Auto Service Professional - July/August 2013

July/August | 2013 | Vol. 3, No. 4

In this issue:

MODULE DIAGNOSTICS LS CAM SERVICE ALL ABOUT FILTERS

Circle 101 on Reader Service Card

July/August J l /A | 2013 | V Vol.l 3 3, N No. 4

The Technicals

Catalytic converter diagnosis Page 14 | Converter ‘failure’ is often caused by upstream or damage issues

PCM module diagnostics P 224 | How can I know if it’s really the module?

Changing a camshaft in the GM LS engine Page 34 | The LS is a different animal compared to the earlier small block Chevy

Clearing the air about flters C P Page 50 | The ins and outs of the components that kkeep vehicles running clean Departments Straight Talk Some people shouldn’t own a car | Page 6

Technical Service Bulletins New Ford, Honda TSBs | Page 66 Quik-Link Your connection to free information | Page 68

Tech Tips Causes for repeat failures of fuel pumps | Page 32 Tool Review OTC DEF refractometer | Page 60

The Toy Chest New and innovative equipment for your tool chest and shop | Page 71

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Circle 102 on Reader Service Card

Some people shouldn’t own cars Mike Mavrigian | Editor

W

e’ve all dealt with these types of customers from time to time. You know, the folks who amaze you with their vehicle ignorance. But since you’re a polite pro and don’t want to alienate anyone, you say nothing, just grin and bear it. (And then try to educate them.)

Here are a just a few encounters that come to mind, experienced either by myself or an acquaintance who runs a shop.

(First of all, we all know that one thing has nothing to do with the other. In addition, you take the car for a test drive and she rides smooth as silk.)

“I’ve been sitting for over a half hour in your waiting room. The coffee stinks, your magazines are old and there’s nothing of interest on your TV. Why in the world does it take so long to change a simple belt?”

(The job at hand involved replacing a timing belt on a cramped-engine-bay in a PT Cruiser.)

“The last time I was here you told me to check my tire pressure regularly. I followed your

“My dog keeps jumping up on my hood and scratching the paint. Do you have anything to prevent that?”

(You’d love to tell her to position an angry skunk on the cowl, but you’re polite.)

“My uncle could replace those fuel injectors and fgure out why the battery dies all the time in an hour, and he wouldn’t charge me. I saw him change a carburetor on his truck once.”

(On the inside, you tell her to take her piece of junk to her uncle and never darken your doorway again. On the outside, you politely explain that your skilled technicians should complete the job in about another hour, barring any other problems that they fnd during the diagnosis. Let’s pull the car into the shop now, miss.)

advice, and now the car rides kind of hard.

It feels thumpy when I hit bumps.”

(You check pressure only to fnd that he pumped up all of the tires to the MAX rating.

When you ask why he infated all of the tires to 46 psi instead of the 34 psi that you recommended, he tells you that he assumed that anything that says “max” would be better. Grrr.)

“Ever since you did the oil change on my Kia Soul, the car rides really rough. I feel like I’m driving a truck.”

“I think there’s something wrong with my car. It’s hard for me to keep it steering where I want to go. I’m so afraid that

6 | July/August 2013

Circle 103 on Reader Service Card

there’s something seriously wrong and it’s going to be expensive.”

(You wipe the French fry grease from the steering wheel with a towel soaked with Dawn and water, rinse and dry, and tell her to have a nice day. “No charge, ma’am.”)

“My car keeps leaking oil, and I’m tired of checking the dipstick. So until I could bring the car to you, I played it safe and poured in a whole 10 quarts, which I fgured would

be plenty to get me by until I came here.

Oh, by the way, now the car makes strange sounds, too, and it’s getting worse.”

(Can you say rod and main bearings?)

“I just bought a 1964 Ford Fairlane, all restored. Great paint job. Thought it would be great to have a car to drive to car shows, like some of my buddies. But it rides lousy, the steering feels loose and the brakes are terrible.

My new BMW rides so much nicer than this.”

(Hey, pal, it’s not a new BMW. It’s a 49-year-old Ford. You need to collect stamps instead of cars.)

“My dad keeps telling me that I don’t know how to drive a stick. Boy, is he dumb. My car has a stick and I don’t have any problems at all.”

(Yep, the automatic trans in her car has a console-located straight shift lever with a ball on top.)

Editor’s note: I really wish I had made this up. ●

Circle 104 on Reader Service Card

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3515 Massillon Rd., Suite 350 Uniontown, OH 44685 (330) 899-2200, fax (330) 899-2209 Web site: www.autoserviceprofessional.com Editor: Mike Mavrigian Mike.Mavrigian@bobit.com Managing Editor: Lori L. Mavrigian Lori.Mavrigian@bobit.com Senior Editor: Bob Bissler Bob.Bissler@bobit.com Contributors: Bob Weber/Automotive Technical Writer Alex Portillo/Diagnostic & Driveability Specialist Bob Rodriguez/Hybrid & Alternative Fuel Specialist 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 Publisher: Greg Smith Greg.Smith@bobit.com Sales: Dan Thornton djtinc@gmail.com (734) 676-9135 Mobile (313) 410-0945 Michele Vargo Michele.Vargo@bobit.com (330) 899-2200, fax (330) 899-2209 John Dyal The Dyal Company John.Dyal@bobit.com (760) 451-5026, fax (760) 451-5039 Marianne Dyal The Dyal Company Marianne.Dyal@bobit.com (760) 451-9216 Customer/Subscription Service Tammy Katata, (800) 991-7702

Auto Service Professional is a Bobit Publication Executive offces: 3520 Challenger St. Torrance, CA 90503 Chairman: Edward J. Bobit CEO & President: Ty F. Bobit Chief Financial Offcer: Richard E. Johnson Vice President & COO: Cyndy Drummey

10 | July/August 2013

Readers offer solutions to tricky problems Hello, Mike, I read your ozone generator article in the May/June 2013 issue and agree with their effectiveness.

I’m a late model used car dealer (after 40 years selling GM and Chrysler) and I have been using ozone machines for 30-plus years. The worst case I’ve dealt with was a new Chevy Colorado a lady brought in.

She always takes her dog with her wherever she goes. Well, the dog tangled with a skunk, and before she realized what had happened she opened the rear door and the dog jumps in as usual!

Peeeeeew!

Our ozone machine got rid of the skunk odor.

I’d like to pass on a tip to you and others.

I put a trickle charger to the car battery (two amp), and turn on the A/C to recirculate, put the fan speed on high, while the ozone machine runs. This purifes the A/C duct work system, too.

I would also suggest replacing the cabin air flter, if so equipped.

Thanks for a great magazine!

Monty Hamilton, Owner Hamilton Auto Sales LLC Greenville, Ohio

Hi, Mike, Concerning the TSB recently posted on www.autoserviceprofessional.com about a Honda EVAP MIL, Honda reported 20062011 Civic models except Si and GX may exhibit an MIL with DTC P2422 (EVAP canister vent shut valve stuck closed malfunction). The probable cause involves spider webs clogging the EVAP canister vent tube. The corrective action requires replacement of the EVAP canister vent tube.

Down here in the South there’s a wasp called the mud dauber. These little things can build a nest as big as a baseball before you realize what they’re up to. They’re not at all claustrophobic.

Recently I grabbed my mechanic’s stethoscope to listen to an engine noise. Both sides of the stethoscope were inoperative.

I took the thing apart piece by piece looking for the reason why both sides wouldn’t work.

I fnally got to the “Y” pipe that joins the two ear tubes together. I found the bottom leg of the “Y” packed full of dry, hardened mud thanks to a mud dauber.

I couldn’t believe it. This is a distance of nearly two feet the wasp had to crawl with wet mud in its jaws through a tube about 1/8-inch in diameter. He then had to crawl out of the tube backwards the same two feet to get out. Unbelievable, to say the least.

If a spider can clog an EVAP hose, imagine what a mud dauber could clog up.

Don’t let your car sit in one place for very long if there are mud daubers nearby.

Allan Boggs, Owner Allan’s Auto Repair New Orleans. La.

Hi, Mike, Re: “Tricky Honda” TSB on your website.

You wrote that Honda reported engine knocking or ticking at idle, with the noise usually more noticeable when the engine is warm. Affected vehicles include 2008 Accord V6 with automatic transmission, 2008 Odyssey EX-L/Touring and 2009 Pilot 2DW and 4WD vehicles. The corrective action involves loosening and re-torquing the rocker shaft bridge bolts. (See page 67.)

I get a lot of questions about this problem and how to solve it from my Honda Accord forum members. This TSB will answer a lot of those questions. We all thank you.

Angelo A. Gillono, Owner The Wheel Broker Massillon, Ohio Be sure to check out our website for the latest TSBs, news, technical articles and products (see www.autoserviceprofessional.com).

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Catalytic converter diagnosis Converter ‘failure’ is often caused by upstream or damage issues Compiled by Mike Mavrigian

I

t is not uncommon for technicians to misdiagnose a driveability or emissions Editor’s note: Thanks to Charles Pantano issue by blaming the converter. In and Jack George of Eastern Catalytic for their many cases, it’s not the converter’s fault, assistance in providing this information to but rather one of the engine components our readers. upstream from the catalyst. Yes, a converter All art courtesy Eastern Catalytic

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can fail, but more often than not, the root cause might involve upstream components such as an O2 sensor, fuel injectors, spark plugs, EGR valve system, exhausts manifolds, vacuum hoses and MAF sensors.

Thermal failures: Although modern three-way converters (TWC) can withstand short exposures to 2,000 degrees Fahrenheit, engine exhaust conditions caused by failed or out of tolerance parts can push temperatures above the converter’s operating limit. Excessive rich fuel conditions and exhaust leaks ahead of the converter Engine running too hot. are prime examples. They result in higher than normal temperatures that can cause matting erosion and burn away or melt converter coatings. If temperatures are high enough, the ceramic substrate itself will melt and clog.

Contamination: If silicone products are used to seal any part of the exhaust system including the exhaust manifold and gaskets, O2 sensors, and exhaust tubing, you’ve got problems. At best, the highest rated silicone can only handle 700 degrees F, so when Engine oil entering exhaust. exposed to exhaust temperatures of 1,200 degrees F, it quickly burns and outgases, leaving a silicone coating on the O2 sensor or converter wash coating. The results include engine conditions that are out of operating range and reduced effciencies within the catalytic converter.

Coated or fouled: Anything that gets through the combustion chamber and reaches the face of the converter can reduce catalyst effciency. Liquids such as antifreeze from leaking manifolds and oil from head gasket failures top the list of troublemakers.

Engines in need of service and older engines that burn oil due to worn cylinder walls, stuck rings, and worn valve guides will produce by-products that can foul the converter.

Impact under vehicle crushing converter.

Common causes of failure Here are some illustrations of converter failures that should make you look

Exhaust temperatures too high.

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diagnosing and evaluating catalytic converter problems has to be at top of the list.

One of the most annoying problems is the persistent P0420 diagnostic code (Catalyst System Effciency Below Threshold (Bank 1), which not only shows its teeth when the catalytic converter is on the blink, but can also be generated by a variety of engine problems not directly related to the converter.

Incomplete combustion by-products.

elsewhere in the engine for the real cause of the problem.

Failures caused by these problems are not covered by the manufacturer’s warranty.

Chasing P0420 codes One of the most annoying challenges to emissions service has to be the persistent P0420 code. Although it typically points to a catalytic converter issue, it can just as easily be generated by a variety of engine problems not directly related to the converter.

Possible “non-converter related” P0420 causes: • Intake manifold leaks • Fuel injector leakage • Wrong spark plugs • Incorrect ignition timing • EGR problem • Oil or antifreeze entering exhaust • O2 sensor malfunction • Road damage to converter • RTV silicone contamination (re-use of improper volatile RTV) Avoid silicone and Tefon contamination.

In addition to incompatible RTV, siliconebased products or Tefon sealants can also generate a P0420 and should not be used on any part of the exhaust system. They cannot operate at high exhaust temperatures and will out-gas and damage the O2 sensors.

When it comes to service issues on today’s vehicles, the diffculty in correctly

An O2 sensor contaminated by Tefon tape.

Evidence of RTV on an exhaust manifold.

Possible P0420 code causes The following engine related problems are known to generate the P0420 code: • Intake manifold air leaks • Fuel injector problems (leaks) • Incorrect spark plugs • Ignition timing • EGR problem • Defective catalytic converter • Oil or antifreeze entering exhaust • O2 sensor not operating correctly • Road damage to converter • Silicone contamination

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Circle 105 on Reader Service Card

Most, if not all, catalytic converter failures are caused by a problem or malfunction somewhere in the emission system ahead of the converter. So, it’s very important to determine what actually caused the converter to fail, so that the problem can be repaired and a recurrence can be prevented.

Here are some troubleshooting suggestions: Method 1: Vacuum test Connect a vacuum gauge to the vacuum on the intake manifold, carburetor, or throttle body. Note the reading at idle.

Then raise and hold engine speed at 3,000 rpm. The needle will drop when you frst open the throttle, but should then rise and level off. If the vacuum reading starts to drop, pressure may be backing up in the exhaust system indicating a blockage somewhere in the exhaust system.

Method 2: Backpressure test Measure backpressure directly. If the vehicle’s engine has air injection, disconnect the check valve from the distribution manifold and connect a low pressure gauge.

Or, remove the oxygen sensor and take your reading at its port in the manifold or head

pipe. A reading of more than 1.25 psi at idle or more than 3 psi at 2,000 rpm tells you there’s an exhaust restriction.

Method 3: Temperature test In late model engines with fuel injection, the combustion is so effcient that the converter has little to process and the difference between the inlet and outlet temperatures may only be 50 degrees F at 2,500 rpm. This is a lot less than the old rule of thumb that says a good converter should show at least a 100 degrees F difference. At idle, the converter in many late-model vehicles may cool down so much that there’s almost no measurable difference between the front and back temperatures.

So checking exhaust temperatures front and back of the converter at idle and 2,500 rpm may not be an accurate way to determine if the converter is working or not.

Watch out for contamination Silicone-based products or Tefon sealants should not be used on any part of the exhaust system. They are not designed to operate at high exhaust temperatures and will outgas, causing damage to O2 sensors.

See page 20 for some examples of O2 sensor

Fuel trim graphic. A rich condition commands leaner. A lean condition commands richer.

18 | July/August 2013

contamination caused by the use of RTV silicone on exhaust manifold fanges and other components as well as Tefon-type sealants used on O2 sensors.

Fuel trim If you are trying to diagnose driveability issues but don’t have any trouble codes to chase, take a closer look at the engine’s fuel trim. When analyzed properly, it can be a valuable diagnostic tool, serving as a window to the heart of the fuel management system.

vehicle issues. That’s why fuel trims are so useful. They can provide an overall picture of what is causing the problem such as an intake manifold vacuum leak (positive fuel trim — lean) or a stuck open fuel injector (negative fuel trim — rich).

Short-term fuel trim

Short-term fuel trim (STFT1 and STFT2) is the computer’s immediate response to adjust the air/fuel ratio. In positive corrections, fuel is added to adjust for a lean condition, while negative corrections respond to a rich condition. STFT corrections represent Understanding fuel trim the current engine run cycle and react very A vehicle’s computer system uses fuel trim quickly to O2 sensor input. If you were to to help maintain the ideal air/fuel ratio create a large vacuum leak at idle by disconfor complete combustion (stoichiometry — necting the PCV hose, the computer would 14.7 parts air to one part fuel). Three-way immediately add positive fuel trim to balcatalytic converters need the mixture to ance the mixture. Short term fuel trim is not be constantly driven rich/lean around this stored in Keep Alive Memory (KAM) after ratio in order to work at maximum effshut down and automatically resets to 0 for ciency. Fuel trims can compensate for other the next start/run cycle.

A catalytic converter cutaway showing the matting and ceramic brick.

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Long-term fuel trim Unlike STFT, long-term fuel trim (LTFT1 and LTFT2) is learned over time while in closed loop operation. It is stored in the KAM and also used for open loop fuel calculations (like start up and wide open throttle). LTFT is a wider adjustment and also works to keep STFT within specifcation.

Diagnosing with fuel trims Fuel trims can help you zero-in on the problem, especially when there are no other trouble codes present. Knowing whether an engine is running too rich or too lean will help narrow down your diagnosis. Fuel trims that differ greatly from one cylinder bank to the other will also point you in the right direction. Always evaluate fuel trims at idle and at 2,500 rpm.

Running too rich — High negative fuel trim corrections can be caused by MAF sensor problems, high fuel pressure, leaking fuel pressure regulator diaphragm, faulty evaporative emissions components, leaking injectors, defective O2 sensors, exhaust leaks/pinholes before the O2 sensor, coolant temp sensor problems, and base engine issues such as low compression and incorrect camshaft timing.

Running too lean — High positive fuel corrections can be traced to MAF and O2 sensor faults, vacuum leaks from intake gaskets/hoses, un-metered air (such as an intake snorkel leak), clogged or dirty fuel injectors, fuel delivery issues, and exhaust restrictions such as a clogged catalytic converter.

Here’s a diagnostic tip: For a suspected vacuum leak, note the fuel trims at idle and increase engine speed to 2,500 rpm and hold. If the STFT immediately decreases and moves to acceptable levels and the LTFT slowly starts to come back down, you have a vacuum leak.

After the repair, reset the KAM and start the engine. Monitor the fuel trims to make sure they are within the normal ranges. Achieving an accurate LTFT reading may require as much as 10 miles of driving.

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Circle 106 on Reader Service Card

Catalytic converter break-in That’s right — a replacement catalytic converter needs a proper “break-in” period, just like a new engine or a set of new brake pads. This will ensure that the cat will continue to work the way it is supposed to and deliver the required emissions reliability and long service life. If the converter is not warmed-up (broken-in) properly, the substrate inside could be adversely affected and eventually cause the converter to fail down the road.

The problem typically occurs when a shop installs the converter and immediately returns the vehicle to the customer. The customer drives away and runs the car for a long distance or lets the vehicle idle for an extended period of time. Under these conditions, the matting, which is intended to secure the substrate, will not expand properly and hold it in place.

Converter matting is made from a mineral called vermiculite, which is held together by a fber mat and an organic binder. This matting is wrapped around the converter’s ceramic brick (see art on page 20).

The matting is installed in the converter in an unexpanded state. During the frst heat-up, the fber mat and binder burn off

and the matting actually gets looser before it expands to fll the converter cavity to hold the ceramic brick in place (see graph below).

If that warm-up is not done properly, the brick can come loose and get damaged.

That rattle you might hear inside the converter shell is a sure telltale sign for this problem.

Warm up the cat The best way to avoid this service issue and potential warranty problems is to include the warm-up period as a key part of your overall converter installation procedure. This heating cycle will allow for correct matting expansion.

Converter break-in tips • Start the engine but do not rev the engine.

• Idle the engine and allow it to warm up slowly.

• After fve minutes, increase the engine speed to 2,500 rpm.

• Hold at 2,500 rpm for two minutes.

• Allow the engine to cool down.

• Road test to confrm correct installation. ●

An example of how matting thickness relates to expansion temperature.

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Circle 107 on Reader Service Card

PCM module diagnostics How can I know if it’s really the module?

By Alex Portillo Vehicle diagnosed by Kevin Quinlan.

H

are expensive, they cannot be returned, and on the late model vehicles they cannot be swapped without being reprogrammed or sometimes not swapped at all!

The stakes are very high when diagnosing a module, but there is a way you can diagnose a module with 100% confdence. There are not that many steps, because diagnosing a module employs simple logic.

Here are the steps to diagnose any module when you have a DTC:

ow long do most diagnostics take you? Maybe an hour? A diagnostic procedure that can be completed that quickly is usually pretty cut and dried, such as a bad sensor or vacuum leak. When diagnostics start taking longer and the problem seems to continue after we change common failure components, we start suspecting a bad module.

1. Check TSBs to see if there are any When a module arouses suspicion, you software updates, extended warranties for start to doubt yourself. Is it really the defective modules, or other good diagnosmodule or did you miss something? Modules tic information that indicates you need to

Figure 1. Early Jeep Libertys can burn the PCM as a result of simply flling the gas tank due to possible static. A ground strap needs to be added to the fll neck to prevent static electricity.

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Figure 2. Where do we begin with our diagnosis? The author notes that the Snap-on Modis was the frst scan tool that provided fuel lever sender voltage.

replace a module. (DO NOT SKIP THIS STEP! Follow Step 1 frst before wasting your time taking needless measurements or replacing any components.)

2. Diagnose and repair any bad sensors or actuators that may be responsible for the DTC. (This is very time consuming, but necessary.)

3. When all measurements and components are good, look for illogical PID data or vehicle conditions given the sensor feedback.

You don’t need to be Socrates or Spock to understand logic. Logic is simple and absolutely necessary when diagnosing modules.

Why? Because when the car does things that are the opposite of what you expect, it is only natural to become overwhelmed and want to start guessing. Don’t start guessing! Let yourself be informed by your diagnostics.

On a vehicle, we must make our decisions based upon solid evidence that tests on a

vehicle will provide us. We’re going to cover our three step module diagnostic process using a case study so we can learn how to be confdent of how to diagnose modules.

2002 Jeep Liberty 3.7L with wrong fuel level reading We had a 2002 Jeep Liberty in our shop and the problem with the vehicle was that its fuel gauge went onto the empty indicator remarkably soon (see Figure 1).

Also, the instrument cluster displays for the vehicle’s four-wheel-drive system worked backwards. For example, twowheel-drive was engaged when 4-HI was illuminated and vice versa.

We had some decent information from the customer to work with. First, flling up the vehicle with gas right after the indicator hit “empty” resulted in taking only nine gallons of gas in an 18-gallon tank. Also, we knew that the fuel level sender unit was replaced.

So, we know that there is defnitely a

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Figure 3. Automotive Test Solutions makes a box that can put differing amounts of resistance in a circuit for testing purposes by simply fipping a switch.

problem and that it is not caused by a faulty fuel level sender unit.

If it’s not the fuel level sender unit, what could it be? Immediately we conjured up the idea that there is an issue with the PCM or the instrument cluster.

Why? Because what are the chances there are two separate issues causing a problem refected on the instrument cluster? Both are high risk propositions. How do we discern which one is the problem?

1. Check TSBs and Identifx. Chrysler had a recall for fuel pumps and Identifx told us what we already knew. Time to start testing.

2. Diagnose and repair any bad sensors or actuators. So, where do we begin with our diagnosis? First, we simply plugged in different scan tools, because not every scan

tool gave us both the fuel level PID as both a voltage and fuel level.

The Launch X431 was a surprisingly good Euro-Asian tool, and following it up with the Snap-on Modis and the OTC Pegisys we found that they all agreed that the fuel level was supposedly 21%.

We knew that this was not really the case.

We got a little more information from the Modis, because it showed us that the fuel level sender unit voltage was 2.84 V (see Figure 2 on page 25).

After looking up the specifcations, an empty fuel tank should have had 8.6 V while a full one should be 0.6 V. So, if we took the 2.84 V fuel level sender unit voltage as gospel truth, the fuel tank should have been at three-quarters.

Yet, we should have known better than to make such an assumption. The fuel tank

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Sensor position 1 2 3 4 5

Operating Mode 2WD 4WD Part time Neutral Neutral 4WD low

Sensor Resistance (ohms) 1124-1243 650-719 389-431 199-221 57-64

Figure 4. Using specifcations found on Identifx, we found that the switch was faulty. We found that the four-wheel-drive switch was bad by simply looking up the specifcation and performing an ohms check. The PCM was not to blame at all, nor the instrument panel.

was probably at about 50% because the customer informed us of the mileage he put on the vehicle since his last fll-up. When we start seeing all these numbers, it is easy to start getting confused.

So, we decided to measure voltage at the fuel level sender unit’s signal wire to verify our scan readings. We knew the part was brand new from a previous attempt at repair, but you never know whether or not a part is defective.

What we found only confused us more.

We had 4.8 V leaving the sender unit. This corresponded with our belief that the tank was actually half full even though it was reading otherwise. After all, 4.8 V is about half of 8.9 V. But, where did the 2.84 V on the Modis come from? And, if the PCM thought it was receiving 2.84 V, why wasn’t the gauge at 75%?

We verifed that we were getting 12 V to the sender unit and we found the sender unit’s signal wire at the PCM was 4.8 V. Being in denial that the PCM was to blame, we decided to make sure that the new fuel level sender unit was indeed operational. We did this by using the specifcations for ohms of resistance that the sensor would regularly have under different fuel level conditions and replicating it by placing resistors in place of the actual component.

We looked at the ohms specifcation and found that the sender unit was supposed to have 5 ohms of resistance with a full tank and 270 ohms when empty.

Here were our results on this Jeep Liberty:

• 20 ohm resistor: full tank • 30 ohm resistor: 7/8 of a tank • 45 ohm resistor: 3/4 of a tank • 62 ohm resistor: 1/2 of a tank • 77 ohm resistor: just below 1/2 a tank • 94 ohm resistor: 1/4 of a tank • 109 ohm resistor: 1/8 of a tank • 124 ohm resistor: tank at empty The following, though tedious, proved that at half a tank of gas as dictated by ohms of resistance the gauge will read empty. We saw it with our own eyes that we were able to predictably change the fuel level using this method. So, as long as our specifcations were right, the only thing to blame was the PCM itself.

There was just one piece missing from the puzzle. Will the PCM fx the four-wheeldrive problem where it would show 2WD drive when it was in 4WD on the dashboard and vice versa?

None of the scan tools we had showed a PID for the four-wheel-drive switch position, so we had to pull out the switch to see if the switch was OK before condemning the instrument cluster or any other component.

Using the specifcations on Identifx, we found that the switch was faulty (refer to Figure 4 above).

The PCM was not to blame at all, nor the instrument panel! The switch was broken, as its ohms for 2WD were fip-fopped with the resistance measured on 4WD-HI. Why did we go into detail about this? This vehicle had two legitimate problems: One was that the PCM was causing the wrong

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Circle 108 on Reader Service Card

Mis-diagnosing a PCM can be expensive, since a replacement PCM can’t be returned.

fuel level and the other the bad switch was causing the cluster to show the wrong driving mode. It is easy to get fustered when cars do this, but just keep things logical and trust your testing results.

3. Look for illogical PID data. So, our testing proved two things. First, the 4WD issue was not related. Second, the PCM was incorrectly interpreting the signal voltage from the fuel level sending unit.

We could have diagnosed this vehicle a lot quicker by simply just looking for illogical PID data. Here’s what stuck out to us: How can the fuel level sender unit voltage PID suggest the tank is at least half a tank, but the fuel level PID as a percentage thought the tank was nearly empty?

The Modis specifcally had two contradicting values, so the only possible cause would be a bad PCM. Why? The fuel level PID is simply an interpretation of the fuel level sender unit voltage PID. The fuel level sender unit is not responsible for interpreting its voltage signal. It simply just sends it out to the PCM. So, the only thing that can be blamed for the wrong fuel level PID would have been the PCM. If it was a bad instrument panel, it would just have the wrong fuel level displayed

instead of contradictory parameter IDs. Bad wiring from the fuel level sender unit might send incorrect voltage to the PCM, but it could not make the PCM make a false interpretation of that voltage.

We did not even have to modify the signal voltage using resistors to prove this or even check voltage at the actual sending unit!

All we needed was a scan tool. Why? Even if the PCM said one voltage was coming from the sender unit and our meter gave us another, only a PCM issue can make PIDs that contradict one another.

All the bad wiring in the world cannot make a module think voltage is one thing and then interpret that voltage to be something else that would make no sense. A new PCM fxed the fuel level issue.

See how by (1) checking TSBs (at least we found out that we had to do some testing), (2) diagnosing any non-module components (such as the 4WD issue and the sender unit), and (3) looking at illogical PID data we were able to logically condemn the module and feel good about it, too?

Next time we are going to take this approach and apply it to a BMW X5 air suspension system just to prove no matter how complicated the system, we can use the same simple logic to diagnose the vehicle. â—?

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Circle 109 on Reader Service Card

Tech tip Causes for repeat failures of fuel pumps TURN DOWN THE HEAT Several years ago, Identifx published an article titled “Fuel Pump Blues,” which dealt with repeat fuel pump failures. A poor ground caused excessive heat buildup and was responsible for this repeat problem.

The article concerned a ground problem behind the left rear wheel well on a 1987 Chevrolet Celebrity with a 2.5 liter engine.

The current draw on this circuit was 2 to 4 amps with the pump achieving 9 to 13 psi of operating pressure. Today’s fuel pumps are designed to create full operating pressures of 60 psi to 66 psi.

Obviously, the current draw is much higher. Most high-pressure systems, such as the one found in a 2000 Chevrolet Express van with a 5.7 liter engine, will have a current draw of 9 to 11 amps. Consequently, the potential for building excessive heat caused by high resistance has greatly increased.

The frst area of concern for excessive heat is the actual fuel pump itself. When the fuel tank is continually run with a very low fuel level, the fuel will no longer have the ability to keep the pump cool.

Then there is the problem of poor connections at the fuel tank sending unit resulting in excessive heat, which will eventually damage or melt the connector and reduce the life of the fuel pump. What is the best course of action when multiple fuel pumps are installed and there are no visible problems at the sending unit connector? In this case, the place to look is the fuel pump relay.

This particular vehicle has no oil pressure switch backing up the fuel pump relay.

Because of this, all of the current to the fuel pump is going through the fuel pump relay. Should there be a problem with the fuel pump relay or the underhood fuse relay

center, the current fow of the circuit will drop causing the pump to work harder to produce the same amount of pressure. This will result in repeat fuel pump failures.

What are some of the common problems found at the relay and/or the underhood fuse relay center?

1. Poor terminal contact between the fuse block terminals and the relay. This will create excessive heat and eventually damage the underhood fuse relay center by causing the plastic housing to melt. Additionally, today’s terminals are made using less material. This decrease in maternal may cause the terminals of the relay center to deform, resulting in poor terminal contact.

2. Possible problem with the 12-volt supply to the relay from the powertrain control module (PCM). In several cases, the PCM was unable to supply full voltage to the relay causing the contacts of the relay to make poor contact. This created high resistance across the contacts of the relay which in turn created a build-up of heat.

3. Like the problem with the power feed from the PCM, a ground problem for the fuel pump relay also will cause the contacts of the relay to make a poor connection. Again, poor contact will create higher resistance and create excessive heat.

When servicing a fuel pump, be sure to check the connections at the fuel tank sending unit and the underhood fuse relay center. Verify that the ground for the coil side of the relay is in excellent condition and that the computer is able to supply full system voltage to energize the relay. These tips can save the aggravation of repeat fuel pump failure. ● Information for this Tech Tip is courtesy of Identifx Inc. See www.identifx.com.

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LS cam change Changing a camshaft in the GM LS engine.

The LS is a different animal as compared to the earlier small block Chevy

By Mike Mavrigian

S

ervicing a camshaft in any overheadvalve engine requires a degree of disassembly, but in the case of GM’s LS-series of engines, the task is a bit less tedious, since there is no need to remove the intake manifold, upper engine cover or lifters. Here we’ll explain the process.

1. Remove both valve covers.

2. Remove all rocker arms.

3. Remove the following components: • Water pump • Crankshaft pulley • Oil flter • Oil pan • Front engine cover (timing cover) • Oil pickup tube/screen assembly • Oil pump • Oil pump drive gear (slides off of the crank snout) 4. Rotate the crankshaft two full turns (360 degrees), and position the crank gear and cam sprocket dots (cam gear dot at 6-o’clock and crank gear dot at 12-o’clock). Once positioned, DO NOT rotate the crankshaft at any time during the process. (By rotating the crank two full turns, this causes the camshaft lobes to push the lifters up into the plastic lifter buckets. With no valve spring pressure, since the rockers have been removed, the lifters will “snug” into the lifter buckets, holding the lifters up and away from the camshaft, allowing a clear path for camshaft removal without the need to remove the lifters. Note that in order to remove the lifters, the cylinder heads must be removed. This feature (lifters secured in

When servicing the camshaft on an LS engine, there’s no need to remove the intake manifold or top engine cover, but you will need to disassemble the front of the engine and remove the oil pan.

As this example of a bare LS block shows, there’s no access to the lifters at the top valley.

The lifters are located in the upper deck areas of the block and are held captive by the cylinder head. When removing or installing a cam, there’s no need to remove the heads either.

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A dedicated camshaft “handle” will provide a secure grip and added leverage to remove or install the camshaft. This Trick Flow camshaft grip features a somewhat universal bolt pattern and will accept an LS camshaft.

This view shows the timing setup (with pulley, water pump, front cover and oil pump removed). Depending on the version of the oil pump drive gear, this might incorporate the crank gear or it may be a separate gear.

After rotating the crankshaft two full turns with the rocker arms removed, the cam lobes have pushed the roller lifters up into their guide buckets, which provides a clear unobstructed path for cam removal or installation.

As a safety precaution, once the camshaft retainer plate has been removed, insert a pair of clean metal rods through the two lifter oil galleys. If one or more lifters accidentally fall out of the “locked” position, the rods will prevent the lifter from dropping into the path of the cam. Leave the rods in place until the new camshaft has been installed.

The cam grip registers to the camshaft nose dowel pin and is secured with one or more bolts (the grip will accommodate a single-bolt or three-bolt style camshaft).

the buckets) avoids the need to remove the heads). There is no need to remove the intake manifold or the upper engine cover plate. There is no access to the lifters at the top valley, and there’s no need to remove the lifters anyway.

5. Remove the camshaft sprocket and timing chain.

6. Remove the camshaft retaining plate.

7. The camshaft is now ready for extraction. However, even though the lifters

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are being held out of the way in their respective buckets, there is still a chance for one or more lifters to accidentally fall out, which would then require cylinder head removal in order to retrieve the lifter(s). In order to avoid this potential problem, carefully insert a pair of 1/4-inch or 5/16-inch-diameter metal rods into the lifter oil galley passages (one rod into the oil galley on each side of the camshaft bore). Use rods that are about 28 inches long (or longer). This serves as a backup. In case a lifter tries to fall, the rod will stop it and keep the lifter engaged in its bucket’s fat registers (keeping the lifter in proper alignment). Leave these rods in place until the new camshaft has been installed.

8. Using a suitable camshaft removal/ installation tool/handle, carefully remove the camshaft and avoid dragging the lobes across the cam bearings.

Again, proceed slowly and carefully.

Scraping a cam bearing will result in a severe oil pressure drop and will require bearing replacement.

9. Before installing the replacement camshaft, coat all cam journals with either clean engine oil or an engine assembly lube. Coat all cam lobes either with clean engine oil or a high-pressure lubricant designed for camshaft breakin. Even though the LS engines feature roller lifters, it never hurts to use a quality high-pressure lubricant.

10. Remove the two temporary metal rods from the lifter oil galleys.

11. By hand, push each pushrod fully downward in order to dislodge the lifters from their buckets, allowing each lifter to contact its cam lobe.

12. Install a NEW camshaft retainer plate.

The imprinted sealant on the rear of the plate tends to harden over time, so it’s recommended to always use a new retainer plate. Depending on the version of the engine, the retainer plate bolts may feature a hex head or a Torx head.

Hex head bolts are tightened to 18 ft.-lbs., while Torx bolts are tightened

Before installing the fresh camshaft, clean thoroughly to remove any protective flm or grease that may have been applied at the factory, and coat journals and lobes liberally with a quality camshaft or engine assembly lubricant. Even though a roller style camshaft doesn’t face the same potential harm as a fat-tappet cam during break-in, a high pressure cam lube still isn’t a bad idea. Unlike a fat-tappet cam, a roller cam/roller lifter setup really doesn’t face a “break-in” issue.

Always install a new camshaft retainer plate on any LS service. The printed sealing bead may have hardened over time. An LS gasket set usually includes a new retainer plate.

With the new camshaft in place (and with the temporary metal rods removed), install the retainer plate and tighten the fasteners to specifcation. If the retainer plate bolts feature hex heads, tighten to 18 ft.-lbs. If there are Torx heads, tighten to 11 ft.-lbs. Apply thread locker beforehand.

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Also apply thread locker to the camshaft sprocket bolts and torque to 18 ft.-lbs.

to 11 ft.-lbs. In either case, I prefer to apply a drop of medium thread locking compound to all bolt threads prior to installation.

13. Install the camshaft sprocket and timing chain, aligning the timing dots.

Tighten the cam sprocket bolts to 18 ft.lbs. (with thread locker).

14. Install the rocker arms, tightening all rocker arm bolts to 22 ft.-lbs. NOTE: The intake rocker arm bolt holes in the cylinder heads are open to the intake runners. Apply a thread sealer to all INTAKE rocker arm bolts before installation.

15. Install the oil pump drive gear onto the crank snout (depending on the version, this may incorporate the crank gear, in which case you’ve already installed it during the timing chain installation, or it may be a separate radius-toothed gear that slides on after the crank gear).

16. Install the oil pump to the block (aligning the pump’s foating driven gear to engage onto the drive gear). Install the

Even though you’re unlikely to rotate the crankshaft while torquing the camshaft sprocket bolts, to be safe, hold the crank in position with another wrench.

Circle 112 on Reader Service Card

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Circle 114 on Reader Service Card

oil pump-to-block bolts fnger tight.

Using a feeler gauge, do your best to center the pump relative to the crank snout drive gear (there’s a small bit of slop in the pump’s mounting bolt holes).

Then tighten the pump bolts to 18 ft.-lbs.

17. Install the oil pickup assembly, using a new O-ring on the end of the pickup tube where it engages into the oil pump (lube the O-ring with oil frst). Engage the pickup tube bracket onto the main stud and install the nut fnger-tight.

Next, torque the 6 mm bolt that secures the pickup tube to the oil pump at 106 in.-lbs. Then tighten the pickup tube bracket at the main stud to 18 to 20 ft.-lbs.

18. Install the front engine cover, using a new gasket (metal core gasket with an imprinted sealing bead). Initially, install the cover bolts fnger-tight. Place a straightedge along the block’s oil pan rail, across the bottom of the front cover in order to verify that the cover’s

bottom surface is fush with the oil pan rail. Tighten the front cover bolts to 18 ft.-lbs.

19. Clean the oil pan thoroughly. The oil pan gaskets feature an imprinted elastomer sealing bead and may be

The LS roller lifters are guided by plastic “lifter buckets.” These buckets feature a female two-sided fat design that guides the lifters and keeps them in plane relative to the cam lobes. With the rockers removed and with the crank rotated 360 degrees, the lifters are fully pushed up inside the buckets.

Once the new camshaft has been installed, simply push each pushrod down to allow the lifter to pop out of its secured position, allowing the lifter roller to contact the cam lobe.

When installing the rocker arms, be aware that the intake rocker bolt holes are open to the intake runners. Always apply thread sealant to the intake rocker bolts.

Circle 115 on Reader Service Card

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As mentioned earlier, depending on the design, the drive gear that rides on the crank snout may be a separate piece to be slid on after the timing chain, or it may be a onepiece unit incorporating both the crank chain gear and the oil pump drive gear.

reusable, but I recommend installing a new gasket. Before installing the oil pan gasket, apply a small bead of RTV along the joint where the bottom of the front cover meets the block. Install the oil pan gasket and oil pan, tightening the 8 mm bolts to 18 ft.-lbs., and the 6 mm bolts to 106 in.-lbs.

20. Install the crankshaft pulley by drawing the pulley onto the crank snout, using a harmonic balancer installation tool that features a 16 mm x 2.0 thread. NEVER try to force any balancer or pulley into place by striking it with a hammer or other impact tool. Refer to the information on page 46 regarding crankshaft pulley bolts.

21. Once the crank pulley has been installed, install the water pump using two new gaskets. These are aluminum cores with imprinted sealing beads.

Even though the old gaskets may appear to be usable, don’t risk it. Install new gaskets. Tighten the water pump bolts in two steps: frst tighten all bolts at 11 ft.-lbs., and then at 22 ft.-lbs.,

Before fully tightening the oil pump to block mounting bolts, try to center the oil pump relative to the crank snout (the mounting bolt holes provide a small bit of play).

Always install a new and lubed O-ring onto the oil pump pickup tube.

Note that the vehicle’s oil pump’s pickup tube engages into the oil pump inlet.

The pickup tube features a single-bolt mounting bracket, secured with a 6 mm bolt.

Tighten this bolt to 106 in.-lbs.

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The pickup tube’s screen end features a bracket that attaches to a stud tip at a main cap location. The nut should be a locking style.

A view of the oil pump, pickup and windage tray. Even if you haven’t disturbed the windage tray, take a moment to make sure that it’s not dented, to verify that the tray clears the crank and big ends of the connecting rods.

Torque the front cover bolts in a crisscross manner to spread the clamping load evenly.

Tighten the 8 mm bolts to 18 ft.-lbs.

Before installing the oil pan gasket and the oil pan, apply a small bead of RTV along the exposed gasketed joint between the front cover and the block. Be sure to thoroughly clean the oil pan prior to mounting.

Crankshaft pulley bolt

The LS crankshaft snouts feature a 16 mm x 2.0 thread size. When installing the crank pulley, you have two choices in terms of the pulley bolt: the OE TTY (torque to yield) bolt, or the ARP bolt. My recommendation is to use the ARP bolt.

When using an OE bolt, you must follow a more tedious process, and you’ll need two of these bolts. First (after making sure that the crank female threads are clean), position the pulley onto the crank snout.

Temporarily installing a pair of 8 mm x 1.25 Install an OE bolt and tighten to a value of studs in the block front aids in positioning the 240 ft.-lbs. front engine cover and its gasket.

This OE specifcation is required in order tightening in a crisscross manner to to fully seat the pulley. Next, remove the spread the clamping load.

OE bolt and discard it (it’s a TTY bolt and 22. Finish assembly (belt, valve covers, cannot be reused). Install a new OE bolt etc.). Fill a new engine oil flter with and tighten to 37 ft.-lbs., followed by an the appropriate oil, install the flter and additional 140-degree turn. The OE bolt add the appropriate amount of oil to the requires this torque-plus-angle method. sump per the specifc engine’s specs.

This is tedious, and requires that the

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crankshaft does NOT rotate during the angle tightening.

The ARP bolt is a high-quality bolt with a high tensile strength, and does not require a torque-plus-angle approach.

Simply lube the bolt threads and the underside of the bolt head with ARP’s engine assembly lube, slip on the provided hardened washer and torque to a fnal value of 235 ft.lbs. (You must use this moly lube in order to achieve the desired torque value. Do not use engine oil.)

Granted, the ARP bolt is more expensive than the OE bolt, but it’s more dependable, much easier to install (no torque/angle process to mess with), and does not require a “donor” bolt for initial tightening. This bolt can be reused during future service, unlike the OE bolt.

NOTE: All wet-sump LS engines (LS1, LS6, LS2, LQ4, LQ9, etc.) require a 16 mm x 2.0 bolt that features a shank length of 4.325 inches. All dry sump LS engines (LS7, etc.) require a longer 5.225-inch bolt to accommodate the pump drive.

If purchasing the ARP bolt, the part number for the wet sump engines is 2342503. The dry sump engines require P/N 234-2504.

Applicable fastener torque specifcations OE crank pulley bolt, 240 ft.-lbs., then discard bolt; install new bolt and tighten to 37 ft.-lbs., followed by additional rotation of 140 degrees.

ARP crank pulley bolt, 235 ft.-lbs. (with ARP moly) Camshaft retainer bolts (hex head), 18 ft.-lbs.

Camshaft retainer bolts (Torx), 11 ft.-lbs.

Camshaft sprocket bolts, 18 ft.-lbs.

Oil pump pickup tube to main stud nut, 18 to 20 ft.-lbs.

Oil pump pickup to oil pump bolt, 106 in.-lbs.

Oil pump to block bolts, 18 ft.-lbs.

Front engine cover bolts, 18 ft.-lbs.

Oil pan 6 mm bolts, 106 in.-lbs.

Oil pan 8 mm bolts, 18 ft.-lbs.

Oil pan drain plug, 18 ft.-lbs.

Water pump bolts, 11 ft.-lbs., then 22 ft.-lbs.

Rocker arm bolts, 22 ft.-lbs. ●

Instead of using the torque-to-yield onetime-use original equipment crank pulley bolt that requires a donor bolt and a torque/angle tightening method, a better choice is an ARP pulley bolt. Lube it, install and torque to 235 ft.-lbs. Also, the ARP bolt is reusable.

Draw the pulley onto the crankshaft snout using an installation tool that features a long 16 mm x 2.0 thread. Never try to hammer the pulley into position. By the way, original equipment LS crank pulleys are not clockposition sensitive and feature no locating key.

They depend only on a tight interference ft.

Always use new water pump gaskets. They feature an aluminum core and printed sealing bead. They’re inexpensive and even though they may seem reusable, why take a chance?

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There’s more to a flter than meets the eye. The type of media substantially affects performance.

Clearing the air about flters The ins and outs of the components that keep vehicles running clean Compiled by Bob Weber

fltration products, which include flters for the engine, oil, cabin air and transmission.

The following article was written by Dan Pike, group executive, Filter Manufacturers Council (FMC) and vice president, membership and members services, Automotive Aftermarket Suppliers Association.

I

t’s time to clear the air about flters — those automotive components which keep your customers’ vehicles running clean.

Here is a brief overview of motor vehicle

Filters: It’s what’s inside that counts Any discussion of motor vehicle flters begins with flter media — the material inside the flter which captures dirt and foreign particles.

Filter manufacturers use many different types of media for various fuids and environmental extremes. The most common used flter media are cellulose-based and glass.

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Cellulose media is manufactured with fbers of various sizes. On the top layer of the media, the fbers are fuffed up, rather than compacted down. When fuid and contaminants pass through the media, many particles collect on the fuffy fbers on the surface and don’t travel further into the flter.

Glass media was developed to be utilized in hydraulic systems because it has low fow restriction at high fltration effciencies. These low-fow resistance properties are benefcial in hydraulics where cold oil is being forced through the media and when fltration in the 3 to 5 micron range is desired.

Glass media has a drawback regarding capacity. Typically, glass media has the same pore size and same fber diameter through the entire sheet. The media can be manufactured to be very effcient, but then it is so tight that it has very little life or capacity.

Synthetic media is making inroads in replacement flters. In most lube, fuel and air flter applications, cellulose media remains the better choice. As with glass, the reason largely relates to capacity, or

flter life. A brief description of the fltering process illustrates this.

The process of fuids and contaminants collecting on the fuffy fbers of cellulose flter’s surface is called “adsorption.” The particles adhere to the surface fbers and don’t travel farther into the flter.

The more adsorption a media applies, the more small particles can be separated before they reach the small pore spaces on the screen side of the media. This keeps these small particles from plugging the media.

Cellulose media typically is thicker than synthetic. The thicker the media is, the more time the particles spend traveling through it. Each time the fuid changes direction around a fber, the momentum keeps particles traveling in the same direction they were going and they are driven into the fbers.

This particle separation is called “impingement.” As with adsorption, the more impingement that a media applies, the more particles are separated without plugging the tight pore space on the screen side.

Synthetic media does separate some particles with adsorption and impingement, but the smooth fbers can’t hold the particles in

Knock-off products that may not meet OEM standards infest the global marketplace, and oil flters are no exception. It’s obvious the flter on the left is a “fake,” constructed with less media and of lower quality, compared to the “original” on the right.

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place. Often they are washed off with the fuid traveling through the media.

Synthetic media primarily uses the particle separation technique called “direct interception.” Direct interception is simply separating particles by passing the fuid through pore spaces that are small enough to catch them. However, once all pores are flled with the contaminant, the flter is plugged and its life is over.

Because cellulose media is better at adsorption and impingement, it can remove more contaminants than glass or synthetic media without plugging pore spaces.

Can a synthetic media be created with the benefts of cellulose media? This remains to be seen. For now, both cellulose-based media and glass media have a place in today’s flter market.

Keep your customer’s car running clean: Oil flters

(You can learn more from the FMC Technical Service Bulletin 85-1R2.)

Another common question is about the quality of aftermarket flters, and whether they are as good as original equipment (OE) flters. You can assure your customers the full service manufacturers who make name brand, quality replacement flters design and manufacture their products to meet or exceed the requirements for OE flters. The use of an aftermarket flter will not affect the service intervals recommended by the carmaker.

Breathing easier in the car: Cabin air flters Less familiar to most consumers are cabin air flters — another opportunity for you to educate your customers. Inform them that these important flters offer protection from outside air for the occupants by stopping allergens, dust, soot and bacteria from

Of all the many flters on their vehicles, car owners are most familiar with the oil flter.

To become your customer’s valued partner in keeping his or her vehicle in top condition, it’s important that you educate them on the importance of regular oil and flter changes.

You probably will encounter some common questions from your customers regarding their cars’ flters. The most common among new car owners is likely to involve the car’s warranty.

Many consumers mistakenly believe that installing an aftermarket flter on their new car will void its warranty. This is your Cabin air flters are often overlooked from a service standopportunity to inform your point. You need to remind customers of this need. customers about their right entering their car. Cabin air flters should to have their vehicle serviced at the repair facility of their choice and about the federal be changed every 12,000 to 15,000 miles or once a year. Your customers will like laws, such as the Magnuson-Moss Warranty the fact that cabin air flter replacement Act, which protect their right to choose.

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generally takes less than 15 minutes and can easily be scheduled along with other regular maintenance tasks.

You also can inform your customers about “combi cabin air flters,” which contain activated charcoal. Not only do they capture airborne contaminants, combi flters also prevent outside odors from entering the passenger compartment.

Educate your customers that cabin air replacement should be a regular part of their vehicle maintenance routine. Clean cabin air flters help keep their vehicle’s heating, venting and air conditioning systems running effciently by keeping these systems free from contaminants.

Replacing these flters is also important to your customer’s health and the health of their passengers. Let your customer know that contaminates inside a vehicle can be as much as six times higher than the levels outside the vehicle — so a clean cabin air flter will help them breathe easier in their car!

required for flter service. Non-serviceable transmission flters typically consist of four different styles.

The frst style is one that does not have the traditional pan. The transmission case consists of two pieces split vertically.

For any internal repairs (including flter replacement) the transmission needs to be removed and disassembled into the two halves.

The second style has a primary flter located internally and one or more secondary flters accessible through a gasket sealed pan. Replacing the primary flter would require partial or total disassembly of the transmission.

The third style has the primary flter located internally, and an external accessible flter. Two examples would be either an external spin on or a cooler line style flter. Replacing the primary flter, would require partial or total disassembly of the transmission.

The fourth style also contains a pan and Non-serviceable gasket. Special circumstances are attached transmission flters to this flter replacement. A valve body Automatic transmissions have become or other parts may need removal with the more complex. Once controlled by vacuum, flter. Sometimes this type may appear modern transmissions have been transsimple to an inexperienced individual trying formed into computer command centers to change the flter. made up of various solenoids and other Many problems could occur when attemptelectronics that control the operation of the ing to change the flter. Loose nuts, transmission. mis-adjustment, and internal component New technology brings changes to transdamages are just a few of the problems mission flter service maintenance. Some associated with servicing this type of transmanufacturers require literally no scheduled mission. Attempting to change the flter maintenance. Several auto manufacturers on this type of transmission could lead to a have no scheduled maintenance until the shorter life of the transmission, a premavehicle has 100,000 miles on the drive train. ture break down, or a major overhaul.

Non-serviceable transmission flters were Before changing any transmission flter, introduced in the 1970s. Almost every (especially late models) always refer to the manufacturer now has a transmission that instructions when included in the kit or the is non-serviceable. Caution and care must manufacturer’s service manual for proper always be taken when replacing any transflter service. mission flter. The non-serviceable ones The ‘big stuff:’ Heavy-duty flters require extreme scrutiny. Almost every Heavy-duty or commercial vehicles conautomatic transmission has a flter that tain many more flter applications than could be replaced. passenger vehicles, each with their own The term non-serviceable means that a criteria and service intervals. The FMC Web partial or total disassembly of the transsite includes resources for these heavy-duty mission and other related internal parts is

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It should not come as a surprise that not all oil flters are of equal design or material construction. Notice the number of pleats in this high quality flter’s media package.

applications. Included is information, TSBs and FAQs about heavy-duty air flters, diesel fuel flters, oil flters, coolant flters and hydraulic flters.

Filters and the environment Keeping used oil flters out of landflls protects the environment and provides a valuable resource for recycling.

The FMC website includes used oil flter recycling resources. Information includes:

used oil flters in a professional shop setting.

• Choosing a flter management service: detailed information about choosing a flter management service.

• Proper steps to hot draining: step-by-step instructions for proper hot draining. ●

About the Filter Manufacturers Council Since 1971, the Filter Manufacturers Council (FMC) has represented North American manufacturers of vehicular and industrial • Environmental and educational resources: fltration products. information about choosing a flter manIts website, www.fltercouncil.org, has a agement service, recycling flters at the wealth of information for you as a service shop and at home, and proper hot drain- professional. You not only will fnd inforing steps. mation to assist you in diagnosing and • Recycling equipment: contact information repairing flter-related problems, you’ll also for oil flter recovery system, crusher, fnd materials to help you educate your spinner and shredder businesses. customers about their cars’ flters as well as • Recycling flters at the shop: recycling resources to help you recycle used oil flters.

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Today’s diesels feature DEF for NOx reduction. If you service diesels, you need a method of checking DEF quality. A refractometer designed specifcally for DEF is an essential tool.

OTC DEF refractometer Checking a customer’s diesel exhaust fuid concentration

By Mike Mavrigian

S

tarting with 2010 models, all dieselpowered vehicles in the U.S. feature a DEF system (diesel exhaust fuid). The purpose of the DEF is to reduce NOx emissions utilizing a management-controlled mist injection of DEF into the exhaust stream. DEF is a mixture of purifed urea and purifed water (refer to the May/June 2013 issue of Auto Service Professional for details regarding DEF systems).

Contaminated or improper-mix DEF can cause operational problems in these systems.

In order to verify the purity of a customer’s DEF supply, a simple method involves the use of a refractometer.

While this type of tool has been used for decades for testing engine coolant, OTC now offers a refractometer specifcally designed for the testing of DEF, available under part number 5025.

OTC’s 5025 DEF Refractometer is a portable, precision optical instrument designed to measure DEF concentration.

When a liquid sample is placed on the tool’s prism, the light passing through the sample is bent (refraction). The more

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Illustration courtesy OTC

concentrated the liquid, the more the light will bend. The refractometer features a reticle scale that is viewed by looking into the magnifed eyepiece.

With no liquid on the prism, the eyepiece view will reveal a light blue background with the graduated scale. The background is an even shade of blue from top to bottom.

Once a drop of sample liquid is placed on the prism, a darker “shadow” will appear at the top of the scale.

The point at which the bottom edge of the shadow hits the scale indicates the condition of the DEF sample.

Operating instructions The refractometer must frst be set up in terms of eyepiece focus and calibration.

1. With the prism aimed at bright light, and while looking through the eyepiece, adjust the focusing ring of the diopter until the reticle scale is sharp and easily viewed (just as you would adjust a rife scope or binoculars to suit your eye).

2. Now, the refractometer must be adjusted (calibrated) to a zero point.

• Open the front plastic cover plate.

• Using the supplied cloth, clean the glass to remove any smudges, etc.

• Place one or two drops of pure distilled water onto the surface of the prism (hole the tool level to prevent the water from running off).

• Close the cover plate and press it lightly.

• While looking through the eyepiece, observe where the bottom of the shadow line rests.

1. Prism. 2. Cover plate. 3. Correction screw.

4. Mirror tube (holds reticle scale). 5. Eyepiece • Using the small screwdriver provided with the kit, turn the adjustment screw (focusing ring of diopter).

Diopter adjustment is handled by rotating the eyepiece to suit your eye.

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(located on top of the tool, behind the plastic cover hinge) until the bottom of the shadow line meets the “waterline” mark at the bottom of the scale view.

This establishes a reference line for pure water. The tool is now ready for DEF concentration.

3. Open the cover plate and wipe the water from the prism and the underside of the cover, using the kit’s clean cloth. The prism and cover must be clean and dry.

4. Using the plastic dropper from the kit, place one or two drops of the customer’s DEF onto the prism.

The textured surfaces on the body and eyepiece adjuster provides superior grip.

63 | July/August 2013

Circle 125 on Reader Service Card

5. Close the cover and press it lightly.

6. View the scale and note where the bottom of the shadow line intersects with the percentage scale. The ideal, or target reading is 32.5%. If under, more DEF concentration is needed. If over, the urea concentration is too high. In reality, most DEF purchases will consist of premixed containers. If the concentration level is incorrect, either the DEF was of low quality or the tank has become contaminated. The DEF tank should be drained and reflled, only with a known high quality DEF. NOTE: To ensure consistent readings, the refractometer should be zeroed with pure water and DEF-tested at the same ambient temperature.

After popping off the rubber cap, use the supplied screwdriver to adjust the scale for zero calibration to pure water.

The OTC 5025 kit includes: • A plastic storage case with form-cut foam.

• Refractometer (range of 15% to 40%; resolution of 0.5%).

• Soft cloth.

• Long-neck dropper.

• Screw driver (for calibration adjustment).

• Small plastic bottle for pure water.

• Pointer.

Illustration courtesy OTC

After placing one or two drops of pure distilled water onto the prism, close the cover and turn the adjuster screw until the bottom of the shadow line meets the water line (zero) mark at the bottom of the scale.

simply to protect the small slotted screw from dust and contamination during handling and storage (don’t toss the cap).

After unpacking our sample tool kit, I Setting zero calibration was easy. I checked to make sure that the prism was applied two drops of pure distilled water clean. I aimed the refractometer at a bright onto the prism, closed the plastic cover light and looked through the eyepiece, only and pressed it gently, and while looking to see a big fuzzy blue blur. As I rotated through the optical viewer, rotated the the eyepiece (diopter adjustment), the scale adjuster screw until the shadow line met began to be discernable, and within a few the lower water line mark on the scale gradual turns, the black reticle scale was screen. This was easy to view and was a novery sharp and easy to read against a light brainer. The viewing area is very clear and blue background. easy to view, with no bothersome “blackThe body (and eyepiece barrel) is coated out” that would require nudging it around with a textured material (rubber or elastoyour eye to obtain a clear view. I experimer) that provides excellent non-slip grip. enced a clear view of the background and The eyepiece is clear, and the eyepiece scale at all times, once I had adjusted the shade cup nestles comfortably against your diopter to suit my eye. NOTE: It’s important eye socket to eliminate stray light while to use only pure distilled water to set your viewing. zero calibration. Tap water, and even spring The adjustment screw (to be rotated while water can contain chemicals that may result zeroing the pure water reference calibrain incorrect calibration. tion) is protected by a soft blue rubber cap.

After wiping the prism and the underside Simply pop the cap off for screw access. I of the plastic cover with the kit’s soft cloth, suggest replacing the cap after adjustment, I applied two drops of a quality brand of DEF

64 | July/August 2013

Illustration courtesy OTC

After wiping and drying the prism and underside of the plastic cover plate to remove the water used during calibration, apply one or two drops of DEF onto the prism. Close and press the cover plate. Properly concentrated DEF should result in the bottom of the shadow line to read 32.5%. Be sure to clean the prism and cover plate after your reading, wiping with clean distilled water and drying to remove any traces of the DEF before storing.

to the prism, closed and pressed the cover and read the scale. The shadow line was easy to see, and hit the 32.5% mark (this verifed

that the DEF I purchased does indeed have the proper concentration as required).

Granted, high-tech digital DEF meters are also available that may be quicker to use, but they cost several hundreds of dollars and require batteries. The simple OTC DEF refractometer needs no batteries, and costs a bit over $100 or so (depending on where you buy it, of course).

NOTE: As simple as it may appear, a quality refractometer is a precision instrument and should be treated accordingly. Once your check has been completed, clean and dry the prism, and pack it away in the storage case, along with the dropper, water bottle and cloth. If the tool breaks or malfunctions, it will only be due to mishandling or improper storage. â—?

TEST TOOL SOURCE 5025 Diesel Exhaust Fluid Refractometer OTC 655 Eisenhower Dr. Owatonna, MN 55060-0995 (800) 533-6127

65 | July/August 2013

Circle 126 on Reader Service Card

Ford

SQUEAKY ESCAPE Some 2001-2011 Ford Escape and 20052011 Mariner vehicles may exhibit an underbody squeak or creak noise when accelerating from a stop or when braking to a stop. Depending on model year, the noise may appear to come from the front or rear underbody or suspension area.

2001-2007 only – front creak/squeak 1. Attach chassis ears to the areas indicated in Figure 1. If the noise can be isolated to one or both of these specifc locations, suspect that the subframe locating pins are contacting the locating holes of the vehicle body. Loosen the two front subframe nuts and the two front subframe attachment bolts. Reposition the subframe to center the locating pins so that there is no longer contact with any edge of the locating hole (see Figure 2). NOTE: Do not allow the front subframe rear bolts to come out of the lower control arm bushing.

Tighten the front subframe nuts (refer to the workshop manual, Section 502-00).

ALSO NOTE: The pins are more likely to contact the rearward side of the holes.

Therefore, the subframe assembly will most likely need to be moved forward in the vehicle.

When installing the front subframe rear bolts, ensure that both front subframe rear bolts are fully engaged in their nuts before tightening to specifcation.

Adjust front caster, camber and toe (workshop manual Section 204-00).

2001-2011 rear creak/squeak 1. Attach chassis ears to the areas indicated in Figure 3. If the noise can be isolated to one or both of these specifc locations, suspect that the subframe locating pins are contacting the locating holes in the body. Loosen the four rear subframe bolts (see Figure 4). Reposition the subframe to center the locating pins. The pins are more likely to contact the rearward side of the holes, so the subframe will most likely need to be moved forward. Tighten the four bolts to specifcation and adjust caster, camber and toe.

Figure 1. For 2001-2007 Escape and Mariner front noise, loosen the two front subframe nuts and the two attachment bolts.

Figure 2. Carefully reposition the subframe in order to center the locating pins.

Figure 3. For 2001-2011 rear noise, loosen the four rear subframe bolts.

Figure 4. Reposition the subframe to center the locating pins to avoid any contact with the edge of the locating hole.

66 | July/August 2013

Honda

TICKY HONDA This bulletin refers to engine knocking or ticking at idle,louder when the engine is warm. The probable cause is excessive clearance at the rocker shaft bridge causing Bridge bolt tightening sequence Bridge bolt tightening sequence for the front cylinder head. the rocker shaft to for the rear cylinder head. rotate and produce the noise. Affected vehicles include 2008 Accord Torque bridge bolts 9 and 10 to 18 ft.-lbs.

V6 with auto transmission, 2008 Odyssey NOTE: The bridge is designed to crush EX-L/Touring and 2009 Pilot 2DW and 4WD around the rocker shaft, so when torquing vehicles. the bolts, it may initially feel like the bolt The corrective action involves loosenis stripped. This is normal. Continue torquing and re-torquing the rocker shaft bridge ing bolts until the appropriate torque valve bolts. is reached. Do not replace the bolt, bridge or the head.

1. Run the engine to operating temperature.

Do not over-torque the bolts, as they may 2. While the engine is idling, listen for break. The bridge bolts for VCM and V-TEC a knock or tick, with a stethoscope. If the engines have the same torque values and noise is evident at either cylinder head, tightening sequences. proceed with this bulletin.

5. Repeat the process with the rear cylin3. Remove the cylinder head covers. der head.

NOTE: Remove the power steering pump 6. Check valve clearances and adjust if with its hoses connected. This allows access needed. to the wire harness mounting bolts.

7. Reinstall the cylinder head covers and 4. Starting with the front cylinder head, power steering pump. loosen and then torque each rocker shaft 8. Start the engine and verify that the bridge bolt in the sequence shown here. noise is gone when the engine is at operatTorque bridge bolts 1 through 8 to 19 ft.-lbs. ing temperature. â—?

67 | July/August 2013

Circle 127 on Reader Service Card

Instant information from ASP advertisers You’re mere seconds away from receiving free ASP advertisers at your fngertips. product information. Just go to the website(s) Of course, you can always use the Reader listed to the right of each advertiser below and Service Card to the right and send it to us, and you’re there! Instant product information from we’ll connect you to the advertiser.

Advertiser

Page

R.S. #

Quik-Link

AAPEX Show

61

124

www.aspquiklink.com/14124

ACDelco

19

Aftermarket Auto Parts Alliance Inc.

59

123

www.aspquiklink.com/14123

Airtex Products LP

63

125

www.aspquiklink.com/14125

AISIN World Corp. of America

65

126

www.aspquiklink.com/14126

Akebono Brake Corporation

29

108

www.aspquiklink.com/14108

Arnott Inc.

38

112

www.aspquiklink.com/14112

CARQUEST Auto Parts

OBC

129

www.aspquiklink.com/14129

Carter Fuel Delivery Products

55

121

www.aspquiklink.com/14121

CRP/ContiTech

37

111

www.aspquiklink.com/14111

CRP/Rein Automotive

17

105

www.aspquiklink.com/14105

DENSO Products and Services Americas Inc.

9

DENSO Products and Services Americas Inc.

43

Drew Technologies

53

120

www.aspquiklink.com/14120

Eastern Manufacturing Inc.

21

106

www.aspquiklink.com/14106

Federated Auto Parts

5

102

www.aspquiklink.com/14102

IMC Parts

IFC-3

101

www.aspquiklink.com/14101

Induction Innovations Inc.

67

127

www.aspquiklink.com/14127

MAHLE Clevite Inc.

51

119

www.aspquiklink.com/14119

Mayhew Steel Products Inc.

45

116

www.aspquiklink.com/14116

Motorcraft

27

Nissan North America Inc.

31

109

www.aspquiklink.com/14109

Nucap Industries Inc.

39

113

www.aspquiklink.com/14113

O’Reilly Auto Parts

33

110

www.aspquiklink.com/14110

OTC

49

118

www.aspquiklink.com/14118

PGM Recovery Systems

42

115

www.aspquiklink.com/14115

Robert Bosch LLC

57

122

www.aspquiklink.com/14122

SK Professional Tools

7

103

www.aspquiklink.com/14103

SKF USA Inc.

IBC

128

www.aspquiklink.com/14128

TechSmart by SMP

47

117

www.aspquiklink.com/14117

Toyota Motor Sales U.S.A. Inc.

40-41

114

www.aspquiklink.com/14114

VDO TPMS Replacement Parts

23

107

www.aspquiklink.com/14107

WORLDPAC Inc.

8

104

www.aspquiklink.com/14104

68 | July/August 2013

XtraSeal TPMS Tools Assortment The XtraSeal TPMS Tools Assortment (P/N 17168) from 31 Inc. is a compact, 14-piece TPMS tools kit to handle tire pressure monitoring system work. The TPMS Tools Assortment comes with all the precision torque tools needed, as well as a 1/4-inch adjustable torque wrench and sockets. The kit also contains the “grommet slide” for fast and easy grommet removal and installation. The tools come in a quality blow-molded storage case.

31 INC. Circle 140 on Reader Service Card www.aspquiklink.com/14140

or industrial vehicles, features a versatile design including a ramp on the carriage with left-right movement allowing technicians to easily maneuver and accurately place heavy truck tires onto the jaws.

BEE LINE CO. Circle 142 on Reader Service Card www.aspquiklink.com/14142

Big Ass Powerfoil X LED light

ANSED Diagnostic Solutions Kits The ANSED Diagnostic Solutions Kit features the Kane Handheld 4 or 5 Gas Analyzer and proprietary ANSED Software designed to diagnose engine, fuel, ignition, exhaust and catalytic converter problems affecting vehicle driveability, performance and effciency. The ANSED software interprets the gas analyzer readings, providing the technician with a top-down list of potential solutions. The software stores test results for future reference.

ANSED DIAGNOSTIC SOLUTIONS Circle 141 on Reader Service Card www.aspquiklink.com/14141

Heavy-duty tire changer, balancer Bee Line Co., in partnership with Corghi USA Inc., offers the HD700 Tire Changer and ET66 Wheel Balancer. The ET66 is a user-friendly tire balancer capable of handling a maximum tire weight of 440 pounds. The HD700 Electrohydraulic Tire Changer for servicing trucks, buses

The Big Ass Fan Co. says its new Powerfoil X LED is the strongest, most adaptable ceiling fan on the market, and is now also the brightest.

Big Ass Fans’ new LED light for Powerfoil X and Powerfoil X2.0 fans provides unimpeded shop light where technicians need it most. For shops already equipped with a Powerfoil X or Powerfoil X2.0, retroftting is available.

BIG ASS FAN CO. Circle 143 on Reader Service Card www.aspquiklink.com/14143

Blackburn’s website features WheelFinder Blackburn’s Hubcap & Wheel Inc.’s corporate website features descriptions of the company’s products including OEM alloy and steel wheels, late-model hubcaps, TPMS components and center caps/trim rings at www.blackburnwheels.com. The site also describes Blackburn’s alloy wheel refnishing services, as well as bumper and parts rechroming. The www.blackburnswheelfnder.com site features a Wheel Finder function that goes back 50-plus years.

BLACKBURN’S HUBCAP & WHEEL INC. Circle 144 on Reader Service Card www.aspquiklink.com/14144

71 | July/August 2013

Bosch adds 30 new Coil-on-Plug Boots

performance brake kits provide shorter stopping distances, better brake modulation, frmer pedal Robert Bosch LLC has added 30 feel and less brake fade for stronger, more relipart numbers to its existing line of able performance.

Coil-on-Plug (COP) Boots that now CENTRIC PARTS cover 21 million vehicles in operation Circle 147 on Reader Service Card in the United States and Canada. www.aspquiklink.com/14147 They are a direct-ft replacement for vehicles which are now equipped with a direct ignition system. The new part numbers cover a variety of Domestic, Asian and European vehicles, including Chrysler, GM, Ford, Infniti, Mitsubishi, Mazda, Volvo and BMW.

ROBERT BOSCH LLC Circle 145 on Reader Service Card www.aspquiklink.com/14145

VDO RoadLog EOBR software updated

Continental Commercial Vehicles & Aftermarket has upgraded the software for its VDO RoadLog Electronic On Board Recorder (EOBR) to meet compliance standards set by Federal Motor CarCARDONE Industries now rier Safety Administration for Hours Of Service offers over 290 SKUs that (HOS) regulations. The VDO RoadLog compliwere previously dealer-only, ance tool features a built-in printer that creates providing repair technicians an instant paper report of daily log book data with a high-quality, and lowso drivers can get through roadside inspections cost alternative to OE parts.

A few of the most in-demand, exclusive part quickly and be back on the road. numbers include: P/N 78-9053F, ECM that fts CONTINENTAL COMMERCIAL VEHICLES & Ford Thunderbird, Lincoln LS 2003-2004; P/N AFTERMARKET 1R-2822, Master Cylinder Reservoir that fts Circle 148 on Reader Service Card Chrysler vehicles 1996-2000; and P/N 60-5391, www.aspquiklink.com/14148 CV that fts Toyota Camry 2010-2011.

290 exclusive CARDONE SKUs

CARDONE INDUSTRIES Circle 146 on Reader Service Card www.aspquiklink.com/14146

Delphi MAF sensor for 2005-’11 GMs

Delphi Product & Service Solutions offers the mass airfow (MAF) sensor (AF10142) covering almost fve million GM applications from 2005 to 2011. Delphi says MAF sensors are StopTech built with all-new components, Brake Kit not remanufactured for Ford parts. All parts are Focus ST tested and calibrated Centric Parts to OE standards using has introduced OE equipment in U.S. a front axle facilities. By testing StopTech Big to OE specifcations, Brake Kit for the 2013 Ford Focus ST. Centric says this Big Delphi helps ensure the sensors provide acBrake Kit represents the ultimate brake system curate readings and airfow output, which helps upgrade with stiffer calipers, larger rotors, higher to reduce comebacks. friction pads, stainless steel braided lines and DELPHI PRODUCT & SERVICE SOLUTIONS all of the necessary mounting hardware and Circle 149 on Reader Service Card brackets to complete the job. All StopTech high- www.aspquiklink.com/14149

72 | July/August 2013

‘My DENSO Rewards’ program DENSO Products and Services Americas Inc.’s My DENSO Rewards is a sales incentive program for WD counter people and salespeople, as well as shop owners and their technicians, through Nov. 30, 2013. Participants earn reward points when they sell or install First Time Fit Cabin Air Filters or Wiper Blades. Participants can earn points that are redeemable for everything from Amazon gift cards to the latest electronics, sporting goods, power tools and more.

of bright light time. Both output and runtime have been offcially tested to make sure battery life holds up as specifed. All functions of this light will operate on a single battery at about half the runtime.

IMPELTRONICS Circle 152 on Reader Service Card www.aspquiklink.com/14152

DENSO PRODUCTS AND SERVICES AMERICAS INC. Circle 150 on Reader Service Card Federal-Mogul expands MOOG line www.aspquiklink.com/14150 Federal-Mogul Corp. has added 36 parts, includ-

GM-compatible DrewTech CarDAQ-M The General Motors factory GDS2 diagnostics application from Drew Technologies now works with DrewTech’s CarDAQ-M and MongoosePro GM II J2534 interfaces. GDS2 supports full dealership diagnostics on all modules for GM’s Global A vehicles from 2010 to present. DrewTech’s CarDAQ and MongoosePro GM II products also support GM’s Tech2WIN diagnostics application, a windows-based version of the Tech2 dealership scan tool that supports most 1996-2010 GM vehicles.

ing 14 new control arms, to its line of MOOG steering and suspension components. The latest expansion of the MOOG line includes 14 new control arms for a wide range of foreign nameplates and domestic applications, including the following control arms equipped with premium MOOG ball joints: P/N CK620618 (left) and CK620619 (right) for Audi A8 Quattro (2004-2007), Audi A6 Quattro (2005-2007), Audi A6 (2006-2007) and Volkswagen Phaeton (2004-2006).

FEDERAL-MOGUL CORP. Circle 153 on Reader Service Card www.aspquiklink.com/14153

DREW TECHNOLOGIES Circle 151 on Reader Service Card www.aspquiklink.com/14151

Double barrel LED Flashlight

Mobile catalog app from GMB

Impeltronics says the Night Owl LED Flashlight offers 10 different light settings in one device and provides a wide-range of versatility. The multiple settings even provide a double light capability with 1,100 lumen output. The Night Owl Flashlight is also equipped with CREE LED lights, giving the user about 50,000 hours

GMB North America Inc. has gone mobile, launching its mobile catalog application, GMB Catalog for Apple and Android in both English and Spanish. GMB Catalog offers all of GMB’s current product offerings, allowing searches by make, model and year, as well as cross referenced part numbers.

GMB NORTH AMERICA INC. Circle 154 on Reader Service Card www.aspquiklink.com/14154

73 | July/August 2013

Magnetic Flashlight pickup tool The Impeltronics LED Telescoping Magnetic Flashlight offers the ability for the user to fnd and retrieve objects in hard-to-reach areas. The magnets in both the head and tail end of the fashlight permit the recovery of magnetic objects weighing up to eight pounds. The fashlight has three bright LED lights for increased visibility, and is extendable from a compact 6.75 inches to 21+ inches long for better reach. The LED head is fexible for 360-degree directional rotation.

46-10071). The BladeRunner intake manifold uses aFe Power’s patented Multiple Directional Vane (MDV) technology to guide the air through the manifold, maximizing air fow. Constructed out of cast 808 aluminum alloy, this manifold uses a proprietary internal bolt design to help increase the fow and provide a solid seal void of leaks or deformities, notes aFe.

AFE POWER Circle 157 on Reader Service Card www.aspquiklink.com/14157

Ken-Tool reCore Sensor Saver

Because TPMS failure is often due to valve stem failure caused by galvanic corrosion, Ken-Tool has introduced its new reCore Sensor Saver System that positions auto and tire service shops to IMPELTRONICS take advantage of TPMS Circle 155 on Reader Service Card repair opportunities while www.aspquiklink.com/14155 they save their customers time and money. An affordable solution to valve stem corrosion problems, the patent-pending reCore System provides everything service technicians need to repair corroded TPMS valves — including replacement TPMS valve stems and caps that are nickelDigital Flow Meter Nozzle Innovative Products of America Inc.’s Digital Flow plated and will not fail due to galvanic corrosion.

Meter Nozzle (P/N 9048) is for transferring com- KEN-TOOL mon fuels, while monitoring volume in real-time. Circle 158 on Reader Service Card Safe to use on gasoline, diesel and kerosene, the www.aspquiklink.com/14158 high-fow Digital Flow Meter Nozzle provides an accurate method for transferring common fuels Swivel Head Quick Release ratchet by integrating a high-quality, accurate digital fow King Tony America says repair techs can increase meter into a low-profle fuel nozzle. This frst- productivity with the new time product combines the meter and nozzle, Swivel Head Quick Rewhich are typically purchased separately and lease ratchet from KT assembled in the feld by the end-user into one Pro. With a 360-degree convenient safe product. swivel head and 5-degree ratcheting action (72 INNOVATIVE PRODUCTS OF AMERICA teeth), the ratchet allows Circle 156 on Reader Service Card work in tight spaces. The www.aspquiklink.com/14156 Swivel Head Quick Release ratchet comes with a limited lifetime warranty and is available in Dodge Ram intake a satin fnish with a rubber handle in 1/4-inch manifold Advanced Flow Engineering (P/N 2752-06G), 3/8-inch (P/N 3752-09G) and (aFe) Power has pre-released 1/2-inch (P/N 4752-12G) drive sizes. the BladeRunner intake mani- KING TONY AMERICA fold for the 2010-12 Dodge Circle 159 on Reader Service Card Ram 2500/3500 L6-6.7L (P/N www.aspquiklink.com/14159

74 | July/August 2013

HD truck gauges in VDO catalog The 2013 VDO Instrumentation Catalog for heavyduty trucks from Continental Commercial Vehicles & Aftermarket is an 80-page full color publication that features a wide variety of new VDO products.

New additions include VDO camera and screens, VDO Viewline 5-inch Quad Gauges and LED Replacement Bulbs. The catalog also features VDO Viewline, Cockpit International, Series 1, ModulCockpit II and CANcockpit Generation III instruments.

CONTINENTAL COMMERCIAL VEHICLES & AFTERMARKET Circle 160 on Reader Service Card www.aspquiklink.com/14160

Lisle Harmonic Balancer Installer The Harmonic Balancer Installer from Lisle Corp. installs harmonic balancers or drive pulleys that are pressed on the crankshaft.

Set includes a driving screw, thrust bearing and threaded adapters necessary to work on a wide range of domestic and some import harmonic balancers. Two long adapters are included for use on Dodge Hemi and Generation III GM motors. The 1.75-inch spacer allows the tool to work more effectively on deep harmonic balancers.

LISLE CORP. Circle 161 on Reader Service Card www.aspquiklink.com/14161

Limited Edition Black-OutBox Matco Tools is giving automotive professionals a reason to upgrade their current toolbox with the launch of a limited edition Black-Out-Box. The exclusive 5s toolbox features Matco’s Stealth Black paint with black trim, locks, casters and

badging, creating a completely blacked-out appearance. Select add-ons are also available for those looking to expand their storage system.

MATCO TOOLS Circle 162 on Reader Service Card www.aspquiklink.com/14162

Mobile Quotes & Billing App MultiEducator Inc. says the Quotes & Billing app is an accounting software program that is faster, sleeker, does more, can be linked and shared instantly and operates on a smart phone or an iPad. The app was designed with the needs of auto service professionals in mind and supports both labor billing and part billing. The new app makes it possible to provide quotes to customers on the spot, seamlessly turn those quotes into active orders and orders into invoices.

MULTIEDUCATOR INC. Circle 163 on Reader Service Card www.aspquiklink.com/14163

Myers catalog has 8,000 items The new Myers Tire Supply 350-page full-line catalog features more than 8,000 items for automotive, heavy-duty feet and retread and repair professionals. The catalog is arranged in 11 product groups from valves and accessories, tire changing, tire balancing, shop equipment through tire repair and retreading. All products are organized in a standard presentation with charts and graphs, making it easy to compare similar products and specifcations. The catalog is designed with color-coded sections for easy reference.

MYERS TIRE SUPPLY Circle 164 on Reader Service Card www.aspquiklink.com/14164

75 | July/August 2013

Redesigned Mobile Tire Pressure Equalizer The Mobile Tire Pressure Equalizer from Innovative Products of America has been redesigned to include air toggle valves, an internal storage compartment, side mounted hose hangers and holsters for aftermarket air chucks. It provides a new, fast and effcient method to accurately read and infate tire pressure up to fve tires at the same time. IPA says minute discrepancies in tire infation can have profound effects on both tread wear and fuel economy as even a 1.5 PSI variance can rob 1% MPG.

INNOVATIVE PRODUCTS OF AMERICA Circle 165 on Reader Service Card www.aspquiklink.com/14165

Nucap Brake Pad performance guarantee

match the look, feel and performance of the OE brake pads on European vehicles. The pads have a consistently high coeffcient of friction in severe braking conditions combined with high shear strength that stands up to heat without separating. Low compressibility ensures exceptional pedal feel, and vehicle-specifc friction materials offer consistent and durable braking.

ROBERT BOSCH LLC Circle 167 on Reader Service Card www.aspquiklink.com/14167

Philips LED Rough Service Light Bulb Philips Automotive North America says its new Philips LED Rough Service Bulb features advanced LED technology, which makes it effcient and durable, especially in rugged e n v i ro n m e n t s .

The light bulb is designed with an “instant on” feature and delivers bright lighting that creates a white light with an output of 800 lumens on 10.5 watts of power, a fraction of what Halogen and fuorescent lamps need.

Nucap Industries announces the launch of a 100% Brake Pad Performance Guarantee on any brand of brake pads manufactured with NuPHILIPS AUTOMOTIVE cap’s NRS technology.

Circle 168 on Reader Service Card NRS-equipped brake pads completely eliminate www.aspquiklink.com/14168 edge lift and the noise and poor performance associated with it, the company notes. Nucap says Ultimate Durability this is a pivotal time within the brake category, synthetic motor oil for too long brake pads have been treated as a Quaker State’ s reformulated commodity product and as a result brake system Quaker State Ultimate Duraperformance has been negatively affected. bility Full Synthetic Motor Oil is designed to deliver motorNUCAP INDUSTRIES ists fuel economy savings of Circle 166 on Reader Service Card an average of fve cents per www.aspquiklink.com/14166 gallon while providing protection against friction-related Bosch wear. Using a proprietary EuroLine Disc moly formulation, the new Brake Pads full-synthetic additive package of Quaker State Bosch EuroLine Ultimate Durability helps to keep oil fresh, bendisc brake pads eftting fuel economy. from Robert Bosch LLC were QUAKER STATE developed as an Circle 169 on Reader Service Card OE replica line to www.aspquiklink.com/14169

76 | July/August 2013

Rotor upgrades for Acura TSX Centric Parts offers a range of two-piece StopTech brand AeroRotor replacement kits (ARK) for the Honda Acura TSX that also ft certain TL, CL and MDX models as well as certain Honda Accord, Pilot and Odyssey models. The new direct replacement 300 X 28 mm rotors are available for front axles and include pre-assembled StopTech two-piece, foating, directional AeroRotors with iron friction rings and aluminum AeroHats. They are available in drilled or slotted form, with or without a protective zinc coating.

match the original for ft, form and function, cover an additional six million VIO for Buick, Chevrolet, Dodge Ram, Hyundai, Jeep, Kia, Saturn, Toyota, Toyota truck and Volvo through the 2013 model year.

STANDARD MOTOR PRODUCTS INC. Circle 172 on Reader Service Card www.aspquiklink.com/14172

CENTRIC PARTS Circle 170 on Reader Service Card www.aspquiklink.com/14170

Opti-Lux 365 leak detection fashlight

Rotary AR18 four-post alignment lift

TRACER PRODUCTS. Circle 173 on Reader Service Card www.aspquiklink.com/14173

Tracer Products says the Tracerline Opti-Lux 365 is a powerful LED leak detection fashlight that provides pure UV light for optimal fuorescent dye response, and is ideal for all automotive A/C and fuid system applications. The Opti-Lux 365 produces a bright glow that makes all leaks easier to fnd, while slashing valuable diagnostic time.

The fashlight is more than twice as powerful as most corded, high-intensity UV lamps, brightly fuorescing all dyes, the company notes.

Rotary Lift says the new AR18 four-post alignment lift is one of the most versatile products offered by Rotary Lift, easily adaptable to meet the needs of independent repair shops, mixed feets and car and truck dealers. The lift features two stainless steel turning radius gauges for use when performing alignments and is compatible with all brands and types of alignment instrumentation. The AR18 has a rated capacity of 18,000 lbs., enough to service everything up to and including Class 5 trucks.

ROTARY LIFT Circle 171 on Reader Service Card www.aspquiklink.com/14171

SMP clone-able TPMS sensors Standard Motor Products Inc. (SMP) has added eight new clone-able sensors to its TPMS sensor line. The new Standard and Intermotor part numbers, which

TRICO Force premium beam blade Trico Products Corp. says the new TRICO Force high-performance beam blade is engineered with a combination of advanced wiper technologies designed for maximizing safety in today’s extreme driving environment. TRICO Force features the patented VorTec aerofoil that controls airfow and transfers wind force downward to provide maximum contact between the wiper blade and windshield. The swept-wing spoiler slices through turbulence to deliver a fawless wipe and excellent visibility in all driving situations, notes Trico.

TRICO PRODUCTS CORP. Circle 174 on Reader Service Card www.aspquiklink.com/14174

77 | July/August 2013

developing OE brake pads, engineers at Textar have developed a perfectly matched brake rotor with Textar brake pads to ensure ultimate braking performance.

WORLDPAC INC. Circle 177 on Reader Service Card WIX Filters, a member of the Affnia Group family www.aspquiklink.com/14177

WIX Filters releases 197 new parts

of brands, has introduced 197 new parts with 35% serving light-duty applications and 65% serving heavy-duty applications. ProTec cabin air flter applications also made up half of the new parts in the domestic and foreign nameplate passenger car category. WIX is examining modifcations for natural gas and propane flters to meet off-road diesel certifed emission reduction requirements for 2017-2018.

WIX FILTERS Circle 175 on Reader Service Card www.aspquiklink.com/14175

ContiTech Problem Solver Timing Belt Kits CRP Automotive offers a range of ContiTech Pro Series Plus Timing Kits that solve special service problems by providing technicians with all of the components needed to perform proper timing belt and water pump service. The kits include additional components to help technicians handle specific application issues that are typically encountered during the service. ContiTech Pro Series Plus kits also include front cam and balance shaft seals.

Turbo Vane Position Sensor Socket The Duramax Turbo Vane Position Sensor Socket (P/N 12400) from Schley Products Inc. has been designed to remove the turbo vane position sensor on late 2004 to present GM medium duty trucks with Duramax engines. The tool also works on light-duty trucks and Isuzu diesel F series medium-duty trucks. This socket is designed to accommodate the wire and the tight space of its location. With the 12400 the sensor can be removed safely so that it can be reused if necessary.

SCHLEY PRODUCTS INC. Circle 178 on Reader Service Card www.aspquiklink.com/14178

Kafko Oil Eater Flex Line parts washers

Kafko International’s Oil Eater Flex Line parts washers include ready-to-use units with basic, premium and professional level features. The water-based systems have a modular design, interchangeable features and add-on options. Each includes six gallons of CRP AUTOMOTIVE eco-friendly Oil Eater Original cleaner/degreaser Circle 176 on Reader Service Card and a three-year limited warranty. The basic level www.aspquiklink.com/14176 unit includes: a 440-pound capacity working tray; fow-through brush with adjustable fuid control; Textar brake rotors from WORLDPAC Textar, the world’s leading manufacturer of OE adjustable “goose neck” spigot; and Oil Eater brake pads, now offers a range of German en- skimmer pads to soak oil from the reservoir tank. gineered, high carbon brake rotors for European KAFKO INTERNATIONAL applications. WORLDPAC says that utilizing the Circle 179 on Reader Service Card know-how that comes from nearly 100 years of www.aspquiklink.com/14179

78 | July/August 2013

Circle 128 on Reader Service Card

Circle 129 on Reader Service Card