Master Technician certifications, and was Ratchet & Wrench’s Technician of the Year in 2016.

What is your business philosophy? We believe that we are in a relationship business. We have to build relationships, which in turn builds trust and loyal customers. Our shop motto is “Every Time We Do It, We Do It The Best We Can!” We put forth our optimum effort in every case, whether the job involves repairing the vehicles, answering the phone or sweeping the floor. Every employee plays a crucial part of the CS Automotive team. If one team player is not doing their best, we lose. But most

36 | ASP October 2017

Business importantly, the customer might lose! We focus heavily on superior customer service. It is our responsibility to fully inform and educate our customers in order for them to make the best decision possible for their vehicle. Transparency builds trust and trust builds relationships.

that will get their children to school. They are asking us to take care of the thing that gets them to work. Most importantly, they are asking us to take care of the thing that gets them where they need to go SAFELY!

Parts purchases What influences your parts buying decisions....rank from 0 to 3, with 0 having no influence and 3 having the greatest influence?

CS Automotive in Brentwood, Tenn., is co-owned by Rob and Kim Auernheimer. It is known as a high-end shop specializing in servicing imports.

Where do you buy your parts? WorldPac, and dealerships for OE parts not available through other suppliers, and Ken Smith Wholesale Auto in Chattanooga, Tenn. We believe that just as we have to develop relationships with our customers, we must do the same with our vendors. Knowing that your parts supplier will “have your back” when things just don’t go right is truly invaluable. WorldPac has one of the best training programs for owners, advisors and technicians in the automotive industry. They offer Owner Groups (Smart Groups) with which we have been involved for the last seven years. The group has been a key factor in the rapid growth and success of our business. In addition, they provide us with a threeyear/30,000-mile nationwide warranty that we can pass on to our customers.

What do customers expect from you? Our customers expect fairness, honesty, integrity, timeliness and quality work. Yes, they expect a lot and they should... and we should honor that! They are asking us to take care of what is most often the second largest purchase they will make in their lifetime. They are asking us to take care of the thing

• Price ........................................2 • Brand name recognition ....3 • Promotion in racing ............0 • Perceived quality .................3 • Availability/time. .................2 • Other... “Because we offer a threeyear/30,000-mile nationwide warranty, it is very important that we are careful when selecting specific parts. We focus more on the right part for the particular job and vehicle we are working on, and try to use OE-specific or OEM parts whenever possible.”

What is your approach to training? The foundation of the growth of our business has been training. We believe in certification and training reimbursement. In fact, our technicians receive pay incentives for the hours of training they participate in. We believe that it shows the commitment of the technicians to the ever-changing industry. We made a commitment to regularly seek training and on many aspects of the automotive repair business including financials, customer service, social media and more! Staying current is best for the company, the employees and the customers!

How does ASP benefit your business?

There are so many good articles in Auto Service Professional, including quality and helpful technical information, equipment highlights and more. As a shop owner, the shop profile articles are very informative. It’s always interesting to see the success stories of other shops, which helps other shop owners evaluate their operations. Learning is what makes all of us stand out and thrive! ■

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Circle 113 on Reader Service Card

Technical

6.4L Powerstroke diesel fuel system An overview of the system and a few tips regarding glitches If your customers who own diesel light trucks use their vehicles either for work or fun in dirty and muddy conditions, they are exposing their trucks to engine contamination issues. Dirt that gets past the air filter can pose a risk to the turbocharger. Although diesel components are beefier in construction than those in vehicles with gas engines, they are still susceptible to problems. Here are some solutions! By Mike Mavrigian

s you know, a diesel engine differs from other liquid fuel engines in one major respect: the fuel/air charge is ignited by cylinder pressure and resulting heat, instead of via an electrical ignition system (diesel-fueled engines don’t use spark plugs). On its downstroke, a piston draws air into the cylinder. On the compression stroke, the fuel injection system (depending on how it’s timed) sprays fuel into the combustion area, and the resulting cylinder pressure (and residual heat from previous firings) combusts the fuel/air mix, etc. Diesel heads generally don’t feature combustion chambers (flat decks with no chambers). Instead, the combustion chamber is afforded by the piston’s “bowl” cavity. Partly because of the serious cylinder pressures and forces exerted on the bottom end, diesel components (blocks, cranks, rods, pistons) are, for lack of a better term, heavy-duty and very beefy in construction. As compared to gas engines, just about everything on a diesel is bigger, heavier and more massive. Rather than provide an overall discussion of diesels in general, in this article we’ll

focus on one specific area, involving the Ford Powerstroke 6.4L turbo engine featured in 2008-2010 Ford light- and heavy-duty trucks. This engine features twin sequential turbos and a healthy 17.5:1 compression ratio, as well as a diesel particulate filter system (DPF).

Glow plug system As but one example, here we’ll cite the 2008 Ford 6.4L diesel engine found in F-35, 450 and 550 vehicles. Each cylinder features a glow plug that provides a temperature rise to facilitate fuel/ air ignition at startup. This system features a glow plug control module (GPCM). Glow plug on-time is dependent on engine oil temperature and altitude. The GPCM does not operate if the oil temperature is above 131 degrees Fahrenheit. In order to test glow plug operation, connect a scan tool and access/retrieve the key-off/ engine-off (KOEO) and continuous DTCs. If GPCM DTCs are present, go to pinpoint test (refer to the manual). Verify that B+ voltage is supplied to the GPCM. Access and monitor the glow plug lamp time (GPLTM) and electronic control transmission onboard diagnostic parameter

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Show your customers they can rely on you for routine repairs.

Informing customers about regular vehicle maintenance is essential for safe driving. Contact your local Parts Plus WD for more details or contact us: 1-800-727-8112 ccc@networkhq.org

Circle 114 on Reader Service Card

Technical

The glow plug monitor self-test is a key-on/ engine-running (KOER) test of the glow plug system. The self-test is carried out on-demand with the engine running and the A/C off. The PCM activates the GPCM which monitors the glow plugs. The throttle pedal may be used to increase engine speed to increase voltage if needed. Possible causes of concerns: • GPCM power circuits • Glow plugs • Glow plug bus bar • GPCM • Circuitry

6.4L Powerstroke fuel system The 6.4L Ford Powerstroke diesel engine, like its earlier cousins, features a low pressure fuel system that delivers fuel from the tank to the high pressure pump. The high pressure

Information courtesy of Motologic

identification (ECT PIDS) to verify sufficient glow plug on-time. Turn the ignition to the ON position and measure the glow plug voltage during the on-time, which may range between 1 to 120 seconds, again depending on oil temperature and altitude. Check glow plug resistance by disconnecting the glow plug bus bar connector. Measure the resistance between the glow plug bus bar connector, component side and battery ground. Disconnect the GPCM. Measure the resistance between the GPCM connector, harness side and the glow plug bus bar connector, harness side. Glow plug to ground should be 0.1 to 2 ohms. Glow plug bus bar connector to GPCM connector should be less than 5 ohms. Check for poor connections or loose fitting pins. Note that incorrect measurements will result if all glow plug connectors are not disconnected.

1 2 3 4 5 6

– – – – – –

GPCM Black connector Green connector Cylinder 5 glow plug Cylinder 7 glow plug Cylinder 1 glow plug

7 8 9 10 11

– – – – –

Cylinder 3 glow plug Cylinder 6 glow plug Cylinder 8 glow plug Cylinder 2 glow plug Cylinder 4 glow plug

42 | ASP October 2017

12 – VBAT (vehicle battery voltage) 13 – Glow plug enable (GPE) 14 – Diagnostic communication 15 – VPWR (vehicle power supply voltage)

Technical

pump increases fuel pressure for delivery to the fuel injectors. A fuel cooler system cools fuel that returns from the injectors and the high pressure pump. In the low pressure system, fuel is pumped from the fuel tank to the primary fuel filter by the electric pump at about 5 psi to 10 psi during engine idle. Fuel is pumped to the secondary fuel filter which is located on the left front of the engine. The filtered fuel flows to the high pressure pump. A pressure regulator located in the secondary filter sends some of the fuel back to the tank.

As noted, after the secondary filter, fuel is sent to the high pressure fuel injection pump. The high pressure pump is gear-driven by a gear on the camshaft and is located at the rear of the engine, in the engineâ€™s upper valley, requiring removal of the turbos and intake manifold. Itâ€™s important to note that while the inlet pressure to the high pressure pump may be as little as 3 psi to 6 psi, the high pressure pump is capable of increasing fuel pressure to in excess of 24,000 psi. Normal operating high pressure to drive the injectors is about 5,500 psi, with pressure increasing depending on load.

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43 | ASP October 2017

Circle 115 on Reader Service Card

Art courtesy of Motologic

Technical

Powerstroke 6.4L fuel injection system. 1. Accelerator pedal position sensor (APP) 2. Powertrain control module (PCM) 3. Electronic circuit 4. High pressure fuel to the injectors 5. Low pressure fuel to the cooler 6. Variable turbocharger geometry position sensor 7. Engine coolant temperature sensor (ECT) 8. Fuel rail pressure sensor (FRP) 9. Exhaust gas recirculation valve position sensor (EGR) 10. Mass air flow sensor (MAF) and intake air temperature sensor (IAT) 11. Intake air temperature 2 sensor

12. Exhaust pressure sensor (EP) 13. Exhaust gas recirculation temperature sensor (EGRT) 14. Exhaust gas temperature sensor (EGT) 15. Engine oil temperature sensor (EOT) 16. Manifold absolute pressure sensor (MAP) 17. Crankshaft position sensor (CKP) 18. Camshaft position sensor (CMP) 19. Fuel rail temperature sensor (FRT) 20. Fuel cooling system 21. Low pressure fuel pump 22. Secondary fuel filter housing 23. High pressure fuel injection pump 24. Fuel injectors (8)

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Technical

The high pressure pump delivers fuel to the fuel rails through two high pressure lines (one per bank). NEVER attempt to disconnect fuel lines with the system pressurized. According to published procedures, the system can be de-pressurized with the engine off and cooled to room temperature and then waiting at least five minutes. The system pressure generated by the high pressure pump is constantly adjusted by the PCM. The injectors are operated in three stages: fill stage, main injection stage and end-of-main-injection stage. The fill stage is designed to reduce combustion noise, mechanical load and exhaust emissions. The fuel enters the control piston chamber, spring side of the fuel injector valve and the high pressure chamber. A piezo actuator is not energized at this point. The control piston and the needle control spring downward force overcomes the upward force in the high pressure chamber. The nozzle is seated and no more fuel can enter the combustion chamber. When the PCM commands the fuel injector

Grind

on, during the main injection stage, the piezo actuator is energized and pushes the valve piston downward. This downward force pushes the injector valve and fuel return spring down, which opens a bore hole that connects the control piston chamber with the fuel return chamber. A small amount of fuel then flows from the control piston chamber to the fuel return chamber, reducing the pressure of the control piston. The pressure drop is enough for the upward force in the high pressure chamber to overcome the downward force of the control piston, allowing the nozzle needle to move up, allowing fuel to atomize and enter the combustion chamber. At the end of the main injection stage, the small amount of fuel that flows from the control piston chamber to the fuel return chamber is routed through a drilled passage to drain holes. The drain holes are located on the sides of the injectors, below the O-ring. The fuel then returns to the fuel supply system through passages in the cylinder heads. When the desired injection timing is reached, the PCM de-energizes the piezo

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Circle 116 on Reader Service Card

Technical

input to the PCM. The PCM commands the fuel cooler pump on by grounding the pump when the fuel or turbo actuator temperature exceeds a calibrated threshold. Coolant in the system flows from the fuel-to-coolant heat exchanger to a fuel cooler reservoir, to the turbo actuator, to the fuel cooler air-tocoolant heat exchanger, to the fuel cooler pump and back to the fuel-to-coolant heat exchanger.

High pressure fuel injection pump operation After the low pressure fuel is filtered by the secondary fuel filter, it enters the high pressure fuel injection pump. Fuel pressure is then

Art courtesy of Motologic

actuator which causes the valve piston to move upward, and the fuel injector valve return spring to push the injector valve up and seal the bored passage between the control valve chamber and the fuel return chamber, preventing any fuel to pass through. The pressure in the control valve chamber increases, causing the downward force of the control piston to overcome the upward force in the high pressure chamber, seating the nozzle needle and preventing more fuel from entering the combustion chamber. A fuel cooling system maintains fuel and turbocharger actuator temperature. The fuel system temperature is monitored by a fuel rail temperature sensor (FRT), which is an

High pressure fuel injection pump 1. Fuel flow from secondary fuel filter to high pressure pump 2. Transfer pump 3. Inlet one-way check valve 4. High pressure pump piston 5. Outlet check valve

6. Fuel volume control valve 7. Lubrication valve 8. Gap filter 9. Low pressure fuel flow to fuel cooler 10. Fuel pressure control valve 11. High pressure fuel flow to fuel rail

46 | ASP October 2017

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increased in steps by the transfer pump. The transfer pump is integral to the high pressure pump and is driven by the pump’s main shaft. A portion of the fuel leaving the transfer pump flows to the lubrication valve which allows the fuel to lubricate the mechanical components of the high pressure pump. Fuel that is not used for pump lubrication is directed to the fuel volume control valve. This valve regulates how much fuel enters the inlet one-way check valve and the three main pump pistons. The three main pump pistons are actuated by the main shaft’s offset journal. The shaft offset uses a free-spinning hub to make contact with the three main pump pistons. The pistons start their compression stroke when actuated by the offset journal and are returned to their rest position by spring pressure. Fuel is drawn into the main cylinder while the pistons return to rest position. The outlet check valve ball remains closed while fuel is drawn in by suction. Once the pistons start a compression stroke, the inlet one-way check valve closes using spring and fuel pressure and the outlet check valve opens due to the fuel pressure increase. After the high pressure fuel leaves the three main pump pistons, pressure is controlled by the fuel pressure control valve. A portion of the fuel leaves the pump and flows to the fuel cooler, with the rest of the fuel delivered to the high pressure fuel rails and injectors.

pressure fuel pump/water separator/filter unit is mounted near the tank, on the frame. A water drain valve petcock is located on this unit, which allows draining water from the fuel. Ford recommends draining water every 30 days. However, due to the unit’s location and the owners’ negligence in not routinely opening this drain, water builds up in the fuel, contaminating and diluting lubrication for the high pressure pump. In the

Note the black secondary fuel filter housing at the engine’s front left (at far right in this photo).

High pressure pump problem The Ford Powerstroke 6.4L high pressure fuel pumps are problematic and more prone to damage if the fuel filter is not changed per Ford’s maintenance schedule. A DTC P0088 (fuel rail/system pressure too high) indicates that the fuel pressure control valve in the pump is sticking. The pressure control valve cannot be repaired or replaced on its own, as it’s integral to the pump assembly. The “killer code” P0088 requires a high pressure pump replacement. Depending on the source, replacement pumps run in the area of $1,000 to $1,600. Ford techs are seeing high pressure pump issues due to metal debris contamination. One likely cause is the failure to perform proper maintenance. The low

The high pressure fuel pump’s front housing will be removed for inspection. Note the upper fuel feed and return threaded fittings at the top.

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end, the metal debris contaminates the entire fuel system, requiring replacement of the entire fuel system, at a parts and labor cost of about $6,000. The need to perform routine maintenance of the fuel system cannot be overemphasized.

Powerstroke 6.4L pump harness glitch 2008 Ford F-350 6.4L diesels are prone to a VPWR (vehicle power supply voltage) fuse blow-out. This is a known issue, where the 20-amp fuse fails due to wire chafing in the harness to the high pressure fuel pump circuit, resulting in a short.

Oil dilution concern Oil dilution caused by fuel entering the crankcase is a major concern on any engine. This can occur on a low scale on any engine, which is another reason to pay attention to engine oil change intervals. If oil dilution is excessive, you run the very real risk of premature bearing/frictional wear, elevated oil temperature, and in severe cases, this can result in a hydro-lock. According to reports from the field, the 6.4L Powerstroke diesel engine seems to be prone to oil dilution, with fuel slipping past the piston rings and accumulating in the oil sump. This appears to me more prevalent on DPF (diesel particulate filter) equipped engines that experience more regeneration cycles. While Ford recommends an engine oil change every 10,000 miles, some diesel technicians recommend a shorter oil change interval of about 5,000 miles. The engine oil level should be checked weekly. If a rise in level is noticed, this is a sure sign that excessive diesel fuel is entering the crankcase.

Fuel injector cleaning/rebuilding Powerstroke injectors are precisionmachined assemblies that are pricey to replace, to the tune of about $300 each. Cleaning and rebuilding is a viable option, at a fraction of that price. Shops that perform this service commonly use an ultrasonic cleaning tank to remove all contaminants from 49 | ASP October 2017

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Each injector is flow tested on a dedicated Powerstroke head and flow bench.

injector bodies and components, with rebuilt injectors tested and verified on a flow bench. This technician at Unlimited Diesel specializes in rebuilding and modifying Ford Powerstroke diesel fuel injectors. This is a popular and profitable service to consider adding for both daily drivers and performance customers.

The Ford Powerstroke injectors are very expensive units to replace, so rebuilding makes economic sense. A wet ultrasonic cleaner is used to clean multiple injectors and injector components. Assembly is done in a dedicated injector clean room. Shown here are injectors for the 7.3L Powerstroke engine, but specialty shops are able to rebuild any generation of injectors.

Check the air intake The majority of diesel engines are turbocharged. Turbochargers must be protected against excessive heat, which is one reason the oil changes are so important. The heat generated in the turbo is high and engine oil injected to the turbo bearings is vital. The heat tends to break down the oil and if not changed with proper frequency the oil can cook and coke, reducing lubrication. Another common area to check during any service is the air filter, filter housing and turbo intake. Many light-duty diesel powered trucks are used for commercial applications, many in dirty/dusty environments. In addition, a small percentage of diesel owner â€œenthusiastsâ€? tend to operate off-road in dusty or muddy conditions. To avoid dirt/grit contaminants from entering the turbo, check air inlets to make sure that the filter and filter housing are kept clean. â–

Example of the direct-injection injector for the Ford 6.4L Powerstroke engine.

50 | ASP October 2017

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Airbag deactivation tips How to avoid accidental deployment and prevent expense and personal injury Performing work on a vehicle equipped with an airbag safety restraint system can be dangerous, as an accidental airbag deployment can cost the shop a hefty sum if an airbag needs to be replaced due to unsafe service actions. There is also the very real risk of serious personal injury to the technician. Whenever diagnosing or servicing an airbag system, or working on the steering column area or SRS activation sensors, proper safety precautions must be followed to prevent accidental discharge.

By Mike Mavrigian

applicable factory service guidelines for the correct procedure for any given vehicle!

A Photo courtesy of Copley Collision, Copley, Ohio

irbag deactivation procedures differ among makes/models/years, so always refer to the appropriate service manual for the correct method. NEVER assume that any specific deactivation procedure is correct for all airbag-equipped vehicles. Listed here are a few examples of recommended procedures. Bear in mind that the procedures listed here are provided merely as examples of procedures. ALWAYS refer to the

2008 Mazda5 Inspecting an airbag module using a tester can deploy the airbag module, which may cause serious injury. DO NOT use a tester to inspect an airbag module. Always use the on-board diagnostic function to diagnose the module for malfunctions. Before removing the airbag module or disconnecting the air bag module connector, always turn the ignition switch to the LOCK position, disconnect the negative battery cable (and isolate the cable end using an isolator such as electrical tape), then wait for one minute or more to allow the backup power supply of the SAS control module to deplete its stored power.

2012 Jeep Grand Cherokee

Airbags are intended to save lives and reduce injury. However, accidental deployment during service work can be devastating, considering the violence of both force and extreme sound level.

To avoid serious or fatal injury on vehicles equipped with air bags, disable the SRS (supplemental restraint system) before attempting any steering wheel, steering column, airbag, seat belt tensioner, impact sensor or instrument panel component diagnosis or service. Disconnect and isolate the battery negative (ground) cable, then wait at least two minutes

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for the system capacitor to discharge before 4. Wait for 10 seconds after disconnecting the performing further diagnosis or service. This battery. is the only sure way to disable the SRS. Failure 5. The ignition must be switched ON when to take the proper precautions could result in connecting the battery. Nobody should accidental airbag deployment. be inside the vehicle while doing this. The In addition to a diagnostic scan tool that exception: vehicles with a battery inside contains the latest version of the proper the passenger compartment. Stay away diagnostic software, certain diagnostic from the airbags and the safety belts. procedures for the SRS may require the use of 6. If after reconnecting the battery, the the SRS Load Tool special tool along with the ignition does not turn on (indicator lamp appropriate Load Tool jumpers and adapters. in the instrument cluster does not illuminate), keep your head and arms as far away 2012 Audi A6 Sedan from the steering wheel and the installed 1. Never test airbag units with a test light, volt knee airbag as possible, so that they are not meter or ohm meter. near the airbags and the safety bets during 2. The pyrotechnic components may be the first attempt to start the ignition. checked only when they are installed 7. Before handling pyrotechnic components and with a Volkswagen-approved vehicle of the restraint system, for example, before diagnosis, testing and information system. disconnecting the electrical harness 3. When working on pyrotechnic components connector, the technician must discharge and on the airbag control module J234, the static electricity. Touching grounded battery ground cable must be disconnected, metal parts, for example, touching the with the ignition switched ON. Then cover door striker, will discharge the static the negative terminal. electricity.

Example of a new front passenger airbag. Never store a non-deployed airbag assembly face-down. If accidentally deployed, it will violently fly off with the risk of damage to nearby areas and/or injury.

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Note the warning tag on this airbag. â€œThis assembly contains an explosive initiator.â€? Theyâ€™re not kidding around. Airbag deployment is violent.

Note the gold-plated airbag initiator connector pins. The use of a precious metal ensures a reliable connection that is less prone to corrosion.

General airbag handling

on a bench or other surface, be sure to place the module with the deployment surface facing upwards, not facing the bench or floor surface. If the module accidentally deploys,

When carrying a live (un-deployed) airbag module, point the deployment surface AWAY from your body. When storing the module

Circle 120 on Reader Service Card

54 | ASP October 2017

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Photo courtesy of Lexus

Technical

Mocked-up photo example of a full SRS system including front and side airbags deployed.

serious injury can result if the deployment surface faces the body. If stored face-down on a surface and deployment occurs, the module will fly upwards with significant force. Treat every airbag module as you would a loaded or unloaded firearm. Even if you have removed battery power and have provided the recommended power-down discharge time for the module, do not assume that it is â€œunloaded.â€? Always handle carefully and

always keep the deployment surface aimed in a safe direction. Whenever servicing an SRS module, only the trained technician who is performing the service should be inside the vehicle. Whenever performing service inside the vehicle that contains airbag modules, always wear eye protection, a long-sleeve shirt or jacket, and protective work gloves. Ear protection is also highly recommended. Protection

Warn your customers against attaching anything to an airbag cover (such as a cell phone holder, decorative objects, etc.). If the airbag deploys, objects can become dangerous projectiles.

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Hereâ€™s an example of a deployed passenger side airbag. These explode with the same force and sound as a steering wheel airbag.

against potential burns, hearing damage and vision damage is critical. Minimize the extent of exposed skin on the body. Carefully inspect all seat belts, buckles, mounting hardware, retractors, tether straps and anchors for proper installation, operation or damage. Replace any seat belt that is cut,

frayed or torn. Straighten-out any belt that is twisted. Never attempt to repair a seat belt or child restraint component. If damaged, always replace any system components with new OEM parts. If dealing with an ignited restraint system pyrotechnic component, wash your hands after touching/handling. Pyrotechnic components that have fallen onto a hard surface or show signs of damage must not be installed to the vehicle. New pyrotechnic components should be installed immediately upon removal of shipping packages or returned to the shipping package until you are ready for installation. The cost of replacing airbags can vary depending on the number of bags, the make and model and if related items require replacement, such as the SRS ECU, sensors, steering wheel, windshield, etc. Costs to the customer or insurance agency including parts and labor can easily range from $1,000 to well over $6,000, which is a factor in determining if the vehicle is worth repairing or is considered a total loss. â–

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Lift overview They’re more than just a riser with muscle Vehicle lifts are critically important pieces of shop equipment and deserve to be addressed on a routine basis. There are many aspects that need to be examined so that you make the best buying decision when it’s time to add a new lift to your service bays. The lift’s function and design have a direct impact on your profitability and capability. By Mike Mavrigian

loaded commercial box truck will enter the shop, where weight might be in the 12,000 he decision-making process involved or 14,000 pound range. If your lift is not in purchasing a new lift involves a rated with a high-enough capacity for a given number of factors in order to suit your vehicle, NEVER attempt to place that vehicle specific needs: on that lift. You’ll need to carefully make the decision • Types, lengths and weights of vehicles to be with regard to being able to handle these serviced heavier loads and the lift that you choose. • Available floor space Turning away perhaps three or four jobs per • Lift contact at tires or at frame year because your lift won’t handle a certain • Lift height requirement load is one thing, but being forced to turn • Access to under-carriage away a dozen or more jobs per year is a differ• Weight capacity ent matter. • Availability of optional add-ons You really need to think about the lift capac• Lifting/lowering speed ity that will handle the vast majority of your • Warranty potential jobs and buy the appropriate lift. • Lift ergonomics Of course, if your shop has the available floor space, one or more 10,000 lb.-rated lifts It should go without saying that you should to cover your routine jobs and one heavy-duty only consider lifts made by established and lift to handle the big jobs would be ideal. reputable manufacturers, featuring quality If you’re dealing with heavy and long appliconstruction. With that said, one of the cations such as buses and tractors (possibly primary considerations involves lifting capac- with trailer), long parallelogram or mobile ity. Each style and model of any given lift column lifts are available to meet those needs. carries a maximum weight rating. An advantage of mobile column lifts is that The rule of thumb: If in doubt, always go each lift tower can be moved to both required with a higher weight rating. While your shop’s floor locations and to critical lift points on the “normal” service work may involve vehicles vehicle, using as many individual columns as with a maximum weight of, say, 8,000 pounds, needed for a given task. there may be instances where a heavily For the majority of shops that cater to

58 | ASP October 2017

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Photo courtesy of Rotary Lift

automotive and light-duty trucks, one or more two-post lifts and at least one four-post lift is usually adequate, especially if the four-post lift can accommodate both general service and alignment tasks. Again, if floor space is available, consider additional lifts that can be used to augment fixed-location lifts, to handle small jobs and/or overflow jobs, such as low-/mediumrise lifts that offer lifting heights ideal for performing brake or suspension work on passenger cars and light-duty trucks, and that can be moved to various locations as needed.

trucks. While price is always a consideration, stick with well-established brands and avoid inferior imitations that may not feature the required quality of steel and/or design and manufacturing quality. Considering the ever-expanding “globalization” of offerings, always bear in mind that the lowest price does not often go hand-inhand with quality and reliability. If the price seems too good to be true, a red flag should pop up. The old saying still holds true — you get what you pay for. The bottom line: Stick with an established brand that has proven quality, and then worry about cutting the best financing deal. Saving a few hundred, or even a few thousand, dollars isn’t worth risking your technicians’ lives or your shop’s reputation. One lift failure is all it takes to have a bad day. At the least, you risk damage to the customer’s vehicle. Even more threatening is the possibility for worker injury. The worst case scenario could involve the loss of life. Bite the bullet and spend what it takes to buy quality. Quality is foremost. Remember: There’s a difference between price and cost. Price is what you pay to obtain Rotary’s twin-post in-ground lift features a floor-mounted control station the lift. Cost is deterwhich can be located in a spot deemed appropriate as needed. mined in the benefits of safety, durability Safety vs. price and ease and speed of use. A lift that is slow Regardless of the style of lift, safety is to operate costs valuable time. A lift that always the number one priority. The lift must obstructs under-body access wastes time. All be capable of handling the weight, and the things considered, the price factor is simply distribution of weight for the anticipated not important. vehicles. The weight rating is of obvious Any lift that you buy should feature a gold importance, as is the stability of the lift when label from the Automotive Lift Institute that fully loaded, especially when you consider says “ALI Certified/ETL Listed.” If not, the the excess rear weight of commercial box lift is not certified to meet U.S. lift industry 59 | ASP October 2017

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standards and should be avoided. Also, if the brand of lift is listed only on the internet, that should raise a red flag, as it’s likely an inferior model, and parts and service support are likely non-existent. In short, all lifts are not created equal. Beyond the elements of quality and lifting capacity, each lift must be selected based on the specific tasks that can be performed, shop layout and user preferences. Lifts are like clothing — you need the correct size and type. You wouldn’t wear a tuxedo when you’re rock climbing or fishing, and you wouldn’t wear a heavy winter coat on a hot summer day. One lift may not suit all applications. Here we examine types of lifts.

Two-post

In-ground

Four-post

In-ground lifts (single or two-post) offer a minimal floor footprint, but obviously require floor and ground boring for installation, making them somewhat permanent in terms of placement, as opposed to surface-mounted lifts which can be relocated if needed. Variations of lift points are available including multi-stage lift arms (in terms of arm length adjustment) and pad adapters.

Four-post lifts provide added stability and drive-on ramp vehicle placement ease. Depending on the make and model, cross

Photo courtesy of Rotary Lift

Twin-post lifts require a smaller shop floor footprint as opposed to four-post lifts and are available with symmetric or asymmetric lift arms. Depending on the make and model, driveon ramp and/or body lift pad options may be added for greater service flexibility. The two-post lift is the most popular for most shop environments. Due to vehicle length and weight distribution, paying attention to the correct lift points of the vehicle is critical. ALI offers a handy reference publication that provides the correct lift points for all popular cars and light trucks. This brochure should be attached to each lift for easy operator reference.

Photo courtesy of Challenger Lifts

Photo courtesy Challenger Lifts

Four-post lifts provide added stability but require a larger shop floor footprint.

Twin-post lifts are available in a variety of load ratings and height configurations.

Many four-post lifts can be outfitted with optional cross-members and hydraulic jacks to accommodate suspension unloading.

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Photo courtesy of Rotary Lift

Photo courtesy of Challenger Lifts

beams with hydraulic jacks may be added for unloading suspensions and/or adding wheel alignment options. Four-post lifts also allow two-vehicle storage when needed, with one raised and one parked on the shop floor underneath the raised (and locked) arms.

Photo courtesy Challenger Lifts

Low and mid-rise lifts require minimal floor space and can be moved to various locations.

Four-post lift systems for heavy-duty applications are offered by a number of lift manufacturers to handle extreme weight applications.

Low/mid-rise In order to augment your fixed-location lifts, consider a low/mid-rise lift, which is designed to raise a vehicle two to four feet

Challengerâ€™s SRM10 is an example of a versatile low/mid-rise lift. This style is an ideal augment to your shopâ€™s dedicated-location lifts.

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above the floor. These generally feature pad lifting surfaces that contact the frame/belly of the vehicle. This type of lift is convenient for services such as brake or suspension work when all stationary lifts are in service. These

low/mid-rise lifts may be movable with accessory wheels to place the lift in a convenient/ available shop floor area.

Scissor

Photo courtesy of Rotary Lift

The scissor style of lift eliminates the need for columns and can be fitted with either body/frame pad contacts or drive-on ramps. Rise heights vary depending on the model. Generally this style of lift features body/frame contacts and allow adequate rise for brake and suspension service. This style of lift can be dedicated to a location or moved when necessary.

Mobile column Above-ground mobile column lifts provide both high load ratings and flexibility, since individual columns can be located where needed when handling heavy and long commercial vehicles. Depending on the vehicle length and mass, columns may be placed in Versatile scissor lifts may be placed in a dedicated groups of four, six or more as needed, with area of your shop or relocated as needs arise, providing no-post lifting capability ideally suited all columns controlled by a single operator for brake and suspension work. control location.

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Photo courtesy of Stertil-Koni USA

Photo courtesy of Atlas Automotive Equipment

Technical

Mobile columns are available that are easy to move, store and position in the shop as needed, freeing-up floor space when not in use.

Mobile columns may be moved and positioned on a per-vehicle-application basis, making them idea for extreme heavy-duty applications.

Parallelogram and y-lifts

and with lengths up to about 48 feet. Depending on brand and model, these lifts may be surface mounted or flush-mounted allowing the lift to be level with the shop floor when not in use. Each side of the lift features multiple raising arms that cantilever-unfold and fold as the lift is raised or lowered. With no

Parallelogram and Y-lifts are essentially the same design, with Y-lifts rated at about up to 12,000 lbs. and parallelograms intended for heavy duty and high-capacity applications. Heavy-duty parallelogram lifts are available with capacities up to about 100,000 pounds

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cross-members in the way, full under-vehicle access is maintained.

Photo courtesy of Rotary Lift

AAP SEM EX #3 81 A# 401 15

The industry offers parallelogram-type lifts for automotive and heavy-duty applications. This Y-lift from Rotary is a parallelogram-style lift rated for weight capacities up to 12,000 lbs.

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Photo courtesy of Mohawk Lifts

Lighten up your inventory

For those shops that happen to also service motorcycles, bike-specific lifts are an absolute necessity. Generally of the scissor type, motorcycle lifts provide a roll-on vehicle placement and a rise height that is ideal for bike service.

Cool add-ons A host of handy optional equipment is available for users of two-post above-ground lifts, making this lift style more versatile and user-friendly, while increasing the safety factor. These add-ons allow you to easily tailor or customize your two-post lifts to accommodate specific requirements. Listed here are a few to whet your appetite.

64 | ASP October 2017

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O’Reilly Auto Parts

119

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O’Reilly Auto Parts

IBC

129

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Omnicraft Auto Parts

IFC-3

Philips Automotive Lighting

124

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Schaeffler Group

108

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Schrader Performance Sensors

126

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SKF USA Inc.

101

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SKF USA Inc.

38-39

113

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Standard Motor Products Inc.

112

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Tracer Products

115

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VDO OE Replacement Parts

106

www.aspquiklink.com/15106

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Quik-Link

Technical Green for go Whenever servicing a vehicle on a two- or four-post lift, the vehicle should be raised slightly above working position, then lowered onto its mechanical locks. This is standard practice and provides a critical measure of safety, in case the hydraulic system fails. Unfortunately, some technicians tend to ignore this procedure, especially when they’re in a rush. Adding an alert in the form of a bright light lets the tech (as well as the shop

manager) know that the lift arms are indeed resting on the locks. Rotary offers its LockLight, which can be mounted to any two- or four-post lift. Measuring about 4 inches square, it’s connected to the lift’s hydraulic system. As soon as the arms rest of the locks and hydraulic pressure is relieved, the bright green light illuminates, verifying that the locks are engaged. It’s a great safety feature. Co-workers or the shop manager can easily spot this from across even the largest shop. Every post lift should be equipped with one of these lights.

Rotary Lift’s LockLight is connected to the lift’s hydraulic system. As soon as the lift is placed on its locks, the light illuminates a bright green to verify that the lift is secured on its locks. Two versions are available: FA834 for 100 volt and FA835 for 220 volt. They can be mounted to any two- or four-post lift and are a great safety feature.

Fitting the correct lifting pad post height to suit a specific vehicle is straightforward, but it eats up time. ScrewOptional type arms screw posts stands provide allow easy contact frame point height contact adjustment adjustment without quickly and the need to conveniently swap post without heights. the need to experiment with swapping out different height posts. Photo courtesy of Mohawk Lifts

Photo courtesy of Rotary Lift

Screw posts

Photo courtesy of Rotary Lift

Lift by the tires

This example clearly illustrates the advantage of adding lock lights. At a quick glance, a technician or shop manager can verify that the arms have been placed on resting blocks.

There are instances where you simply want to keep the suspension loaded, or when you prefer not to make contact with the frame. Optional wheel adapters attach to the arms of a two-post lift and simply slide into position under each tire. This allows full access to the undercarriage and eliminates any contact or clearance concerns at areas such as brake lines, fuel lines, etc. These adapters also make contact adjustment easy, with no need to kneel on the floor to adjust the arms and posts. Unless you need to perform brake or suspension work with the suspension unloaded, these adapters offer ease and speed. An alternative to consider when you want to speed things up on a two-post lift is a set of optional drive-on ramps that attach to the

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Technical

lift arms. Simply drive onto the ramps, place support pads between the ramp pads and frame at the appropriate spots, and raise. This option makes it faster and easier for a single technician to place the vehicle on the lift.

Challenger Lifts challengerlifts.com (800) 648-5438 Types of lifts: (automotive and heavy-duty) two-post, four-post, short/medium rise, inground, double-scissor, mobile column lifts

Lift buying guidelines For a comprehensive guideline for lift purchase decisions, ALI offers a wealth of information, available as a download from its site. Go to http: www.autolift.org/news/ guidelines-buying-lift-provides-best-value/.

LIFT MANUFACTURERS Atlas Automotive Equipment atlasautoequipment.com (866) 898-2604 Types of lifts: two-post, four-post, alignment, specialty, motorcycle, mid-rise, scissor and mobile columns

Forward Lift forwardlift.com (800) 423-1722 Types of lifts: (automotive and heavy duty) two-post, four-post, low/medium rise, scissor, mobile column, motorcycle lifts Hunter Engineering hunter.com (314) 731-0000 Types of lifts: (automotive and heavy-duty) scissor, four-post/four-post alignment, pit racks John Bean johnbean.com (800) 362-4618 Types of lifts: (automotive and heavy-duty) scissor, two-post, four-post alignment racks, mobile columns Mohawk Lifts mohawklifts.com (800) 833-2006 Type of lifts: (automotive and heavy-duty) turf maintenance, car storage, scissor, parallelogram truck lifts, mobile column, two-post, four-post Rotary Lift rotarylift.com (800) 445-5438 Types of lifts: (automotive and heavy-duty) two-post, in-ground, four-post, scissor, lowrise, Y-lifts Stertil-Koni USA stertil-koni.com (800) 336-6637 Types of lifts: (specializing in heavy-duty applications) two-post automotive, heavyduty mobile column, heavy-duty in-ground, heavy-duty four-post, heavy-duty platform, heavy-duty scissor â–

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Products VDO window lift assemblies are ready to install VDO OE-quality power window lift assemblies from Continental Commercial Vehicles & Aftermarket come complete with motor and regulator. They are ready to use out of the box for fast, hassle-free installation. The VDO power window lift assemblies feature superior components including long life motors, gears and housings for long service life. The product line offers wide coverage for imports and domestics. CONTINENTAL COMMERCIAL VEHICLES & AFTERMARKET Circle 140 on Reader Service Card www.aspquiklink.com/15140

New Steelman sockets are for damaged or distorted caps JS Products has introduced three Steelman â€œhalf sizeâ€? impact flip sockets for damaged or distorted wheel nut caps. The three part numbers are 1/2-inch drive impact flip style for use with extended anvil impact wrenches or with an impact extension. The new half-size impact flip sockets also featuring a thin wall design and are covered by the Steelman lifetime warranty. JS PRODUCTS INC. Circle 141 on Reader Service Card www.aspquiklink.com/15141

IPA offers portable fuel transfer and filtration Innovative Products of America has introduced the Pneumatic Fuel Tank Sweeper, a portable unit for servicing construction, agriculture, rental equipment and power systems. The company says the Pneumatic Fuel Tank Sweeper is a complete turnkey system for removing debris, impurities and water from contaminated diesel fuel, fuel oil and kerosene. The Pneumatic Fuel Tank Sweeper

incorporates a spill-free, drain-down design with custom accessories such as a flow-through brush. The unit can be used to bulk transfer (up to 26 gpm) or filter/polish diesel fuel, fuel oil and kerosene on fleet trucks, off-road equipment and stationary holding tanks. INNOVATIVE PRODUCTS OF AMERICA INC. Circle 142 on Reader Service Card www.aspquiklink.com/15142

Rotary Lift adds mobile remotecontrol lift Rotary Lift has added a wireless, remote-controlled mobile lift column with a rated lifting capacity of 14,000 lbs. to its product line. The new Mach 14 Flex powered by RedFire lift is available in configurations of two, four, six or eight columns, providing a lifting capacity of 28,000 lbs. per axle and up to 112,000 lbs. total. The company says it can be used to lift most medium-duty and heavy-duty vehicles. Using the remote, technicians can control the synchronized mobile columns from anywhere in the service bay. ROTARY LIFT Circle 143 on Reader Service Card www.aspquiklink.com/15143

Clore adds 12-volt jump starter to Booster Pac line Clore Automotive has added the ES580 12 volt jump starter and power supply to its Booster Pac brand product line. Clore says the ES580 is an ideal shop tool, combining robust jump starting power with numerous features that deliver utility and convenience, including preheat capability for improved performance in extreme cold temperatures, USB outlets to power small electronics, 12 volt power supply capability and a high intensity LED work light. With 700 peak amps and 330 start assist amps of starting power, the ES580 can tackle a wide variety of starting tasks. CLORE AUTOMOTIVE INC. Circle 144 on Reader Service Card www.aspquiklink.com/15144

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Products S.U.R.&R. has new thread gauge kit S.U.R.&R. has released a thread gauge kit designed to read thread sizes in seconds, on or off the vehicle. The company says the kit will measure 16 male and female thread sizes; metric and imperial. The components are heavy-duty, featuring pre-hardened 4140 steel construction. S.U.R.&R. is a division of Husky Corp. based in Pacific, Mo. S.U.R.&R. Circle 145 on Reader Service Card www.aspquiklink.com/15145

Thermostat housings offer broad market coverage Stant’s integrated thermostat housings are designed to cover 98% of vehicles in operation. The company says each of its integrated thermostat housings feature a premium quality Stant thermostat. The thermostats are integrated directly into the housing assembly to simplify installation. The special valve and dual thermostat assemblies are designed to provide more accurate control in coolant temperatures. Units are tested up to 30,000 cycles. Housings are checked to ensure proper mounting and no leaking over duration. The units are functionality-tested to ensure proper opening and closing per OEM specifications. STANT CORP. Circle 146 on Reader Service Card www.aspquiklink.com/15146

Mahle has new TechPro Kit for commercial vehicles Mahle Service Solutions’ new TechPro Diagnostic Systems VDS Combo Kit includes components to diagnose and repair both light and commercial vehicles. Mahle says the new kit is ideal for mixed fleets and municipalities that service a variety of vehicle sizes. The VDS1000HD provides more than 54,000 heavy-

and medium-duty fault codes with detailed OEMlevel component and trailer descriptions. Mahle says the TechPro VDS1000HD automatically detects all the components that are custom installed in a commercial vehicle. The VCI1000HD adapter is fully RP1210c and J1939 type 2 compliant. MAHLE SERVICE SOLUTIONS Circle 147 on Reader Service Card www.aspquiklink.com/15147

Lumileds offers upgrade for Philips fog lamps Philips X-tremeVision LED (light emitting diode) fog lamps from Lumileds are designed as an easy plugand-play replacement for the H8, H11 and H16 halogen fog bulb applications found on popular late-model vehicles from Buick, Cadillac, Chevrolet, Chrysler, Dodge, Ford, GMC, Jeep and Lincoln. Lumileds says the Philips LED fog lamp delivers a bright, white 6,000K light that matches perfectly with the color of Xenon and LED headlights and Philips CrystalVision ultra upgrade headlight bulbs. Features include a patented “SafeBeam” technology that eliminates glare to other drivers. LUMILEDS LLC Circle 148 on Reader Service Card www.aspquiklink.com/15148

Lisle has new master harmonic balancer puller set The new master harmonic balancer puller set from Lisle is designed to remove most automotive harmonic balancers. The kit (No. 54810) includes a standard harmonic balancer puller, pulling screws, adapters for 3300 and 3800 GM V6 engines, and a harmonic damper pulley puller for Chrysler, GM, Mitsubishi and Dodge. The kit contains interchangeable puller jaws for 3.6L Chevorlet Camaro and Dodge 5.7L Hemi. The Hemi set can be bought in separate packs. LISLE CORP. Circle 149 on Reader Service Card www.aspquiklink.com/15149

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Products Delphi adds DPF maintenance series Delphi Product & Service Solutions has added a heavy-duty diesel particulate filter (DPF) tester to its line of Hartridge Test Equipment products. The company says the DPF300 Master Series is an essential tool for extending diesel particulate filter life. It uses proven patented technology to help remove all soot and ash to restore the function of clogged DPFs as well as return back pressure to its original specifications. The typical cleaning time takes about 15 to 45 minutes. DELPHI PRODUCT & SERVICE SOLUTIONS Circle 150 on Reader Service Card www.aspquiklink.com/15150

Tracer Products has A/C leak detection kit for hybrids The Tracerline TP-9812 Hybrid Vehicle A/C Dye Injection Kit from Tracer Products features cartridges designed for use with all hybrid vehicle air conditioning systems. The company says the kit’s Mini-EZ Dye Car tridges have unique additives blended specifically for hybrid A/C systems. They are individually wrapped in a moisture-resistant foil pouch with desiccant bag. The injection kit easily overcomes system pressure and allows dye to be injected with the system off or running. TRACER PRODUCTS Circle 151 on Reader Service Card www.aspquiklink.com/15151

3M has new brake cleaner 3M’s new High Power Brake Cleaner is designed w ith an ultr a powerful cleaner to effectively remove oil and other contaminants. The company says 3M High Power Brake Cleaner enables technicians to spray away oil and containments at a substantially faster rate,

while using significantly less product per job. The technology removes oil up to two times faster than the previous 3M formulation of equivalent VOC (volatile organic compounds) level. To use the 3M High Power Brake Cleaner, spray the product onto the brake drum, starting at the top, and watch as oil, grease and other contaminants wash away. 3M Circle 152 on Reader Service Card www.aspquiklink.com/15152

Permatex’s new parts cleaner and degreaser has a biodegradable formula The latest parts cleaner and degreaser from Permatex features an advanced biodegradable formulation designed to eliminate the need for petroleum solvents, abrasives or acids. Permatex says its new Industrial Strength Cleaner & Degreaser incorporates innovative carbon-cutting technology that completely removes tough carbon, oil and grease without the need for petroleum solvents, abrasives or acids. Key applications include engines, transmissions, machinery, tools and garage floors and walls. PERMATEX Circle 153 on Reader Service Card www.aspquiklink.com/15153

CRP Automotive adds three transmission fluid service kits CRP Automotive has developed three service kits designed to simplify transmission fluid service on Audi, BMW and Volkswagen vehicles. The kits feature two CRP Automotive brands: Pentosin and Rein Automotive. Pentosin ATF1 is a long-life fully synthetic high performance automatic transmission fluid designed for lifetime application in automatic gearboxes. The kits include Rein Automotive OEquality transmission fluid filters. CRP AUTOMOTIVE Circle 154 on Reader Service Card www.aspquiklink.com/15154

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Products New impact wrench for heavyvehicle tire service Chicago Pneumatic Tool’s new 1-inch lightweight impact wrench is designed to service mediumand heavy-duty trucks and tractor trailers, buses and coaches, and agricultural and road construction equipment. The short anvil (model CP7783) length weighs 18.5 lbs. and the 6-inch anvil (model CP7783-6) weighs 20.9 pounds. Features include an ergonomic D-handle with full teasing trigger and a rubber bumper protecting the tool. Both models provide 1,770 ft.-lbs. (2,400 N.m) of torque in reverse. CHICAGO PNEUMATIC TOOL CO. Circle 155 on Reader Service Card www.aspquiklink.com/15155

Gates releases portable crimper The new GC16XD Mini Crimper and pump from Gates is designed to combine the performance and speed of a powered pump with the convenience of a hand pump. The battery-operated pump has a sealed bladder reservoir that prevents contamination and allows the pump to operate in any position. Gates says technicians can make factoryquality assemblies quickly and easily in the most demanding locations anywhere using the pump combined with the new GC16XD Mini Crimper. GATES CORP. Circle 156 on Reader Service Card www.aspquiklink.com/15156

DuraFit DPFs and DOCs are certified DuraFit brand replacement diesel particulate filters (DPFs) and diesel oxidation catalysts (DOCs) are EPAcertified, exact-fit, original-equipment-manufacturer equivalent replacements for heavy-duty diesel applications. AP Emissions Technologies says DuraFit brand

replacement DPFs and DOCs provide an economic advantage over new OES DPFs because they are newly manufactured and offered at competitive aftermarket pricing. DuraFit DPFs and DOCs offer a superior alternative to “cleaned” units, which tend to deliver reduced performance and have a finite substrate life. AP EMISSIONS TECHNOLOGIES Circle 157 on Reader Service Card www.aspquiklink.com/15157

Innova unveils CarScan Pro line Innova Electronics has added the CarScan Pro line to its portfolio of on-board diagnostic (OBD) tools. The line includes the entry-level 5023 CarScan Code Reader, the 5100 CarScan ABS/SRS, and the fully featured 5160 CarScan Pro. Each of the Innova CarScan tools includes access to RepairSolutions Pro through a free one- to 12-month trial subscription. The higher-end 5100 and 5160 tools also include Bluetooth connectivity to conveniently communicate with the RepairSolutions Pro mobile app (iOS and Android). INNOVA ELECTRONICS CORP. Circle 158 on Reader Service Card www.aspquiklink.com/15158

Aluminum OTC jacks and stands OTC, Bosch Automotive Service Solutions, has released lightweight aluminum OTC stands, jacks and jack packs. The company says the new stands, jacks and jack packs are constructed with durable, lightweight aircraft-grade aluminum to provide durability and long service life. The new jacks and stands meet updated ASME PALD safety standards for portable automotive lifting devices. The stands offer stability and holding heights from 9.5 inches up to more than 15 inches. The service jacks feature a quick-lift design to get vehicles up faster with fewer pumps. OTC Circle 159 on Reader Service Card www.aspquiklink.com/15159

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Products Ford has new line of Motorcraft loaded struts Ford Motor Co. has introduced Motorcraft loaded struts designed to offer fast, easy installation and a low competitive price to the marketplace. They are made with 98% original equipment components. The company says that with the spring already in place, theyâ€™re easy to install while providing OE-level quality, fit and performance. In addition, the struts are the only OE-spec loaded struts available for Ford and Lincoln vehicles. FORD MOTOR CO.

Spectro Scientific offers MicroLab oil analyzer Spectro Scientificâ€™s MicroLab oil analyzer is designed to provide a comprehensive diagnosis of the condition of the oil, the engine and the transmission of a vehicle in less than 15 minutes. The company says MicroLab integrates three laboratory instruments in a single package to measure key properties for oil chemistry, viscosity and concentration of wear metals and sources of contamination in engine and transmission oils. The oil analyzer is designed so that any service technician can run the test and interpret the results. SPECTRO SCIENTIFIC INC. Circle 160 on Reader Service Card www.aspquiklink.com/15160

Centric Parts has new police vehicle brake pads Centric Parts has released Tactical Police Duty Brake Pads by StopTech with proprietary Mu500 Chemically Enhanced Friction Performance and Silent On Arrival noise abatement technology. The brake pads are specially engineered to provide superior and silent braking performance under the most extreme driving conditions experienced by officers in pursuit and patrol situations. The brake pads are avail-

able for all current police pursuit/patrol vehicles: Chevrolet Caprice, Impala and Tahoe; Dodge Charger; Ford Crown Victoria, Police Interceptor (Explorer) and Police Interceptor Sedan (Taurus). CENTRIC PARTS Circle 161 on Reader Service Card www.aspquiklink.com/15161

New GearWrench impact universal joints have pinless socket design Apex Tool Group has added X-Core pinless impact universal joints to its GearWrench product line. The company says the exclusive X-Core pinless four-lug ball-andsocket design provides increased durability, speed and strength, allowing technicians to quickly remove stubborn fasteners, even in the most cramped spaces. The design provides smoother operation for longer life and allows a 30-degree off-center operating angle for superior access in tight spots. They are available individually or in a 3-piece set. APEX TOOL GROUP LLC Circle 162 on Reader Service Card www.aspquiklink.com/15162

New five-gas analyzer monitors performance The new portable F5000-5GAS exhaust analyzer from E Instruments International is designed to monitor the performance of fuel additives and engine catalysts. The gas analyzer features high accuracy NDIR (non-dispersive infrared) sensors to monitor CO, CO2 and HC gases. Electrochemical sensors measure O2 and NO/NOx gases. The analyzer provides lambda and AFR calculations. The F5000 includes real-time data-logging PC software with Bluetooth connectivity; rechargeable, long life battery; 12-inch probe with S-type fitting and exhaust clamp; optional flexible probe tip; and optional wireless Bluetooth printer. E INSTRUMENTS INTERNATIONAL LLC Circle 163 on Reader Service Card www.aspquiklink.com/15163

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Products Robinair services duo A/C voltage systems The new Robinair AC1234-4 for R-1234yf systems is designed for both standard and high-voltage A/C systems. Technicians can program the AC1234-4 for service and return when complete. Features include an automatic internal tank refill and an automatic oil drain to show the amount of oil removed during service. An automatic air purge removes any air accumulated in the internal tank while programmable vacuum operation quickly reaches the necessary vacuum level in nearly any condition. An integrated identifier samples refrigerant prior to recovery.

brand also adds 87 sensors including 53 ABS speed sensors and 11 vehicle speed sensors. The release includes 25 transmission control solenoids, 17 fuel vapor leak detection pumps, and eight variable valve timing (VVT) components. STANDARD MOTOR PRODUCTS INC. Circle 166 on Reader Service Card www.aspquiklink.com/15166

Stertil-Koni offers differential adapter for telescopic piston lift

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Bartec offers all-in-one tire tool The Tech200Pro from Bartec USA is an all-in-one stand-alone tire inspection tool that features tread depth measuring, tire pressure measuring and TPMS sensor testing in a single, easy-to-operate tool. The simple tool layout makes collecting this information seamless, and the wireless Bluetooth allows the data to be sent to a tablet, PC or workstation. BARTEC USA LLC Circle 165 on Reader Service Card www.aspquiklink.com/15165

SMP adds 332 BWD part numbers Standard Motor Products (SMP) has added 332 part numbers to its BWD engine management line. The release spans 60 product categories and expands coverage through the 2017 model year by an additional 184 million vehicles in operation (VIO). The release adds 157 switches, including 25 cruise control switches, to increase total switch coverage by 42 million VIO. The

Stertil-Koni USA has introduced a differential adapter specifically engineered to safely and easily lift vehicles by the rear differential using the company’s high pressure telescopic piston lift, the DiamondLift. The accessory is ideal for lifting and servicing pickup trucks as well as smaller school buses, with a maximum axle weight of 10,000 lbs. The new adapter provides technicians with complete access to the undercarriage. STERTIL-KONI USA Circle 167 on Reader Service Card www.aspquiklink.com/15167

Meyle expands line of sensors Meyle AG has expanded its range of Meyle Original brand exhaust temperature sensors to cover 150 applications. The large number of intake openings means the sensors ensure precise temperature readings and swift data processing. The high-temperature sensor has an operating range between -40°C and +1,200°C. The heat protection hose with interior coating ensures maximum insulation and protection against thermal and mechanical overload. The result is optimized temperature control leading to reduced pollutant emission and improved fuel efficiency. MEYLE AG Circle 168 on Reader Service Card www.aspquiklink.com/15168

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