Auto Service Professional - February 2020

Auto Service Professional ®

February | 2020 | Vol. 10, No. 1

r o t c a f W O W The CALIFOR

NIT Y ES COMMU IZ S A H P M E NIA SHOP

Also in this issue:

Diagnosing TPMS issues Brake system service Understanding ignition systems

REL ATIONS

Contents

February 2020 • Vol. 10, No. 1

8 20 6

Te c h nica l

TPMS service

Gaining a better understanding on diagnosing

Understanding modern day ignition systems Tips for diagnosing popular systems

40 18

18

Brake system service

Advice on how to avoid comebacks

B u sin e s s

The WOW factor

This California shop emphasizes community relations

8 40 Departments

2 Straight Talk Comments and quandaries concerning shop life

6 Tech Tips From engine lube to Torx fasteners

20

16 Technical Service Bulletins From a starving Mustang to a Ram short

46 Products New and innovative equipment for your tool chest and shop

48 Ad Index Your connection to free information Februa ry 2 0 2 0

ASP

1

Straight Talk

Comments and quandaries concerning shop life

E

Mike Mavrigian, Editor

Ever wonder why hypoid gear oil stinks so bad?

Most of us simply accept the fact that gear oil stinks and grudgingly anticipate the horrid smell when we service a drive axle assembly as a necessary evil.

Ring and pinion assemblies feature gears that mesh together creating enormous pressures that push the lubricant out between the gears. If even momentary lubrication is lost and we have metal-tometal contact, the contact points transfer metal, elevating heat and wearing the surfaces, eventually to the point of gear fracture.

To avoid this, and to maintain a lubricity film between the gears at the maximum pressure point, an extreme pressure (EP) additive is used in the lubricant formula, usually involving sulfur and/or phosphorous. That’s what makes the lube so smelly.

To make the state of stink even worse, a friction modifier (often specified by the automaker) is added to the already stinky oil, raising the skunkyness to an even more horrific nasal-assaulting level.

These high pressure additives provide a 1-2 micronthick lubricity between the

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contact points that protect the gear from wear. So, even though we may despise the odor, and quite often work shirts must be tossed in the trash because we don’t want to bring the stink home with us, we need what the lube provides.

Personally, I kind of like the airborne signature, especially after everything is buttoned up and filled. It smells like victory.

MAGNETIC ATTRACTION

Over the years, I was constantly paranoid about placing any electronic device, such as my smartphone, in close proximity to a magnet. For instance, when using a magnetic tray underhood to secure tools, bolts, nuts, etc., I was afraid to rest my cell phone on the tray for fear of messing up the phone, losing data, etc.

Well, I guess I was wrong.

Apparently, a magnetic field next to your smartphone won’t cause any damage (unless the magnet is strong enough to lift a car, that is).

According to the research I did, the smartphone makers designed their toys to prevent operational problems caused by a light- to medium-strength magnet.

Of course, the exception

The iconic stink of gear lube is one of those odors that your brain recognizes immediately. might involve an inaccurate reading with a compass application, but apparently exposure to a nearby magnet won’t cause a malfunction or cause you to lose stored data.

Magnets apparently will not damage a CD, DVD or a flash drive... something I’m relieved to learn.

Just mentioning some of the many things I’ve been wrong about. I’m sure there are more to come.

I have deactivated hotel room key cards by placing them in the same pocket with my cell phone, but that’s a different story.

At least now I know that I can rest my smartphone on or near a magnetic tool tray without freaking out. ■

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Resources

4

24/7 RESOURCE

3515 Massillon Rd., Suite 350, Uniontown, OH 44685 (330) 899-2200, fax (330) 899-2209 Website: www.autoserviceprofessional.com Publisher: Greg Smith Greg.Smith@bobit.com Editor: Mike Mavrigian Mike.Mavrigian@bobit.com Managing Editor: Lori L. Mavrigian Lori.Mavrigian@bobit.com Senior Editor & Digital Projects Editor: Joy Kopcha Joy.Kopcha@bobit.com Senior Editor: Ann Neal Ann.Neal@bobit.com Art Director: Vince Taroc Vincent.Taroc@bobit.com Graphic Artist: Jeff Polman Jeff.Polman@bobit.com Production Manager: Karen Runion Karen.Runion@bobit.com Contributors:

ASP’s website is the go-to site for vehicle information 24/7.

Jeff Taylor/Diagnostics & Driveability Specialist

Turn to it any time you need the latest

Sales:

technical service bulletins, in-depth

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

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

Bill Fulton/ASE Master Tech Edwin Hazzard/Mobile Tech Specialist Advisory Board: Tim Lasley/Wilson’s Garage of Pfafftown, NC Jeff Smith/Smitty’s Car Service, Doylestown, OH Mark Cunningham/Cunningham’s Automotive Repair, Ottsville, PA Bill Caroniti/Updated Automotive, North Royalton, OH

Bob Marinez / Bob.Marinez@bobit.com (330) 899-2200, ext. 2217, fax (330) 899-2209 Marianne Dyal / Marianne.Dyal@bobit.com (706) 344-1388 / mobile (619) 990-5536 Customer Service/Subscription Service Phone: (888) 239-2455 / Fax: (888) 274-4580 Email: bobitpubs@omeda.com

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

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Te chnical

TECH TIPS Engine assembly lube

When performing an engine assembly, all frictional surfaces require lubrication. However, be careful about your choice of lubes.

While you may be tempted to use a “high tech” synthetic lubricant, be aware that this type of lubricant isn’t applicable to all components.

A super-slippery synthetic oil or gel can be used for main, rod and cam bearings, but avoid using a full synthetic lube for cylinder walls. A lubricant that is extremely slippery that provides an extremely low coefficient of friction may not allow the new piston rings to properly seat and seal against the cylinder walls.

A better choice for the ringsto-cylinder-wall is a non-detergent petroleum-based oil with a grade of 5W-30 or straight 30W, which will allow ring seating much more quickly and more efficiently than a full synthetic oil.

All other components such as main bearings, rod bearings, cam bearings (if applicable), and timing chain (if applicable) may be coated with a full synthetic assembly lube.

For hydraulic lifters, it’s best to soak them in a low viscosity petroleum or synthetic oil.

If the engine features a flattappet camshaft, a high-pressure lubricant must be applied (as specified by the cam maker) to the lobes and faces of the lifters.

For roller cam applications, the concern for break-in is not as critical, so a petroleum or synthetic lube is usually sufficient.

Also, be sure to lube the valve

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From engine assembly lube to a look at Torx fasteners

stem tips (where rocker arms make contact).

Torx explained

When automakers began using Torx style threaded fasteners, more than a few technicians (and pretty much all DIYers) hated them, simply because they were “different,” forcing us to buy yet more tools. As time passed, we became accustomed to dealing with them, but nevertheless, some still despise them. Well, here’s the lowdown on what they are and why they’re used.

The Torx drive system was developed in 1967 by Camcar Textron. It’s also called (and you’re really gonna hate this) a hexalobular style drive. Instead of a hex bolt head that features six flats for engagement, Torx features six lobes that provide a 15-degree angle as opposed to the 60-degree angle of a hex.

The main reason for the development of the Torx design is to provide higher torque transfer by increasing the surface area between the drive head and the tool. This provides better torque application accuracy and prevents “cam out” or rounding off that often results with a hex drive, since the recess (for an internal drive) completely encloses the drive bit, greatly reducing the chance for tool slippage. This serves to extend the life of both the fastener drive head and the tool. The Torx system, whether dealing with an internal or external drive, offers a broader surface, providing a greater depth of lobe engagement, with the drive

The six-lobe Torx design features a “hexalobular” shape that provides superior torque transfer.

Example of an internal Torx head. The tool engages at a depth that provides full tool captive engagement, minimizing the chance for slippage.

Common Torx-applicable tools are readily available in sets. force spread over a broader surface area.

While Torx tool sizes range from T1 through T100, the most commonly used sizes for automotive applications include T9 through T60. Specifically, tool sizes that you should have in your arsenal include T9, T10, T15, T20, T25, T27, T30, T40, T45, T50, T55 and T60.

Applications include both internal Torx (requiring a male tool bit) and external Torx (requiring a Torx socket). ■

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TPMS

TPMS SERVICE Gaining a better understanding on diagnosing

I

By Edwin Hazzard

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Figure 1: Step one in profitable tire pressure monitoring system service is making sure the tools you are using are top quality, including a TPMS scan tool and tire pressure gauge.

TPMS and why? Vehicle safety is the main reason.

Some of you might remember the Firestone recall back in the late 1990s, which was linked to more than 100 deaths from rollovers following tire tread separation.

This pushed the United States Congress to legislate the Transportation Recall En-

hancement, Accountability and Documentation (TREAD) Act. The act mandated the use of a suitable TPMS technology in all light motor vehicles (under 10,000 pounds), to help alert drivers of under-inflation events. This act affects all light motor vehicles sold after Sept. 1, 2007. The first phasein started in October 2005 at

COURTESY OF SOUTHEAST MOBILE TECH

8

COURTESY AUTEL

It’s hard to believe that tire pressure monitoring systems (TPMS) have been included in passenger vehicles for a little over 30 years. TPMS started with the European vehicle car lines.

The first passenger vehicle to adopt a TPMS was the Porsche 959 in 1986, using a hollow spoke wheel system developed

by PSK. In 1996 Renault used the Michelin PAX system for the Scenic and in 1999 the PSA Peugeot CitroĂŤn decided to adopt TPMS as a standard feature on the Peugeot 607. The following year (2000), Renault launched the Laguna II, the first high volume mid-size passenger vehicle in the world to be equipped with TPMS as a standard feature.

In the United States, TPMS was introduced by General Motors for the 1991 model year for the Corvette in conjunction with Goodyear run-flat tires.

The system uses sensors in the wheels and a driver display which can show tire pressure at any wheel, plus warnings for both high and low pressure.

It has been standard on Corvettes ever since.

But what led to the industry-wide incorporation of the

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Figure 2: Here’s an image of a tire psi display, this one from a 2017 Chevrolet.

20%, and reached 100% for models produced after September 2007.

In the United States, as of 2008 and the European Union, as of Nov. 1, 2012, all new passenger car models released had to be equipped with a TPMS. From Nov. 1, 2014, all new passenger cars sold in the European Union had to be equipped with a TPMS. I find it quite ironic that the Europeans started the TPMS revolution but they were the last to make it mandatory on their vehicles.

Since tire pressure monitoring systems have been in our service bays now for more than a few years, let’s take a look at some of the service procedures and tools that are needed to service these systems.

In addition to having the latest diagnostic information, tools needed to service these systems today include a competent, high quality scan tool, a reset tool, and an accurate tire pressure gauge (see Figure 1). Some tire pressure gauges can be off as much as five psi or more. Adjusting the tire pressure with an inaccurate gauge will throw off your diagnostic procedure from the start.

It’s very important to test your psi gauge for accuracy and get it repaired or replaced if needed. Don’t rely on the instrument panel display to check the pressures. Sometimes the display will not update quickly enough (see Figure 2).

Another tool that is a must have is the scan tool. Using a low-end tool will not only make your troubleshooting task more difficult, but the tool just might not give you the necessary options that you need to perform the correct task.

For example, the scan tool that you are using might not have the capability to correctly identify the sensor, let alone allow you to input the

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correct ID for that sensor. Some scan tools will require the use of a separate tool to be used in conjunction with the scan tool.

An example of this could be the Toyota Techstream. The Techstream is the OEM factory scan tool that is used in the car dealerships (see Figure 3).

Sometimes you will need a separate tool to retrieve the sensor ID and input that ID into the Techstream to properly register that sensor. Using your service information system and doing a little research on how your particular system works will go a long way in understanding this procedure.

Another factor to consider while repairing a TPMS system is the quality of parts you are using. Make sure to invest in high-quality aftermarket sensors now on the market. Do your homework and find which is best for the vehicles you service.

Direct vs. indirect TPMS

On a TPMS system, there are a few components that are used to monitor and help make the system operate correctly. Besides the sensors located in the wheels, these systems have to be monitored by a control module. Sometimes there is more than one controller on the vehicle. The

There are two types of tire pressure monitoring systems — direct and indirect. sensors report their information to the controller through a wireless radio frequency.

But before we get into the different types of frequencies, let’s look at the two types of TPMS systems. There are indirect type and direct type systems.

The indirect type TPMS does not use physical pressure sensors but measure air pressures by monitoring individual wheel rotational speeds

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Figure 3: Here’s a Toyota scan tool for a TPMS system.

Figure 4: The Bartec Tech1000 works with all OE TPMS sensors and is easy to operate.

and other signals available outside of the tire itself. First generation indirect tire pressure monitoring systems are based on the principle that an under-inflated tire has a slightly smaller diameter and a higher angular velocity than a correctly inflated tire. These differences are measurable through the wheel speed sensors of ABS/ESC systems.

Remember I stated the use of multiple controllers? Second generation TPMS can also detect simultaneous under-inflation in up to all four tires using spectrum analysis of individual wheels, which can be realized in software using advanced signal processing techniques. TPMS cannot measure or display absolute pressure values, as they are relative by nature and have to be reset by the driver once the tires are checked and all pressures adjusted correctly.

The reset is normally done either by a physical button or in a menu of the on-board computer or even a scan tool. The reset procedures can be an inconvenience at times. The reset procedure,

followed by an automatic learning phase of typically 20 to 60 minutes of driving under which the TPMS learns and stores the reference parameters before it becomes fully active, cancels out many, but not all of these. This is not the procedure that makes a flat-rate technician happy.

The other system type is the direct type system. Direct tire pressure monitoring systems employ a pressure sensor on each wheel. The sensors physically measure the tire pressure in each tire and report it to the vehicle’s instrument cluster or a corresponding monitor.

Some units also measure and alert temperatures of the tire as well. These systems can identify under-inflation in any combination, be it one tire or all, simultaneously. Although the systems vary in transmitting options, many TPMS products, both OEM and aftermarket, can display real time tire pressures at each location monitored, whether the vehicle is moving or parked.

There are many different solutions, but all of them have to face the problems of exposure to

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hostile environments. The majority are powered by batteries, which limit their useful life. Some of the components of a direct TPMS sensor system consist of the following main functional components: the battery, housing, an analog-digital converter microcontroller, a system controller, an oscillator, radio frequency transmitter, a low frequency receiver, and a voltage regulator which controls battery management.

It sounds more complex and sophisticated than it really is.

Again, understanding the system that you are working on will go a long way in aiding your diagnosis. Some of the maintenance issues you will encounter are valve stem corrosion, battery life of the sensor and tire sealants.

If you live in the Rust Belt area you might see the valve stems having a lot of corrosion due to the treatment they use on the roads along with the incompatibility of the two different metals used between the wheel and the sensor stem.

The battery life will deteriorate over time and the use of improper tire sealant or an excessive amount of sealant can affect sensor operation. Be

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aware that different manufacturers have different opinions on the use of tire sealant.

Some of the other components used in tire pressure monitoring systems are the monitoring devices that are used to control and track each sensor’s operation.

For example, a 2017 Chevrolet Cruze uses a body control module (BCM), driver information center (DIC), the instrument cluster and a remote control door lock receiver (RCDLR) module to monitor the radio frequency transmitter signal from the sensors in the wheels.

Diagnosing these systems requires an information system that shows not only electrical wiring diagrams but a communication data diagram as well.

Let’s take a look at a TPMS problem that has cropped up on a 2012 Ford F-150 (see Figure 5).

The TPMS light was illuminated. The customer stopped at a repair shop to have it diagnosed and they came up with a code DTC B124D-02.

The description for this code is as follows.... If there is a fault with 1, 2 or 3 of the Tire Pressure Monitoring System (TPMS) sensors, DTC B124D-02 sets.

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TPMS COURTESY OF SOUTHEAST MOBILE TECH

Figure 5: A 2012 Ford F-150 pickup with a problem.

The TPMS warning indicator flashes for 70 seconds and then remains on continuously when the ignition switch is turned to the ON position and the message center displays TIRE PRESSURE SENSOR FAULT. The shop narrowed the fault down to a left front tire pressure sensor issue. Usually when this occurs it’s a pretty straight-forward repair.

Replace the sensor, learn the system and send it down the road. The shop replaced the sensor and found the problem was still there. Thinking that the new sensor could be faulty, they replaced the sensor a second time.

After installation of the second sensor, the shop decided to call me in for a look. I ran a diagnostic on the truck and sure enough, the DTC was pointing to a left front tire sensor fault. I was

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Figure 7: Image of a 2012 Ford F-150 with the correct sensor. a little skeptical about this, so I told the technician to demount the tire so that I could get a little closer look at the sensor. I was looking for any signs of damage during the install or maybe the wrong type of sensor or maybe even an aftermarket sensor of low quality.

I didn’t find any damage during installation and the sensor was in fact an OEM type sensor.

This one had me scratching my head a little as I didn’t physically see anything wrong.

When I start any diagnosis on any type of vehicle, the first thing I do is to take a few minutes and read up on the system I’m working on.

That entails opening up the service information system and getting familiar with the players involved and what they are expected to do.

The other thing I do is perform a bulletin

COURTESY MITCHELL PRODEMAND

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Figure 6: Image of a 2012 Ford F-150 with the wrong sensor.

COURTESY OF CONTINENTAL CORP.

Here Continental Corp.’s Tire Industry Association (TIA) and National Institute for Automotive Service Excellence (ASE) Certified Training Specialist Sean Lannoo conducts a relearn. search and see if quite possibly there is a service bulletin on the problem that I am experiencing.

I came across a service bulletin that talked about TPMS sensor identification, specifically choosing the correct sensor for the correct vehicle.

Now remember, the shop replaced the TPMS sensor two times and obtained those sensors from the local Ford dealer.

As I was reading the bulletin, I came across the sensors that pertained to this vehicle. This vehicle lists two possible sensors that can be used for this truck, but each sensor was for two different model years.

Looking at the sensor ID markings it had a marking of 9L3T which is a first-generation valve-mounted sensor. This sensor is not a valid sensor for any 2012 and later model.

The bulletin stated that this truck should have had a CM5T, which is a second-generation v a l ve -m o u nt e d s e n sor. This sensor is a valid sensor and used for model year 2012 and 2013 vehicles only (see Figures 6 and 7).

I told the shop what I found, and they obtained the correct sensor, installed it to the wheel and were finally able to extinguish t he T PM S l ig ht . There were two issues here.

The first was not getting the correct part from the dealer. That not only happened once but it happened twice! The second issue: Had the shop performed a bulletin search they probably would have caught this problem before everybody got in too deep.

This was a good lesson learned by all who were involved, in that doing a little research on a problem can go a long way.

TPMS vehicles are not quite as complex a system as some of the systems you come across on today’s newer vehicles. Proper understanding of the system, and knowing what players are involved will get the vehicle up and running in no time.

It will keep your customer’s pressure in check — both with their tires and their blood pressure. ■ Edwin Hazzard owns South East Mobile Tech in Charleston, S.C., which is a mobile diagnostic and programming service providing technical service to many automotive and body repair shops.

He has 37 years’ experience in the automotive industry.

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

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Te chnical Ser vice Bulletins

FORD

STARVING MUSTANG Some 2018-2019 Ford Mustangs built on or before Oct. 17, 2018, with a 2.3L EcoBoost engine and operating in altitudes of 3500 feet above sea level and higher may exhibit an illuminated MIL with only DTC P0069 stored in the PCM. Using the appropriate diagnostic tool, retrieve DTCs. If the only DTC stored is P0068, reprogram the PCM using the latest software version. This will recalibrate for the thinner air conditions found at high altitudes.

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JAGUAR

MODULE UPDATE This bulletin applies to 2018 Jaguar XJ Supercharged, E-Pace/X540, FPace/X761, F-Type/X152, I-Pace/ X590, XE/X760, XF/X260 and XJ/ X351 vehicles.

When attempting to update or replace the information master control module (IMC) or the infotainment slave control module (ISC) using Pathfinder v225, it may be noticed that the application aborts, with a displayed error message stating “Updating IMC: Updating of ECU IMC X351_2016_00_V7 is not possible because required flash files (LX73-19C204-AA/LX73-19C204-ADA) were not found; or “Updating of ECU IMC X351_2016_00_ V7 is not possible because required flash files (LX73-11E013-AA/LX73-11E013-ADA) were not found.”

There are files required for the IMC or ISC update process that have not been included in the v225 release of Pathfinder. A work-around will load a software file to the Jaguar Land Rover approved diagnostic equipment using the manual patch update process. This manual patch will stay on the JLRapproved diagnostic equipment.

• Restart the JLR-approved diagnostic equipment.

• Select “Manual Patch” icon on the application launcher screen. Make sure that both symptom driven diagnostics (SDD) and Pathfinder are closed before opening the manual patch downloader.

• A pop-up will be displayed for manual patch downloader.

• Enter “MP_PF_L0054” in the patch name field.

• Select “Start.”

• The manual patch downloader will then download the manual patch.

• When the patch download has completed, a message will be displayed asking the user to confirm that the application can run the manual patch. Select “Yes.” • When complete, the following message will be displayed: “Successfully downloaded and started manual patch. Please make sure that the patch has installed successfully.” This message will end after 10 seconds.

• Start a new diagnostic session.

• Select “ECU Diagnostics.”

• Select “Infotainment Master Control Module (IMC).”

• Select “Update” or “Replace” ECU. • Follow all on-screen instructions to complete the task.

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BMW

BMW LOUSY IDLE This bulletin applies to 2018 BMW 340I GT xDrive vehicles. The vehicle may run rough or hesitate when accelerating from a stationary position and fault code FC 21A02D (combustion control: valve lift correction when at idle) may be stored in DME fault memory.

The cause may be a software error in the DME (digital motor electronics). The correction involves updating the vehicle software using ISTA 4.

• If other faults are stored, diagnose and repair before the update. Do not replace any parts to specifically address DME FC 21A02D. • Program the vehicle using ISTA 4.10.20 or higher to integration level 18-03-520 or higher.

DODGE

RAM FUEL INJECTOR SHORT This bulletin applies to 2017 Dodge Ram 3500, 4500/5500 trucks equipped with a 6.7L Cummins diesel engine and built on or after Nov. 23, 2016, and on or before March 17, 2017. The bulletin involves inspection testing and replacement of the fuel injectors.

Customers may experience a MIL on. The technician may find one of the following codes set: P0201....fuel injector 1 circuit/open P0202....fuel injector 2 circuit/open P0203....fuel injector 3 circuit/open P0204....fuel injector 4 circuit/open P0205....fuel injector 5 circuit/open P0206....fuel injector 6 circuit/open Scan for DTCs. If DTCs appear other than those listed here, record and repair as needed before continuing. Note: Do not remove the injector harness or terminal nuts after remov- When servicing Dodge Ram 3500, 4500/5500 diesel trucks, inspect the injector terminal posts for signs ing the cylinder head cover. of metal shavings around the terminal nuts.

• Remove the cylinder head cover.

• Inspect the area around the injector terminal posts for the presence of any metal shavings around the terminal nuts.

• Using a multimeter set to the continuity setting, check all six injectors for a short to ground by placing one lead on a metal grounded contact such as the injector mounting clamp or rocker pedestal, and the other lead to each injector terminal post.

• Remove the terminals of the injector(s) that have a short to ground and check both terminals on the injector(s) for short to ground.

• If a short is present, replace the shorted fuel injector(s) and fuel injector supply tube(s).

• Check for any metal shavings that might have been created during re-torquing the injector terminal nuts. Remove any shavings.

• Re-confirm with a multimeter that the new injector(s) does not have a short to ground condition.

• Install the cylinder head cover.

• Clear all DTCs that may have set in any module.

• Perform the powertrain verification test. Refer to the service procedures available in DealerCONNECT> TechCONNECT under Service Info>28 – DTC-Based Diagnostics/Module, Powertrain Control (PCM). ■ Februa ry 2 0 2 0

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Reader Profile

THE WOW FACTOR

T

This California shop emphasizes community relations Two brothers, Nolan and David Pike, started their repair business in 2011 as a mobile tech service. After about one year, business was booming, with the brothers deciding to move into a brick-and-mortar shop. The initial shop was relatively small, at a mere 2,000 square feet with a single bay door and three stalls. They quickly outgrew this location and moved into the existing 5,500 square foot building with 8 service bays.

Dave’s wife Liv runs the day-to-day operations as shop manager.

In the small town of Poway, Calif., located 22 miles north of San Diego, where the trio was raised and reside, the shop quickly became known as the go-to shop for maintenance, diagnostics and repairs.

“We grew up in Poway, and we feel the need to give back to our community,” noted co-owner Nolan. “We donate to all of the local children’s sports activities, including Little League and soccer, the annual Poway Rodeo event, and more. As both business owners and lifelong residents, we’re committed to supporting our community. In addition to our excellent reputation for quality service work, that commitment goes a long way to strengthen our ties with our customers.

“While our time is somewhat limited, given our busy workload, we also conduct customer education seminars, as time permits. This is a way for our customers to better understand the nature of repairs and to make them more comfortable with the need for specific replacement parts and labor.”

As Nolan explained, “We established WOW

The entire operation, from exterior to interior to the service area, is visually stunning.

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Owners (left to right): Nolan Pike, Liv Pike and David Pike.

Auto Care as the go-to vehicle maintenance and repair facility in our area. We started out as a ‘cometo-you’ mobile repair shop, and opened our stateof-the-art brick-and-mortar building in 2012. Ever since we’ve been adding to our family of customers and building upon our excellent reputation.

Our commitment to automotive excellence and a higher standard of customer service puts us head and shoulders above our competition. Admittedly, this is not about competition or who’s the best auto repair shop. It’s all about the customer and their vehicle, and who they can trust to handle maintenance and repairs.”

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

WOW Auto Care handles all types of general repairs on any and all makes and models.

All I can say is “wow”! One side of the shop exterior features a series of life-size murals of vehicles in service bay settings. The 1967 Chevelle at the far left is a real eye-catcher.

The shop’s customer waiting area earned a second-place award in ASA’s recent “Best Waiting Area” contest.

Notice the creative American flag replica made with 13 baseball bats.

What is your business philosophy?

We exist to build community relationships, enrich the lives of our team members and provide top quality automotive care. Our fundamentals: Always make decisions with honesty and integrity, always respect yourself and others, always grow in a way that makes you and your teammates proud, always work as a team and family, and always take time to have fun and celebrate success.

Where do you buy your parts?

We purchase parts from multiple vendors, with the majority purchased from Worldpac, Parts Authority and O’Reilly’s.

What influences your parts buying decisions?

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

Price...............................................0 Brand name recognition...........2 Promotion in racing ..................0 Perceived quality.........................3 Availability/time........................ 3

The shop annually invests in new equipment to keep abreast of equipment advances.

The waiting area even features a child nook, to keep the kiddies busy.

What do customers want/expect from your shop?

As you might expect, our customers want their repairs done in a timely manner, at an affordable price, with reliability and confidence in the repair being paramount.

What is your approach to technician training?

Our technicians undergo constant training, which is critical in this day and age of advancing and ever-changing technology. They attend classes at World Tech, Cal State Training, and always keep abreast of renewing their ASE certifications.

How does ASP benefit your business?

We’re fairly new to the magazine and are impressed by the contents.

We enjoy the various technical articles and especially like reading about the new tools and equipment that have been introduced by various manufacturers. ■

WOW AUTO CARE

Poway, California

Owners ...............David Pike, Nolan Pike, Liv Pike Business founded ........................................ 2011 Number of bays.................................................. 8 Number of certified technicians ........................ 3 Shop size ................................ 5,500 square feet Number of vehicles serviced per month....... 325 Hourly labor rate .................................... $139.91 Average job ticket price ...... Approximately $485 Gross profit % .................................................N/A Average spent on tools and equipment annually .................................N/A Vehicle makes serviced ...... All makes & models Februa ry 2 0 2 0

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Modern Ignition Systems

UNDERSTANDING MODERN DAY

IGNITION SYSTEMS

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Tips for diagnosing popular systems There have been many enhancements on today’s modern day ignition systems so as to make the modern day technician’s job easier of investigating the popular misfire code or a misfire symptom without a misfire code.

Normally with a misfire code or a misfire symptom, most technicians initially suspect an ignition problem such as a bad coil, a faulty secondary lead or a bad spark plug. As we all know, you cannot undermine what you feel through the seat of your pants when doing a test drive and experience what you initially think is a misfire.

By Bill Fulton

Always take along a scan tool and record the data when the symptom occurs. A GM vehicle we serviced recently exhibited the exact symptoms of a jerk and buck that we feel during a misfire event.

There was no MIL and no codes.

Note Figure 1. The scan tool is set up to do a snapshot record. We are using the graphing mode of the scan tool as we recall the 10 second record. Notice the bottom graph. The 02 sensor values are being graphed out as well as the integrator values now known as short term fuel trim.

If an ignition-related misfire had occurred we would have seen the O2 voltage go momentarily ALL ART COURTESY OF BILL FULTON

Figure 1: The scan tool is set up to do a snapshot record. Notice the bottom graph. The O2 sensor values are being graphed out as well as the integrator values (short term fuel trim).

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Figure 2: Chrysler COP (coil on plug) system. A COP wand is used on top of the coil to look at the secondary. By back probing the coil negative terminal we view the primary side of the coil.

Figure 3: Late GM Vortec. Access to secondary is easy by clamping the KV probe to the plug wire. A 1 millisecond time base at a 1KV per division should give you a good waveform.

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Modern Ignition Systems

Figure 4: A main ignition repay provides B+ to all coils. This valuable parameter is available on the scan tool and should indicate good supply voltage to the coils. low from unburned O2 molecules and the result would be that the PCM would momentarily add fuel by increasing the integrator numbers.

As you can see in our scan tool record this simply did not happen. The integrators numbers stayed at 128 which is 0% short term fuel correction. This tells us the symptom was not power train related. In our earlier articles we stated that an ignition-related misfire from loss of spark from a single cylinder misfire will only momentarily create minor single digit fuel trim corrections when the O2 sensor senses unburned oxygen. A lean density misfire, however, will create double digit fuel trim corrections to the positive side. A rich density misfire will create double digit negative fuel trim corrections.

Another test drive was in order. This time we would record drive train transmission data when the symptom occurred. Note the top transmission data in Figure 1. We have converted the data into an analog gauge format. Notice that we are in fourth gear and the torque converter clutch has been commanded on. Now notice the parameter called TCC slippage.

The red needle shows maximum slippage while the green needle indicates minimum slippage. The black needle is the current slippage.

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During the symptom the black needle fluctuated between the min/max values.

While we initially thought that the symptom was misfire related, it turned out to be from the transmission due to a slipping torque converter.

Using scan data can be very helpful.

In the event where a single cylinder misfire is occurring and a single cylinder misfire code is set, take a few minutes and analyze the freeze frame values. When you see double digit positive fuel trim values the misfire is a lean density misfire.

There are two things to keep in mind here.

Number 1, the PCM must be in closed loop to get the advantage of using fuel trim values. Number 2, modern day PCMs will force the engine back into open loop and disable the injector simply to save the catalytic converter.

Don’t always take the freeze frame data as gospel. Clear the code and set up the scan tool for a record function. Record the data when you first feel the misfire before the PCM forces the engine out of closed loop. Minor single digit fuel trim corrections point to a loss of spark from a single cylinder misfire. Double digit fuel trim corrections either positive or negative point to an air fuel ratio related misfire.

Figure 5: A Chrysler system. The scan tool parameter indicates the ionization value (important spark duration period). The PCM monitors how many times it took the magnetic field to collapse.

Figure 5A: A Chrysler system. Using a scope to look at the primary waveform on cylinder 2, showing an insufficient spark duration period.

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Modern Ignition Systems

Figure 6: Notice the spark plug gap erosion and carbon impregnation on the Chrysler number 2 spark plug.

Figure 6A: A Ford multi spark COP. Ford modern day ignition systems will fire the coils below 1,000 rpm. If we add all three spark duration periods, it comes to over 1.5 milliseconds.

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Modern Ignition Systems

Figure 7: A Ford COP showing uniform spark duration periods.

Most all late model ignition systems are now using coil-on-plug (COP) type coils or coil near plug as found on the GM Vortec engines. There is also a system called integrated direct ignition (IDI) as found on the GM Ecotech engines. The coils are buried under the valve cover so access to the coils would not be possible without removing the valve cover. There is a plastic ornament cover on top of the valve cover on some engines that can be removed and by using a COP wand, this will indicate a secondary waveform during cranking if spark is occurring.

Chrysler and Ford systems incorporate the primary coil driver inside the PCM. For you savvy scope users, probing the coil negative primary wire will yield a primary waveform. The diagnostic value here is that a primary waveform yields the same diagnostic information to that of a secondary waveform. See Figure 6A from a Ford multi spark COP system. Ford modern day ignition systems will multi fire the coils below 1,000 rpm. If we add all three spark duration periods it comes to over 1.5 milliseconds. See Figure 2 from a Chrysler COP unit. We are using a COP wand on top of the coil to look at the secondary, and by

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back-probing the coil negative terminal to view the primary side of the coil.

Did you notice that the spark line durations are identical? Most technicians are aware of the actuator test mode on the Chrysler systems whereas each coil can be commanded to fire individually every 2 seconds during KOEO (key on, engine off).

We all have experienced failures on Ford COP units from MY 2005 thru MY 2009, sometimes taking out the PCM driver which is usually caused by internal coil carbon tracking. On the early Ford COP units, a secondary KV wand can be placed on top of the coil to obtain a secondary ignition waveform.

In an October 2018 article in ASP, we covered the diagnostic value of scoping the secondary side of the ignition. Most of the modern COP coils are more heavily potted, which prevents a strong enough magnetic field to be picked up with a COP wand. In addition, most COP coils have the igniter built into the coil, which is controlled by a low voltage low current driver per coil inside the PCM. These type coils have no access to the primary negative side of the coil

Figure 8: A Ford COP showing a short spark duration period on number 3 cylinder.

Figure 9: A Ford COP showing a long spark duration period on number 2 cylinder, which could be caused by low compression or a rich density condition.

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Modern Ignition Systems

Figure 10: A Ford COP showing insufficient acceleration PID on number 4 cylinder.

Figure 11: An important parameter on all CAN compliant vehicles is misfires detected from the last 10 drive cycles. This information is available on the global side of the scan tool by selecting Mode 6 test results.

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Modern Ignition Systems

Figure 12: On GM vehicles, a scan tool function allows us to cause the PCM to relearn good crank angle values. since the igniter is built into the COP unit. Later on in this article we will discuss the diagnostic value of using a low inductive current probe in order to check for good coil saturation values and pinpointing the problem of internal coil carbon tracking.

Spark plugs

Let’s look at an ignition schematic from a late mode GM Vortec engine (see Figure 3 on page 21). These coils are connected to the spark plug by an 8-inch secondary lead. Access to secondary is easy by clamping the KV probe to the plug wire.

A 1 millisecond time base at a 1KV per division should give you a good waveform.

Remember, you must use the invert function and peak detect mode of the scope, since secondary is fired negatively. The coils will easily maintain a 2 millisecond spark duration period during park idle no load conditions. GM has used three different vendors to supply these coils including Delphi, Denso and Melco. None of these coils are interchangeable.

In addition, the short secondary leads vary greatly in resistance values per coil and engine.

Make certain to use the proper secondary lead per application.

Looking at our schematic in Figure 3, note

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that a main ignition relay provides B+ to all the coils. This valuable parameter is available on the scan tool and should obviously indicate good supply voltage to the coils (see Figure 4 on page 22). You will also note that all of the coil’s igniters receive their ground on the left back side of the cylinder block. These coils can pull up to 10 amps on a cold startup so the B+ and igniter grounds may need to be checked.

I have seen many misfire codes from vehicles with over 100K miles on the clock with the original spark plugs. Double tip platinum plugs and the iridium plugs have greatly reduced the gap erosion problem.

Another common problem on spark plugs is known as carbon impregnation. Carbon is a terrible conductor of current flow which raises the secondary KV demand which can easily cause a COP failure.

Most good technicians will not address a misfire code with a high mileage engine with the original spark plugs. That is of course making sure the mechanical integrity of the engine has first been verified and fuel trim values do not point to an air/fuel ratio-related misfire.

On most COP systems except Ford and Chrysler, the coil igniters are forward biased by the PCM. The PCM driver per coil will send a

Figure 13: On Ford systems, when a misfire has been detected, the PCM provides additional information including profile correction.

Figure 14: Chrysler systems provide a similar scan tool function for the PCM to relearn crank angle values.

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Modern Ignition Systems

Figure 15: Kia and Hyundai ignition systems feature an igniter built into the coil. A unique feature in the system is an ignition failure sensor. When a coil fires, the failure sensor sends a 12-volt pulse back to the PCM. If the PCM does not see the 12-volt pulse, it will disable the injectors.

Figure 16: A failed ignition failure sensor will create a no-start and will set a P0350 code.

Notice that the sensor features a resistor. If the resistor burns out, we lose B+ to the coils.

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Modern Ignition Systems

Figure 17: A 4-trace example on a 3.5L Hyundai. Note the 12-volt pulse from the ignition failure sensor and the trigger signal to the coils.

5-volt signal to the igniter. The 5 volts turns the igniter on and begins the coils’ charge process.

When the PCM driver shifts this voltage back to 0 volts, the primary current flow is interrupted and the primary magnetic field collapses and is mutually inducted into the secondary windings.

There are 100 more turns of wire on the secondary side which means a 300 voltage value on the primary side of the coil would create 30KV from the secondary side of the coil. For those technicians who use the adjustable spark testers, a ¾ inch air gap comes very close to a 30KV demand.

All COP coils are designed to deliver 30,000 volts. The COP/ IGNITOR units can be biased with a conventional test light.

Refer back to the Figure 3 schematic. Let’s say there is no spark on number 1 coil. We would simply connect our test light alligator clip to the positive battery terminal. While momentarily probing the igniter control wire (purple wire) produces a good spark, we now may have a circuit problem between the PCM or a bad igniter driver inside the PCM. If you refer to the schematic you will see a pink wire from the main ignition relay

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that powers up all the coils. This wire goes thru a connector on top of the valve cover which is known to intermittently cause loss of B+ to the coils creating an intermittent P0300 code. You would definitely want to perform a wiggle test on this connector.

Since the coils’ primary drivers are inside the PCM on the Chrysler and Ford COP systems, we now have some scan data to look at related to spark duration. Let’s start first with the Chrysler systems (see Figure 5 on page 23). The scan tool parameter indicates the ionization value which we will refer as the important spark duration period. The PCM simply monitors how many times it took the magnetic field to collapse.

Take a look at the scan tool parameter of the number 1 coil at .4 milliseconds. Now look at the number 2 coil’s ionization value of just over 1 millisecond. These values should always be observed but are relative values only and are not the true values.

Let’s use a scope and look at the primary waveform on cylinder number 2 in Figure 5A. Note that the spark line duration period during park idle no load conditions indicate a 1.3 mil-

Figure 18: Toyota systems also feature an integrated ignitor inside each COP (coil on plug).

Figure 19: A dual trace example on a Toyota of secondary and IGT signal. Note the rising edge of the IGT signal lines up with the point of primary turn-on while the falling edge of the IGT signal lines up with the during event.

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Modern Ignition Systems

Figure 20: Toyota secondary and IGT signal. When a coil is charged and fired, the IGF signal is pulled low. If the IGF signal fails, the PCM will disable the injectors. A shorted coil will cause loss of IGF and a no-start. lisecond spark duration period, well short of the minimum 1.5 milliseconds we would like to see.

Notice the spark plug gap erosion and carbon impregnation of the number 2 spark plug in Figure 6 on page 24. This is a common example of why we cannot properly diagnose the cause of a misfire code when dealing with worn out and carbon impregnated spark plugs.

We all know that most car owners do not follow the manufacturer’s recommended spark plug change intervals. I will not take the time to tell you the misfire cases I have diagnosed were the result of worn-out spark plugs or spark plugs that were carbon impregnated long before the manufacturer recommended replacement period.

The Ford COP systems will give you some valuable diagnostics via the scan data as well.

The PCM simply monitors the time it took for the magnetic field to collapse. This is what aftermarket technicians refer to as the important spark duration period. Though this is an important parameter to monitor, keep in mind that the values indicated on the scan tool are relative and not the absolute true value. It’s a matter of look-

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ing at the odd man out, meaning what cylinder shows a longer or shorter duration compared to other cylinders.

Note Figure 7 (page 26), which shows uniform spark duration periods. And then note Figure 8 (page 27), which shows a short spark duration period on number 3 cylinder. This could be caused by a lean density condition on number 3 cylinder or by a weak coil as well as an open spark plug resistor. Now note Figure 9, which indicates a long spark duration period on number 2 cylinder. This could be caused by low compression or a rich density condition. Keep in mind these are relative values only. If you were to probe the negative side of the coil with a DSO (digital storage oscilloscope) you would see the actual true spark duration periods.

Another parameter from the scan tool of modern Ford systems is known as cylinder acceleration PIDS (on board diagnostic parameter IDs). When a good combustion event occurs, the crank speed (angles) will accelerate. When a misfire occurs, this crank speed slows down. These parameters would be good to monitor during a

misfire that occurs under road load conditions.

Note Figure 10 and notice the insufficient acceleration PID on the number 4 cylinder.

Another important parameter available on all CAN-compliant vehicles is known as misfires detected from the last 10 drive cycles (see Figure 11 on page 28). This information is available on the global side of the scan tool by selecting Mode 6 test results. The PCM will only recognize a type A or B misfire with a DTC and a MIL. Type C misfires are basically ignored by the PCM and not the driver, can easily be detected from the Mode 6 test results.

There have been many cases from my experiences whereas the PCM flagged the wrong misfiring cylinder during a misfire event or set a P0300 misfire code with no misfire symptoms occurring. Many manufacturers give us the ability to cause the PCM to relearn good crank angle values. On the GM systems this is simply a scan tool function (see Figure 12, page 30). On the Ford systems whenever a misfire has been detected and the MIL is lit, the PCM will give us some additional data (see Figure 13, page 31).

One of the parameters is profile correction.

Yes means that the PCM has learned the crank angle values. No means it has not. To reset the crank profile values you must first clear the Keep Alive Memory. You will need to drive the vehicle by accelerating to 60 mph and then decelerating to 40 mph. You cannot apply the brake and the A/C must be off.

The Chrysler systems have a similar scan tool function for the PCM to relearn good crank angle values (see Figure 14, page 31). These procedures must be done if a crank or cam sensor has been replaced or if the engine has been replaced as well as internal engine parts as well as the PCM. The Kia and Hyundai ignition systems can be the DIS type systems as found on the 3.5L engine or the COP design found on other engines. Both systems have the igniter built into to the coil. The PCM will forward bias the igniter to charge the coil.

A unique component in the ignition system is called an ignition failure sensor (see Figure 15 on page 32.) Whenever a coil fires the ignition, the failure sensor will send a 12-volt pulse back

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Modern Ignition Systems

Figure 21: Using a spark tester on a Ford system that creates a 30KV demand.

With an amp probe at the B+ feed circuit, note the erratic energy transfer from secondary to primary from internal coil carbon tracking. to the PCM. If the PCM does not see this 12-volt pulse it will disable the injectors. A failed ignition failure sensor will create a no start and will set P0350 code.

Letâ&#x20AC;&#x2122;s look at the schematic in Figure 16 on page 32. Notice that the ignition failure sensor contains a resistor. If this resistor burns out we lose B+ to the coils, creating a no-start/no-spark condition, requiring sensor replacement.

Figure 17 on page 34 shows a 4 trace example from a 3.5L Hyundai engine. Notice the 12-volt pulse from the ignition failure sensor to the PCM and the igniter trigger signal from the PCM to the coil/igniter units. As with most igniters they are forward biased by the PCM. The Toyota ignition systems also use an integrated igniter inside each COP. A Toyota ignition schematic is shown in Figure 18 (page 35). The PCM will forward bias the igniter with a 5 volts signal to turn on coil current and charge the coil.

When this voltage shifts to 0 volts the current turns off and the magnetic field collapses, thus inducing a voltage into the secondary coil windings. Notice the current flow values at 7 amps.

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Figure 19 (page 35) shows a dual trace example of secondary and the IGT signal. Notice that the rising edge of the IGT signal (ignition timing signal) lines up with the point of primary turn on while the falling edge of the IGT signal lines up with the actual firing event.

Figure 20 (page 36) indicates secondary and the IGF signal (IGF provides the PCM with failsafe fuel cut-off if ignition spark is lost). When a coil is charged and fired the IGF signal is pulled low. If the IGF signal fails, the PCM will disable the injectors. A shorted coil will cause the loss of the IGF signal and cause a no start. The secondary waveforms in Figures 19 and 20 were obtained by using a secondary lead between the COP unit and the spark plug. We simply clamped our KV probe around the secondary lead. The IGT and IGF signal were obtained by back probing the connector at the COP unit.

We cannot over-emphasize the diagnostic value from a low inductive amp probe combined with a DSO. Considering some coils are not easily accessible, we simply use an amp probe clamped around the B+ circuit or in some cases

Figure 22: An example of a good stress test on a coil and a clean amperage waveform. we simply jumper across the fuse that supplies B+ to the coils. There are two diagnostic reasons here. Number 1 is simply checking for spark and number 2 is to check for failed coils that show internal coil carbon tracking.

Notice Figure 21 from a Ford system. We are using a spark tester that creates a 30KV demand.

We are probing the coil negative terminal to view the primary side of the ignition system. With an amp probe clamped around the B+ feed circuit to the coil, notice the erratic transfer of energy back from secondary into primary from internal coil carbon tracking. This is a common case that can take out the primary driver inside the PCM. Figure 22 shows a good stress test on the coil and a clean amperage waveform.

When using an amp probe to check for good coil saturation values, we are checking to ensure the smooth and good transfer of energy from the primary side of the coil to the secondary side of the coil. Keep in mind that there is no diagnostic information from a primary amperage waveform as related to the important spark duration periods and spark line characteristics as seen when viewing a secondary waveform.

We covered in an earlier article the diagnostic value of a secondary ignition waveform. The process needed on the coils (where the igniter is

integrated in the coil with no access to the primary negative terminal) when you want to view a primary ignition waveform, is to use a secondary lead between the COP unit and the spark plug and use a secondary KV probe clamped around the secondary leak. These leads and KV probes are available from AES WAVE .com. ■ Bill Fulton is the author of Mitchell 1’s Advanced Engine Performance Diagnostics and Advanced Engine Diagnostics manuals. He is also the author of several lab scope and drivability manuals such as Ford, Toyota, GM, and Chrysler OBD I and OBD II systems, Fuel System Testing, many other training manuals in addition to his own 101 Lab Scope Testing Tips. He is a certified Master Technician with over 30 years of training and R&D experience. He was rated in the top three nationally in Motor Service Magazine’s Top Technical Trainer Award and has instructed for Mitchell 1, Precision Tune, OTC, O’Reilly Auto Parts, BWD, JD Byrider, Snap-on Vetronix and Standard Ignition programs.

You may have also seen Fulton in many Lightning Bolt Training videos and DVDs and read his articles in many auto service magazines. He currently owns and operates Ohio Automotive Technology, which is an automotive repair and research development center.

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Brake Systems Repair Best Practices

Brake system service

T

Tips to avoid comebacks

By Mike Mavrigian

The two most critical component systems on any vehicles include the tires and the brakes. The tires provide the contact of the vehicle to the ground and the brakes provide stopping power. The vehicle can have gobs of reliable engine power, the suspension can provide exquisite handling and the interior can boast an array of comfort features, but without ground contact of the tires or stopping capability, the vehicle is merely an expensive paperweight.

Shortcuts in terms of components or labor involving brake service are simply unacceptable.

Here, weâ&#x20AC;&#x2122;ll briefly discuss brake system service and tips that help to provide optimum braking and to avoid customer comeback complaints.

lease/cooling based on the heat generated by braking friction. As a result, as the disc plates wear and become thinner, and as the fins contract, the rotor surfaces may become uneven, with small peaks and valleys apparent at ambient temperatures.

When brakes are still cold â&#x20AC;&#x201D; for instance, when a driver has just started up the engine, before the brakes have generated enough friction to warm up â&#x20AC;&#x201D; the uneven surface of the rotors comes into contact with the brake pads, which can cause the front end, steering, and/or brake pedal to vibrate

Rotor design

Depending on the specific vehicle, front brake rotors generally feature ventilation fins in between inner and outer plate layers, while rear rotors (in cases of four-wheel disc systems) may feature either solid or vented rotors. The disc elements on the inner and outer pad contact surfaces get worn down little by little while braking, and the vent fins provide a heat release, or heat sync to aid in heat re-

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Measuring rotor thickness is easy but sometimes neglected. Measure thickness at a minimum of four evenly spaced locations.

Before attempting to remove an old ABS wheel speed sensor, first remove debris/dirt from the immediate mating area. If after removing the mounting bolt, the sensor does not move easily, soak with a penetrating fluid. Try to rotate the sensor before attempting to pull it out to avoid breaking the sensor. If stuck, with the bolt removed, tap the mounting ear back and forth until the sensor can be rotated in its bore. and sometimes generate noise. This can also account for brake noise that is primarily noticeable when first driving.

Once rotor designs were changed to be thinner in order to reduce unsprung weight, friction formulations needed to be changed as well, as the highly abrasive formulations of the past would cause even more vibration with thinner rotors that wear out more quickly. New friction materials were developed that are softer and work in conjunction

Itâ&#x20AC;&#x2122;s been said many times and always bears repeating: Especially considering the thinner rotor hats on many of todayâ&#x20AC;&#x2122;s vehicles and those equipped with alloy wheels, wheel fastener tightening should always be done with a calibrated torque wrench, never with an impact wrench, Tighten to spec and use a tightening pattern that alternates fastener tightening in order to evenly apply the clamping load. This avoids rotor warp and a potential brake pedal vibration/jump complaint.

Always inspect the dust boots on a slider style caliper assembly. If the boot is torn, cracked or improperly installed, moisture and road grit will enter and cause the slider pins to seize, preventing the caliper from properly sliding and applying even pressure to both inboard and outboard pads. This is especially prone to happen if the vehicle is parked for long periods without allowing the calipers to slide. The pins in this Ford F-350 front caliper bracket were frozen in place and required replacement of the caliper bracket. Note the rust buildup on the slide where the boot has become dislodged. with rotor design to minimize vibration and noise.

Noise, vibration and harshness (NVH) control is at the forefront of modern automotive brake design, as brake manufacturers strive to provide customers with the quiet, comfortable ride performance they expect.

This means that when changing brake pads, rotors should either be replaced as well, or, if the rotors are still within specifications, should be thoroughly cleaned and potentially resurfaced. The caliper and caliper hardware, piston, seals and other components should be checked to ensure that

Ventilated brake rotors allow heat dissipation.

If they become clogged with dirt, debris or excessive rust buildup, the venting feature is diminished. Use a stiff wire rifle brush to clean out the vent holes. If the buildup is extreme, the rotor should be replaced.

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Brake Systems Repair Best Practices

Removing an old ABS wheel speed sensor can sometimes pose a challenge if seized in its bore. This failed sensor was severely contaminated with rust and debris buildup and took quite a bit of coaxing to remove.

Electric/hybrid vehicles may require DOT 5.1 brake fluid that provides a lower electrical conductivity and higher boiling point.

Use only a high temperature brake hardwarespecific lubricant on pad retention clips.

they are all working properly and are adequately lubricated. Opting for a complete brake job when it is time to service the brakes is the best way to ensure that all components will work together for noise-free and vibration-free braking. Attempting to cut costs by not replacing or resurfacing rotors will almost certainly lead to noisy, uncomfortable and potentially poor braking, resulting in longer required braking distances.

Take the time to measure rotor thickness using a micrometer. Measure thickness at a minimum of four evenly spaced locations around the diameter of the friction surface. If under specification, the rotor(s) must be replaced. Some fail to do this when in a hurry to get the brake job done, assuming that if the disc â&#x20AC;&#x153;looks OK,â&#x20AC;? it must be OK. This check will not only allow you to verify thickness but can

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Before installing a new wheel speed sensor, clean the bore with a rifle brush and apply a light coat of brake lube to the metal case. When installed, rotate it a bit to work the lube onto the bore surface.

also reveal uneven thickness issues. Also, measure rotor lateral runout. With the rotor firmly secured in place with all wheel fasteners that are torqued to spec, use a dial indicator and check for runout as you slowly rotate the rotor.

Refer to manufacturer specifications for maximum allowable runout. Generally speaking, if runout exceeds 0.0015-inch, the rotor should be replaced. But remember, this check must be done with the rotor fastened in place to simulate the final wheel installation in terms of fastener torque.

Excessive runout will result in pedal bounce and erratic and uneven pad-to-disc contact.

ABS sensors

When you see an ABS warning light, chances are good that the issue is a bad ABS wheel speed sen-

sor. While there are multiple fault codes that indiinstalling, verifying an easy slip-in fit. Do not apcate an ABS issue, as an example, code C0031 can ply any grease to the sensor tip. indicate an issue with the left front sensor/circuit, and C0040 refers to the right front sensor/circuit.

Brake fluid for electric vehicles Naturally, depending on the vehicle, the rear will A special DOT 5.1 brake fluid specifically for the feature either a single sensor or rear wheel specific needs of electric high-powered vehicles is available sensor. from various brake fluid manufacturers. Due to Once you’ve identified the problem sensor, the electrical currents found near the brake syssimply remove the offending sensor (along with its tem, a lower conductivity fluid is needed. Where integrated harness). When I say “simply,” this isn’t specified by the automaker, for ABS, ESP and always the case. After you disconnect the speed ADAS systems, there is a greater emphasis on cycle sensor harness from its retaining clips (generally time and frequency, placing increased demands clipped to the brake line and frame), disconnect on brake fluid viscosity and lubricity. Examples the connector. Now the fun part: removing the include Champion’s new Evolution X 5.1 and Valsensor from the hub. voline’s EV brake fluid. The formulations provide Depending on the age of the sensor, sometimes for high boiling points (both wet and dry), noise they easily pull out of the sensor bore after removelimination, brake fade reduction and low viscosing the single hold-down bolt, and sometimes ity at low temperatures for today’s advanced antithe sensor will be stuck due to lock brake systems (ABS), eleccorrosion. Never try to mantronic stability programs (ESP) handle the sensor by prying, and advance driver assistance tugging or hitting it, as you can systems (ADAS). easily snap the sensor, leaving According to Champion, part of it stuck in the bore. along with brake fluids, the Once the bolt has been reother fluids used in electric vemoved, try to wiggle/rotate hicles require electrical insulathe sensor to free it. If it’s retion properties. The fluid must ally stuck, spray the area with be insulating to prevent any a penetrating lube such as PB arcing since it is going to be in Blaster or WD-40 and allow to close contact with the electrisoak for at least an hour. Using cal and/or electronic compoa small pry bar, drift or screwnents of the vehicle. Dielectric driver, attempt to slightly roproperties must remain stable tate the sensor by applying side throughout the time in spite pressure to the sensor mount- Pay attention and use only the of harsh operating conditions: ing tab. Tap it clockwise, then DOT grade brake fluid specified particle abrasion, humidity, counterclockwise, etc. until it by the automaker. Avoid using rising temperatures, and oxipartially filled brake fluid begins to rotate easier. This can bottles, as the fluid can absorb dation. Power electronics and take a while, especially consid- airborne moisture over time. the electric engine must operering difficult access on some ate within a defined temperavehicles. Once you can rotate ture range. the sensor with your fingers, wiggle/rotate and Operating at higher than the desired temperapull and it should come out. Employing patience ture range inevitably reduces the vehicles’ service will pay off, avoiding the need to remove the rolife, efficiency and power. The components are subtor and hub, drilling out or drifting out the broken ject to heat evacuation at temperatures up to 180 piece, etc. Trying to initially force the sensor out degrees Celsius (356 degrees Fahrenheit). The fluid is a gamble, with the high probability of breaking and new components of the electric vehicle are in the sensor. direct contact. The fluids must be compatible with Once the sensor has been removed, be sure to different types of materials in order to avoid the clean the bore to remove any rust or other debris. following consequences: swelling, breakage, corLightly lube the new sensor’s metal jacket before rosion, etc.

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Brake Systems Repair Best Practices Copper is a fundamental material for these applications. Its high electrical conductivity makes it the main critical component used for electrical appendages, wiring, snaking, encircling, and windings. The 5.1 fluids are formulated and developed with excellent copper compatibility.

Brake service notes

Brake fluid type and condition is critical to brake system operation. In general, brake fluid should be changed every 2 years due to ambient air moisture entering the system (as glycol brake fluid is hygroscopic and absorbs moisture, thus lowering the fluid’s boiling point). Below is an overview of the dry and wet boiling point minimums for various fluid grades.

DOT

DRY BOILING WET BOILING POINT POINT

3

401 deg F

284 deg F

4

446 deg F

316 deg F

5 (silicone)

500 deg F

356 deg F

5.1

518 deg F

374 deg F

(The above figures represent a minimum standard. Depending on the brand and formulation, some fluids offer higher boiling points.)

Do not confuse DOT 5 with DOT 5.1 fluid.

DOT 5 is silicone-based, and is not compatible with glycol fluids. While DOT 3, 4 and 5.1 fluids are hygroscopic (glycol based and absorbs atmospheric moisture), DOT 5 is silicone based and is hydrophobic (it does not absorb moisture).

Also, remember that since glycol brake fluid is hygroscopic (will absorb airborne moisture), avoid adding brake fluid from a container that has once been open and stored for a long period, as the brake fluid, even though “new,” can begin to absorb moisture once the bottle has been opened. Excess moisture contamination will lower the boiling point. Only use fresh brake fluid when topping off, filling a new system or when flushing and filling the system. Keeping partially filled bottles of brake fluid on your shelf is just asking for trouble.

A note concerning DOT 5 silicone brake fluid is in order. While silicone brake fluid is popular among owners of vintage/restored/classic vehicles because silicone fluid is not harmful to painted surfaces, silicone fluid should never be used in a brake system that features ABS. When hard braking is applied and the ABS actuator attempts to

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Avoid using old brake pad spring spreader clips. In the example shown here, the spring clips are designed to apply slight outward pressure to pull the pads away from the rotor surface to avoid dragging and glazing. Use only new clips. regulate braking pressure, the rapid operation of the ABS valves can cause silicone brake fluid to aerate and foam, which can greatly reduce braking efficiency. Always use the DOT grade brake fluid specified by the automaker.

Hoses and lines

Whenever servicing any brake system, closely inspect all flexible rubber brake fluid hoses and hard lines. Old, dried-out flexible hoses, or hoses that are soft and spongy should be replaced. Hoses can deteriorate from the outside or inside. If the hose appears to be hardened and/or features small cracks, or is too easy to compress, or shows signs of rubbing against a nearby surface is a clear indication that failure is imminent. Considering the relatively low cost of new hoses, advise the customer of the need for replacement.

Inspect all hard lines for signs of corrosion.

Granted, some brake line materials are more resilient to corrosion, but especially in areas that experience winter weather and road salts/brine, brake line inspection is critical. Also, if the brake fluid is old and contains a high level of water, line

Especially when pads have become worn very thin, the caliper pistons have been located further out of their respective bores, and corrosion/debris may have accumulated deep inside the bores. When thicker new pads are installed, the pistons must be pushed back into their bores, likely resulting in piston drag and/ or leaking piston seals. If the caliper pistons have been exposed to riding far out of the bores, it may make more sense to replace the calipers with new or reman units to avoid these issues. deterioration from the inside of the line can occur, weakening the wall strength, even if the outside looks fine. A weakened metal line can rupture under braking pressure. If the engine dies, the vehicle becomes immobile and the driver may be able to pull to the side of the road. If the brakes fail and the driver is unable to stop, obviously this becomes a much more critical safety issue.

Clean is as clean does

Whether you’re dealing with new or used brake rotors, the disc surfaces must be clean prior to installing the pads. The pads need a clean and properly machined surface in order to be able to transfer pad material to the rotor. While a spray brake cleaning solvent is good for removing the bulk of surface contaminants, the best cleaning approach is by using hot water and Dawn dish washing liquid and a soft scrub brush, followed by a hot water rinse, followed by a cold water rinse.

This is especially applicable to new rotors which may have a protective film of rust-prevention grease that may have been applied prior to packaging. Even if the rotor has a rust prevention coating that isn’t greasy, giving the rotor a bath in hot water and Dawn will assure that any surface contaminants, and even fingerprints, are removed.

Achieving a clean and dry surface gives the pads a fighting chance to properly seat and mate.

The interaction between the brake pads and rotor disc requires the pad material to initially transfer to the disc. This cannot take place if the pads or rotor are contaminated with oil or grease. When handling these components during the entire brake job, make sure that neither the rotors or pads come into contact with anything except a clean surface. Don’t lay pads or rotors on the floor or on a dirty workbench, and keep your hands clean when installing the pads and rotors. Wash your hands or wear clean latex gloves to avoid transferring oils, grease or other contaminants to the pad and rotor surfaces.

These are simple and obvious precautions, but mistakes can easily happen when rushing a job.

Preventing leaks

If the brake job involves using new brake lines that you have flared in-house, depending on the quality of your flare, you may have a small fluid leak at flare-to-fitting/flare-to-port connections. This is especially a concern when dealing with harder stainless steel lines, which can be more challenging in terms of creating a quality seal. If you find a leak during pressure testing/bleeding, crack the fitting loose and re-tighten. Sometimes this may require several repetitions to establish a proper seal.

When brake calipers feature a banjo-style bolt (at the line to caliper connection), make absolutely certain that the orifices in the banjo bolt are clean and free of debris. Whenever possible, always use a new banjo bolt, and always install new crush washers on each side of the connection (bolt head to fitting and fitting to caliper). Copper or aluminum crush washers are designed for one-time use. Paying attention to details will prevent unnecessary comebacks.

These tips certainly do not cover the entire braking system or all system design variants. But following a few basic precautions and installation procedures will help to both satisfy the customer and avoid unwanted comeback complaints. ■ Februa ry 2 0 2 0

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Products New Autel ADAS calibration system is portable

Autelâ&#x20AC;&#x2122;s MaxiSys MA600 ADAS Calibration System folds and disassembles easily, enabling technicians to calibrate advanced driver assistance programs in multiple locations. Stored in a flight case for secure handling, the unit features a twoline and f ive-line laser leveling process for new vehicle squaring, faster frame centering placement and one-person set-up within two minutes. The MA600 is compatible with the following tablets: MS906BT, MS906TS, MS908, MS908P, MS908S, MS908SP, MSELITE and MSADAS. A video library of training support for the MA600 is available.

AUTEL INTELLIGENT TECHNOLOGY CORP. WWW.AUTELTECH.COM

Continental unveils ClearContact premium wiper blades

The full line of ClearContact premium beam windshield wiper blades enables shops to carry 14 part numbers to cover more than 94% of cars and light trucks. Continental Commercial Vehicles and Aftermarket says ClearContact wiper blades do not require adapters and come fitted with the correct connection for the vehicle. ClearContact wiper blades are available for front and rear wiper applications. The front blades feature an all beam design and are available in 14 part numbers covering lengths from 15 to 28 inches. The rear wipers are offered with 19 part numbers in lengths from 10 to 16 inches.

CONTINENTAL COMMERCIAL VEHICLES AND AFTERMARKET WWW.CONTINENTAL-AFTERMARKET.COM

New Rein oil pan kit simplifies service

The new Rein Automotive Oil Pan Kit (P/N ESK0172) from CRP Automotive is designed to simplify service on a wide range of European vehicles by allowing technicians to place one order

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and receive all the necessary parts for a complete oil pan replacement. The Rein Oil Pan Kit comes complete with oil pan, gasket, drain plug and aluminum torque-to-yield bolts, along with the torque specs. The kit covers a wide range of applications on many BMW engines from 2007-2013 as well as a variety of models from Audi/VW, Mercedes-Benz/Smart, Mini, Saab and Volvo.

CRP Automotive is part of CRP Industries Inc. CRP AUTOMOTIVE WWW.CRPAUTOMOTIVE.COM

Raybestos expands rotor coverage

Brake Parts Inc LLC (BPI) has added rotor part numbers for the 2019 Ram 1500 and Chevrolet Silverado 1500 to its R-Line and Specialty line.

Created for everyday driving conditions, Raybestos R-Line rotors are designed to deliver the most complete application-specific line on the market. They match OE fit, form and function as well as meet SAE standard for tensile strength. Specialty line rotors provide application-specific designs with enhanced metallurgy to keep brakes cooler in demanding situations and severe duty use, the company says.

RAYBESTOS WWW.RAYBESTOS.COM

Mahle updates A/C service units

The latest Mahle Aftermarket air conditioning service units are equipped with an automatic leakage test function designed to prevent refrigerant from escaping. In addition, the new A/C service units are available with special connector couplings that completely eliminate the risk of escaping refrigerant, according to Mahle GmbH. The new units also offer more options for workshop connectivity. Refrigerant analysis units from Mahle recognize all common types of refrigerants, making it possible to recycle them by type.

MAHLE AFTERMARKET WWW.MAHLE-AFTERMARKET.COM

TI Automotive offers brushless in-tank fuel pump kit

The new brushless in-tank fuel pump kit, BKS1000, from TI Automotive can support up to 1,000 horsepower applications. The kit includes TI Automotive’s in-tank brushless screw pump and a stand-alone pump controller with simple power and ground connectivity designed to provide optimal output of the in-tank screw pump. The kit also comes with an inlet filter, wiring harness, instruction sheet and wiring diagram to assist with user installation. TI Automotive is part of TI Fluid Systems PLC. TI AUTOMOTIVE WWW.TIAUTOMOTIVE.COM

Nucap expands NRS galvanized brake pad line

Nucap Industries ha s adde d 57 SKUs to its North American-made NRS galvanized brake pad lineup to provide coverage for an additional 1,600 vehicle applications.

The offering covers Honda, BMW, Ford, GMC Trucks, Nissan and more. NRS Brakes’ galvanized brake pads feature mechanically attached friction on a galvanized steel backing plate. Mechanical retention has been specified by OE manufacturers on many medium- and heavy-duty applications, the company says. In addition, the pads include technology such as the company’s noise-cancelling piston insert.

NRS BRAKES WWW.NRSBRAKES.COM

Arnott has new rear air spring for Cadillac XTS

Arnott Inc. has released a new rear aftermarket air spring for the 2013-2019 Cadillac XTS (Epsilon II) with automatic level control and with or without all-wheel drive. The rear air spring, A-3233, for the 2013-2019 Cadillac XTS features a cross-axis, multi-ply, Firestone air sleeve engineered for extended service life. Arnott says

the air springs are assembled with Tier 1 components including heavy-duty crimp rings, high-impact resin top and piston and a new 4 mm air line fitting.

ARNOTT INC. WWW.ARNOTTINDUSTRIES.COM

Clore has new flashing power supply and battery charger

Clore Automotive Inc. has added the Pro-Logix PL6100, a 12-volt 100A f lashing power supply and 60/40/10A battery charger, to its Solar product line. The PL6100 is designed to provide stable power, on demand up to 100 amps, to a vehicle electrical system to support module reprogramming. It also provides full-service battery charging capability from 10 to 60 amps, to service everything from small vehicle batteries to Group 31 batteries. Features include a voltage output range of 13.1-14.9V, adjustable in 0.1V increments, notes the company.

CLORE AUTOMOTIVE INC. WWW.CLOREAUTOMOTIVE.COM

Martins Industries has tire cages for pickup trucks

Martins Industries Inc. has introduced two models of pickup truck tire cages, Pickup Tire Xpeditors MPTX-50 and MPTX-100. The MPTX-50 is built to carry up to 50 tires of 17 inches in outer diameter, while the MPTX-100 can carry up to 100 of them with its overhead section on top of the cab. Both models fit most 6.5- and 8-foot pickup truck beds, including those of the Ford F-150, GMC Sierra and Chevy Silverado and many others. Both models use stainless steel clamps to fix the cage to the bed.

MARTINS INDUSTRIES INC. WWW.MARTINSINDUSTRIES.COM

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Ad Index

Instant information from ASP advertisers

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

Advertiser

Page

Website

Aftermarket Auto Parts Alliance Inc.

5

www.alliancetakesthehill2021.com

Aftermarket Auto Parts Alliance Inc.

25

www.partsmastersynthetic.com

AUTEL

3, 9, 13

www.autel.com

Bartec USA

15

www.bartecusa.com

Clore Automotive

37

www.cloreautomotive.com

Continental Corporation

11

www.redi-sensor.com

Continental Corporation

IBC

www.vdo.com/usa

Interstate Batteries

IFC

www.interstatebatteries.com/racing

Lang Tools

33

www.langtools.com

Mighty Auto Parts

7

www.mightyautoparts.com

NAPA Auto Parts

OBC

O’Reilly Auto Parts

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29

www.napaonline.com

www.firstcallonline.com

www.VDO.com/USA

Cars are happy to see VDO OEM Direct Parts.

VDO – A Trademark of the Continental Corporation

VDO OEM Direct Parts are genuine OEM parts direct from the manufacturer – that’s us! They’re the same high quality original equipment parts manufactured by Continental, affordably priced to keep you competitive.

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