Auto Service Professional - August 2022

AUGUST 2022 • VOL. 12, NO. 4

THE TECHNICIAN’S RESOURCE

MASTERING THE MULTIMETER

MOTOR OIL

THE MOVE TO MODERN FILTERS ARE YOU READY FOR 800 VOLTS?

Viscosity and API specs are critical in modern engines 1

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Auto Service Professional > The Technician’s Resource

For Owners

For Managers

CONTENTS

For Technicians

August 2022 Vol. 12, No. 4

Departments 04

STRAIGHT TALK Appealing to Customers Win with fuel efficient services and pet friendly spaces

08

TECH TIPS Troubleshooting TPMS and EVAP systems

53

TECHNICAL SERVICE BULLETINS Subaru, Ram, Volkswagen and more

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PRODUCTS

58

AD INDEX

Technical

12

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ENGINE OIL TECHNOLOGY There’s more to consider than merely viscosity numbers

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MASTERING THE MULTIMETER Use all functions to your advantage

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ARE YOU READY FOR 800 VOLTS? Education is key when servicing EVs

38

ENGINE OIL AND CABIN AIR FILTRATION The move to cartridge oil filters and benefits of cabin air filters

44

BRAKE CALIPER SERVICE Proper inspection, repair, replacement and hardware

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CONTINENTAL AUTODIAGNOS PRO An overview of this new diagnostic system

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S T R A I G H T TA L K

Appealing to Customers

Win with fuel efficient services and pet friendly spaces

W

ITH FUEL PRICES CLIMBING TO INSANE LEVELS, it’s no surprise that your cus-

tomers are unhappy about the cost of commuting. The situation is even worse for small and large business vehicles (gas and especially diesel) that have to be on the road to make money and keep businesses afloat.

Keep in mind that all goods and services are transported by trucks, and businesses that use trucks of all classes/sizes are hurting due to fuel prices. While routine maintenance is always important, the need to keep a vehicle as efficient as possible is paramount in the effort to conserve precious fuel.

Even though your shop already stresses the need for your customers to keep their vehicles in good working order — maintaining correct tire pressure, wheel alignment, engine efficiency, etc. — when fuel prices soar, customers need to maximize their fuel efficiency by correcting any issues that waste fuel. Consider going the extra mile and even more diligently emphasizing the need to maintain vehicles now more than ever. Perhaps offer specials on fuel injector cleaning, tire rotation, alignment checks, etc.

This isn’t a version of carpet-bagging or price gouging or trying to take advantage of customer concerns... just the opposite. It’s an effort to help your customers save money in the long run. It should be obvious that heavily promoting your shop maintenance services can help both the shop and the customer.

Many pet owners, especially dog owners, are accompanied by their dog wherever they travel. Promoting your shop as pet friendly is a great way to both accommodate the customer and establish your shop as a welcoming location. In Sioux Falls, S.D., the owner of Chris’s Auto Repair drove a customer and her dog home while her vehicle was being serviced.

Promoting your shop maintenance services can help both the shop and the customer.”

properly-leashed pet is welcome in your waiting area.

Many veterans and others who have experienced some sort of trauma now have support dogs that are (and should be) welcome in any business. Why should your shop be any different?

If your location has the room, consider dedicating a special room or specified area for pets and their owners. Advertise and promote this. Establishing and promoting such a program would likely be welcomed by pet owners, and it would attract new customers who appreciate a business that welcomes their furry friends.

You might be surprised how many people who love their pets will flock to your shop.

PET FRIENDLY Many of your customers’ families include dogs, cats and perhaps the occasional dwarf goat or other critter that the customer values as much as their child.

Consider letting your customers know that their

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THE TECHNICIAN’S RESOURCE

OnlIne

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

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

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

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

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

ADVISORY BOARD Chris Chesney, Repairify Jake Sorensen, McNeil’s Auto Care

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

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

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

Seth Thorson, Eurotech Automotive Donny Seyfer, Seyfer Automotive Bill Fulton, ASE Master Tech

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

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TECH TIPS

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From TPMS to EVAP

CORRECTING HONDA TPMS

FORD FREEZE FIX FOR GTDI

When dealing with a 2015-2017 Honda vehicle where the TPMS indicator is on, accompanied by DTC C0077-78 (low tire pressure threshold refinement), the issue may not be with tire pressure but with the need for updating the VSA modulator control unit. If the tires are indeed inflated to the recommended pressure as listed on the doorjamb label, the vehicle has likely been driven up or down steady grades. The TPMS software may not properly adapt to driving up and down steady grades.

Update the VSA modulator control unit. Perform the VSA sensor neutral position memorization at all sensors, set the tire pressures to match the specs listed on the doorjamb label to cold inflation pressures and perform Honda’s special TPMS calibration procedure.

The VSA sensor neutral position memorization procedure is as follows: 1. Set the steering wheel in the straight-ahead position.

2. From Honda Systems, select ABS/TCS/VSA, adjustment, and all sensors, then follow the screen prompts. Do not press the brake pedal during this procedure.

The special TPMS calibration is as follows: 1. With tire pressures set to spec, the vehicle must be parked.

2. Make sure the transmission is in Park (CVT) or Neutral (manual transmission).

3. Turn the ignition to the on position.

To start TPMS calibration, press and hold the TPMS button (at lower dash) until the indicator blinks, release it and wait five seconds, then press and hold the button a second time until the indicator blinks, release it and wait another five seconds, then press and hold the button a third time until the indicator blinks, and release the button.(You need to do this procedure three times in a row to clear old data.) After the third calibration, the low tire pressure/TPMS indicator should come on within 10 seconds and stay on for one second before going out to confirm the system is calibrated.

If a customer has a 2015-2016 Ford Expedition, F-150 truck or Lincoln Navigator equipped with a 3.5L GTDI (gasoline turbocharged direct injection) engine and reports a hard-to-start or no-start condition in cold weather (below 0 F) after using the block heater, here’s a fix.

If the engine features a heater in the thermostat housing, remove and discard the existing cooling system heater and its wire harness. Install the immersion block heater and its harness kit. You’ll need Ford’s special tool 303-1638 to install the immersion block heater. It is not necessary to remove the left side turbocharger assembly. Fill the cooling system. Tell the customer to plug in the block heater when the vehicle is to be parked in temperatures below 0 F to improve cold starting. The immersion block heater kit is available as Ford P/N FL3Z-6D008-A.

HYUNDAI EVAP Here’s an example of an EVAP issue on a customer’s 2007 Hyundai Santa Fe GLS (2.7L V6) with 72,000 miles. The owner experienced starting difficulty and stalling after refueling, but when a tech performed a DTC scan, there were no DTCs stored.

Test the canister purge solenoid to see if it sticks open. With the engine at idle, remove the purge valve hose that goes to the EVAP (evaporative emissions) system. If the solenoid isn’t energized, there should be no vacuum at that port. Ground the canister purge solenoid. The solenoid should open and vacuum will be felt at the EVAP port. Cycle the ground several times to see if it will stick open. The potential cause is likely the canister purge solenoid, which needs to be replaced.

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TECH TIPS

From TPMS to EVAP

EQUINOX POWER STEERING

A NOD TO THE NOID

If you run into a 2010-2017 Chevy Equinox that has a loss of power steering assist, the issue might simply be a blown power steering fuse. This can result from improper jump starting.

Check to see if the fuse is open (checking with a multimeter or continuity tester). When installing a new fuse, tighten the fasteners to 44 in-lb.

When diagnosing a potential fuel injector issue where you suspect that one or more injectors are not receiving a pulse signal, disconnect the injector connector and plug a noid test light into the harness connector. Crank the engine. If the noid light does not flash, you have an electrical signal issue (possibly due to a bad connector or a wire harness issue). If the light does flash during cranking, you know the injector is receiving a signal, and you can move on with further diagnosis. Noid test lights are inexpensive and are handy test items. Buy a kit that includes noid lights for GM, Ford, Bosch, etc. Use of these test lights is an easy way to test for injector signal before delving further.

Check the power steering fuse. This may have been blown as a result of jump starting. (courtesy Mitchell 1)

A noid test light kit will include an array of applications. (ASP)

EXPLORER WITH ALUMINUM VALVE COVER Some 2013-2014 Ford Explorers equipped with a 3.5L GTDI engine and fitted with aluminum valve covers may suffer from excessive oil consumption and/or oil smoke at the tailpipe at idle. Remove the PCV valve and inspect for oil in the vent separator through the PCV valve opening. If oil is found, replace the right side valve cover and the crankcase vent oil separator. After service, drive the vehicle for about 20 minutes at constant highway speed to burn off any oil residue from the catalytic converter.

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E N G IN E O IL T E C H N O L O G Y

Engine Oil Technology There’s more to consider than merely viscosity numbers

B Y J E F F TAY L O R

W

E WERE ABOUT TO GO ON A CAMPING TRIP in our pickup truck and 27-

foot travel trailer. We pulled into the gas station to get fuel, and one thing I noticed after the gasoline price — 2.22 Canadian dollars per liter (or $10.92 per gallon) — was the fact there was not one hood up or open.

Now, that may not come as a surprise to many readers but if you have read any of today’s vehicle owner’s manuals or watched the owner’s manual DVD you might come across this small information tidbit that says the following: 2017 Chevrolet Silverado: At each fuel stop: check the engine oil level.

2019 Honda CRV: We recommend that you check the engine oil level every time you refuel.

2019 Ford Escape: Check every month, engine oil level.

2021 Ram 1500: Check the oil level at regular intervals, such as every fuel stop.

The owner’s manual on these and many other vehicles is very specific on the fact that the manufacturer wants the level of the engine oil checked often to ensure that the correct engine oil level is maintained.

But, even after reading this, when was the last time

Oil changes are a common procedure that techs perform, but ensuring the correct oil gets installed is vitally important on today’s vehicles. (all photos by author)

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you saw a hood up and someone checking the oil on their vehicle?

Today’s drivers are not conditioned the same way their grandparents or great-grandparents were to look at the engine oil level. Some of today’s engines don’t have dipsticks but there is a dash reading and procedure to verify the proper level.

The common theme now is that the dash will tell me when the oil needs to be changed or topped up.

So if the driver or owner of a vehicle isn’t going to

The engine oil must deal with a multitude of concerns such as deposits, sludge and moisture while still maintaining the lubrication needs of the engine.

The oil filler cap on many engines will provide some guidance as to the proper oil that needs to be installed, but we still need to verify the correct oil is being installed that will provide the needed specifications for the engine.

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check the actual engine oil level, even infrequently, they are not likely going to be that concerned about the correct engine oil being installed if and when the dashboard tells them they need an oil change.

While the installation of the correct engine oil may not be an important item to a customer when they arrive at our shop for service, the type of oil that is installed in the engine is beyond important.

As technicians it is our job to ensure that the correct engine oil is installed that will meet or exceed what the manufacturer expects.

But why is the use of the proper engine oil so important? There are many reasons, and it is a constantly changing field that technicians need to pay close attention to. The proper engine oil will ensure that the engine in the vehicle will perform as designed and produce the power, fuel economy, low emissions, durability and engine longevity that today’s customers demand. The engine oil must prevent engine component wear, limit timing chain wear, and prevent sludge, varnish and oil deposits. It must control deposits in the turbocharger, on the engine’s pistons (top and bottom) and prevent low-speed pre-ignition (LSPI).

LSPI or super knock, as it is often called, is a potentially catastrophic engine problem that occurs when tiny particles of fuel and oil self-ignite in the combustion chamber. Turbocharged gasoline direct-injection engines are prone to LSPI. Rods, pistons, piston rings, cylinder walls and spark plugs can all be damaged by severe LSPI conditions. Today’s engine oils must limit oil evaporation or volatility that can result in low engine oil levels. Extended oil change intervals and the use of low viscosity engine oils can result in increased oil volatility.

The manufacturer’s recommended engine oil will have the needed oil additives to prevent LSPI, limit oil volatility, wear, deposits, sludge and foaming, and still supply the cleaning and lubricating protection that is required.

Before we just install new engine oil into an engine, there are several crucial details that we need to pay particular attention to. We need to know what engine oil the manufacturer wants installed.

But where do we find this data? The owner’s manual is the best source of this information, but most of our up-to-date information service systems provide this as well.

The manufacturer is going to be specific on the type of oil (conventional, semi-synthetic or full synthetic), the oil grade (SJ-SP, GF-6A, GF6B), any particular specifications and finally the engine oil viscosity. All these pieces of information must be known before we install new oil into a vehicle’s engine.

Once we have found out what the manufacturer wants for engine oil, we need to examine the oil bottle/container or bulk oil information package and ensure the oil we are going to install is correct and meets the needed specifications. The information about the oil we are installing must provide the oil’s type, viscosity, OEM performance specifications and display one or a combination of the following symbols.

THE SYMBOLS

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The American Petroleum Institute (API) Service Symbol Donut. The API provides a license to apply the donut symbol so consumers know the engine oil they’re buying meets API’s engine oil standards.

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E N G IN E O IL T E C H N O L O G Y

Many shops have bulk oil dispensing systems, but we still need to have the actual oil specifications to ensure the oil going into the engine is correct.

The API Starburst. The API Starburst is another symbol to look for on the package or specification sheet of the engine oil you are installing. This symbol signifies the oil meets the most up-to-date specification provided by the International Lubricant Specification Advisory Committee and the engine oil will meet the additional fuel economy and emission system protection requirements. As of May 1, 2021, all oil products displaying the Starburst must meet the API SP/Resource conserving specs.

International Lubricant Specification Advisory Committee (ILSAC) Shield. The Starburst certification will remain on legacy products (0W-20, 5W-20, 0W-30, 5W-30, 10W-30), but the Shield is the new identification mark for the ILSAC SAE 0W-16 viscosity engine oil.

ILSAC GF-6 oil specifications are now broken into two separate standards, ILSAC GF-6A for legacy viscosity grades and ILSAC GF-6B for SAE 0W-16. ILSAC GF-6A and its legacy grades will be backwards compatible, but the ILSAC GF-6A is not.

OIL TYPE Newer engine oils are designed with special additive packages to prevent timing chain wear. Note how much longer the old chain (bottom) is in this picture.

There are three common types of engine oil used today.

Conventional engine oil is a base mineral oil, derived from crude oil-based products. Synthetic engine oil is a manufactured chemical compound that is engineered to provide enhanced lubrication properties and supply significant benefits. Synthetic engine oils provide superior low temperature performance, higher thermal stability, lower volatility, better shear performance and other enhancements over conventional engine oils.

Semi-synthetic engine oil is a combination of conventional oil and synthetic oil. There is no classification as to how much synthetic oil is blended with conventional engine oil to create a semi-synthetic engine oil blend.

VISCOSITY

These are examples of oil container labels stating that the product meets or exceeds the OEM specifications, something that is crucial when replacing engine oil today. This information can be found in the owner’s manual.

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This is the most common engine oil term that seems to get a tech’s attention when talking about engine oil. The viscosity number is a value that just seems to jump out when we talk about engine oil. The trouble is that many techs don’t understand what these numbers mean or represent. Here’s a question: What oil is thinner at operating temperature, 0W-20 or 5W-20?

I hope you answered they would both have the same viscosity of 20 when the engine is at operating temperature.

The viscosity numbers refer to the oil’s viscosity or

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thickness. The oil viscosity number that precedes the “W” for winter stands for the oil’s thickness at zero degrees Fahrenheit (-17.8 C), and the lower the number the thinner the oil at that temperature. The oil viscosity number after the W shows the oil’s viscosity at 212 F (100 C). This number indicates the oil’s resistance to thinning when hot.

The engine oil used in today’s engines has been designed to improve the engine efficiency by reducing the amount of friction, and most of the friction that oil addresses comes from the oil’s viscosity.

The trend in oil viscosity has been lower, with 0W-16 now common in Toyota and Honda engines, and 0W-8 has been used in Japan in Hondas for some time now.

Low viscosity oils considerably lower the energy losses attributed to engine oil and its viscosity causing friction (main/rod/cam bearing friction, piston to bore friction) but these low viscosity oils can have a negative affect and may increase friction on other parts of the engines such as the camshaft and lifters/followers.

Most of today’s engines are fitted with electronically controlled variable displacement oil pumps.

These oil pumps will easily supply the needed engine lubrication at the desired pressure and volume to fully compensate for the oil’s thin viscosity. Roller lifters/ rocker tips can reduce cam/lifter wear from thin oil.

Oil activated and controlled variable valve timing actuators depend on the engine oil’s low viscosity for proper functionality especially when the engine is cold. The wrong viscosity oil can easily cause drivability concerns, hesitation, performance issues and even possibly the MIL being illuminated if the wrong viscosity engine oil is installed.

Low viscosity oil reduces engine warmup times, improves cold weather starts and increases fuel economy.

Changing from the old familiar 5W-30 to 0W-16 represents a 2% increase in engine fuel economy and the use

These symbols show the important facts of the oil in the container: Viscosity, API and ILSAC approvals. These engine oil authorizations are something that the manufacturers want to see on the engine oil installed in their engines. Again, they even state it in the owner’s manual.

of the ultra-low viscosity oils such as the 0W-8 could further improve engine fuel economy by another 0.6 to 1.1%.

OEM PERFORMANCE SPECIFICATIONS Some manufacturers will set their own proprietary engine oil specifications to meet the distinct designs and requirements of their engines, emission systems and the engine operating systems. These proprietary formulations often have modified additive packages and can pass specific chemical and physical oil tests that may not be included in the standardized oil testing procedures.

Dexos Gen2 for example, supplies extra protection against LSPI and uses a new oil performance test that GM developed to protect turbochargers and a newer oil aeration test.

Some other examples of manufacturer-specific oils are DexosD, FCA Material Standard MS-6395, VW 508.00, BMW LL-04 and Ford WSS-M2C962-A1. These are just a few examples of OEM specific requirements, but most of today’s manufacturers have an engine oil performance specification they expect the engine oil to meet. This is something we need to pay attention to when providing an oil change.

One of the issues that all of us face every day is how fast the automotive industry is changing, and engine oil is a big part of that change. The requirements for today’s engine oils are mind boggling. Start-stop technology can allow the hydrodynamic oil film to collapse, requiring special oil properties and unique bearing materials to be used to prevent wear. Hybrid engines that are not running can allow moisture to form on pistons and cylinder walls that will need to be dealt with by the engine oil and its additive package when the engine starts running again and the moisture is deposited in the oil pan.

Today’s engine oils are no longer something that can be taken for granted, as the engine oil that is used to lubricate, clean and cool today’s engines is very specific and possibly designed just for one application in a manufacturer’s fleet of vehicles.

Jeff Taylor boasts a 30-plus-year career in the automotive industry as a fully licensed professional lead technician. Jeff works for the CARS Training Network Inc. in Oshawa, Ontario, Canada.

He is also heavily involved in government focus groups, serves as an accomplished technical writer, and he has competed in international diagnostic competitions as well as providing his expertise as an automotive technical instructor for a major aftermarket parts retailer.

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M A S T E R IN G T H E M U LT IM E T E R

Mastering the Multimeter Use all functions to your advantage B Y B I L L F U LT O N

T

LL TECHNICIANS ARE AWARE that

the scan tool holds the No. 1 priority in our initial diagnostic strategies. We are also painfully aware of the costs of keeping our scan tools updated. In my personal experience, the No. 2 tool in diagnostics is the DVOM, known as the digital voltohm meter or multimeter. We also know that in the event of an electrical problem the DVOM is the essential tool. There are times when we suspect the scan tool is showing us some data that may be wrong and we need to look at the raw value with a DVOM. Or in cases where an electrical component is not working, we need to do some valuable electrical tests. This is essentially a tool that never needs updating and can be used instead of a host of other handheld testers once we learn the diagnostic value of the DVOM and all of its test functions.

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The framework of this article is to convey to techs in the trenches the diagnostic value of the DVOM with its 10 to 12 diagnostic functions.

In this article we are going to use the Fluke 87 series DVOM and the Fluke 88 series DVOM as our examples. GM has endorsed the Fluke 87 series meter in their electrical training program while Ford and Toyota have endorsed the Fluke 88 series meter. There are many good DVOMs in the market — and some that are not so good.

When dealing with automotive electrical circuits the most common type of measurement is D/C voltage.

When looking at D/C voltage measurements there are three types, one being what is called an Open Circuit voltage test. This term refers to a voltage test done when a component such as a fuel pump is unhooked.

With the fuel pump physically unhooked we have taken the normal load out of the circuit. When doing an Open

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Circuit voltage test the DVOM with its 10 Mega ohm internal impedance will only require an amperage value in the micro amps range when measuring voltage. This means there is no loading effect on the circuit. While this may be an OK step, it may not be the best step.

The second type of voltage test and a better test would be the Dynamic Voltage test whereas we leave the fuel pump hooked up to create the normal load on the circuit as we back probe the feed wire with our positive meter lead and back probe the fuel pump ground wire with our negative meter lead.

Let’s say the Open Circuit voltage test indicated 12.4 volts with the fuel pump disconnected while the Dynamic Voltage test indicated 5.2 volts with the fuel pump connected. This would tell us that there has to be a voltage loss or voltage drop caused by unwanted resistance somewhere in the circuit, possibly in a bad connector or by chance in the fuel pump relay contacts or in the fuel pump ground circuit. The same applies to the standard test light when doing an Open Circuit voltage test. The standard incandescent test light only requires about 300 milliamps current flow when doing an open circuit voltage test.

The third type of voltage measurement is known as the Voltage Drop test. Voltage drops should only occur across the load or component in the circuit with an output device such as a fuel pump with the circuit activated.

We summed it up in Fig.1. The LED test lights draw a current flow value in the micro amps range when conducting an Open Circuit voltage test so there is no loading effect from an LED test light. The individual

Fig 1. Summary of three different D/C voltage tests.

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Fig 2. Individual Voltage Drop test summary. Everything begins and ends at the battery.

Fig 3. Notice the 12.8 volts indicated by the meter. A good 12 volt battery will generate 2.1 volts per cell and with six cells will indicate 12.6 volts with a 100% charge.

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Voltage Drop test is summed up in Fig. 2. Electrically speaking, everything begins at the battery and everything ends at the battery. We are conducting an Open Circuit voltage test at the battery during key off conditions. Notice the 12.8 volts indicated by the meter in Fig. 3. A good 12 volt battery will generate 2.1 volts per cell, and with six cells will indicate 12.6 volts with a 100% charge. Our meter reading indicates a higher value due to a surface charge.

Now we are going to conduct a 10 second cranking period during a WOT (wide-open-throttle) clear flood mode. Notice the battery voltage dropped well below the minimum 9.6 volts indicating a poor battery in Fig. 4.

Battery conductance testers are very popular and have been used in the industry for a long time. When conducting these battery tests using the DVOM it is more accurate with a Dynamic Voltage test when compared to the battery conductive testers.

I have literally seen battery conductive testers fail good batteries and pass bad batteries. When doing the 10 second WOT cranking test with the DVOM, the battery must have a full charge. When testing a battery with a conductive tester it is not necessary for the battery to have a full charge.

Fig 4. Notice the battery voltage dropped well below the minimum 9.6 volts, indicating a poor battery.

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Fig 5. With the engine running at an off-idle condition and a full electrical load, notice the good charging voltage of 13.95 volts.

Fig 6. This meter indicates the A/C voltages being emitted from the alternator.

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Fig 7. High and low inductive current probes are essential tools to interface with the DVOM. Here we are looking at good charging voltage off-idle from the DVOM on the right at 13.98 volts. As the alternator charges a good battery, the battery’s internal resistance increases as the alternator builds up the battery’s internal charge. Notice the DVOM on the left is coupled with a low inductive amp probe and clamped around the alternator feed wire and indicates 223 millivolts.

In the next test with the engine running at an off idle condition and a full electrical load, notice the good charging voltage of 13.95 volts in Fig. 5. Modern day engines now incorporate a smart charging strategy whereas the alternator will be turned off at idle with no electrical loads. This is why we electrically loaded the system at off idle conditions. A failed diode inside the alternator rectifier bridge can create unwanted A/C voltages and a laundry list of trouble codes along with engine performance issues. With the DVOM now A/C coupled and the positive DVOM lead on the output terminal of the alternator, we are blocking the D/C voltages from the alternator. The meter in Fig. 6 indicates the A/C voltages being emitted from the alternator.

A/C voltages below 400 millivolts would be acceptable under full electrical loads and off idle conditions. High and low inductive current probes are essential tools to interface with the DVOM. In Fig. 7 we are looking at good charging voltage off idle from the DVOM on the right at 13.98 volts. As the

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alternator charges a good battery, the battery’s internal resistance increases as the alternator builds up the battery’s internal charge. Notice the DVOM on the left is coupled with a low inductive amp probe and clamped around the alternator feed wire and indicates 223 millivolts. The millivolt symbol represents 1 thousandths of a volt. We simply move a decimal point three places to the left which now represents 0.223 volts. The attenuation factor on this amp probe is that every 1 millivolt equals 100 milliamps. We simply multiply 0.223 X 100 to determine that this battery is pulling 22.3 amps.

With no electrical load a good battery will require

Fig 10. A Voltage Drop test of the starter ground circuit. The positive meter lead is touching the engine block while the negative lead is at the negative battery post during a WOT cranking test

Fig 8. Here we’re using a high inductive amp clamped around a battery cable while doing a WOT cranking amps test to the starter. Notice the good reading of 182.8 amps.

Fig 9. A Voltage Drop test on the battery post and cable connection during WOT cranking..

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Fig 11. A manual ammeter test is also available with the DVOM. In this test the circuit must be broken and the ammeter put in series with the circuit.

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less than 10 amps after 10 minutes of running. Our 22.3 amps was captured before the 10 minute period expired. When using a low inductive amp probe the probe is inserted to the voltage and ground terminals of the DVOM. In Fig. 8 we are using a high inductive amp clamped around a battery cable while doing a WOT cranking amps test to the starter. Notice the good reading of 182.8 amps. Again when coupling an amp probe to the DVOM, clamp into the voltage and ground terminals of the meter and factor in the attenuation factor of the amp probe to convert millivolts to an amperage value.

Voltage Drop testing has always been an important function especially on ground circuits. In Fig. 9 we are conducting a Voltage Drop test on the battery post and cable connection during WOT cranking. Since this is a high current circuit, the maximum allowable voltage drop should not exceed 0.1 volt per connection. In Fig. 10 we are conducting a Voltage Drop test of the starter ground circuit. The positive meter lead is touching the engine block while the negative lead is at the negative battery post during a WOT cranking test.

The meter indicates a value of 0.293 volts.

There are three connections: the negative cable connection at the battery, the negative cable connection at the block, and where the starter gets its ground by being bolted to the block.

We previously covered the diagnostic value of using both the high and low inductive amp probes interfaced into the positive and negative terminals of the DVOM. Low inductive current probes are very useful in checking the current flow to fuel pumps and looking at current ramping on the primary side of the ignition coils. When using a current probe always remember to plug it into the female positive and ground voltage terminals of the A global OE brake DVOM. Also, when using the low inducATE-NA.com tive current probe it is always a good idea

probe must be used when converting the DVOM’s millivolt reading to an amperage value.

A manual ammeter test is also available with the DVOM. See Fig. 11. When doing this test the circuit must be broken and the ammeter put in series with the circuit. We now insert the meter leads into the amperage and ground terminals of the DVOM. Amme-

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ter readings are not polarity sensitive, so if the meter shows a negative value simply reverse the leads. When using the manual ammeter test function make certain that the meter selection is made for amperage and not voltage. If the meter selection is set on voltage when using the manual ammeter selection the Fluke meters will emit an audible beep. If an audible beep is not heard then the fast blow fuses are blown. You may have noticed the lack of a fuel pressure test port on modern day systems. An amperage draw test of the fuel pump will not only verify fuel pressure but also alert us to an electrical problem with the fuel pump or the fuel pump circuit. On many applications we have a dedicated fuel pump fuse we can remove and by using the manual ammeter test function we can probe both female terminals from the removed fuel pump fuse. A value of 4 to 6 amps is common on most PFI systems. The early GM CSFI fuel pumps typically pull between 8 to 10 amps.

Many applications will have a dedicated fuel pump relay that can easily be removed. In many applications the female terminals marked 30 and 87 are the power supply terminals to the fuel pump. We simply remove the fuel pump relay and jumper across the female terminals of the fuel pump relay by using the manual ammeter test

function of the DVOM. On many Ford systems we can trip the inertia switch and jumper across the inertia switch terminals with our ammeter leads. On the Fluke series meters there are two scales. One being 0 to 400 milliamps and the other being the 0 to 10 amp scale. If the measured values exceed these two values the fast blow fuses will blow inside the DVOM. We can also use a low inductive current probe by simply clamping the probe around the feed wire to the fuel pump.

Two-wire magnetic crank sensors are popular on Toyota, Ford and many European systems. These sensors are sometimes referred to as variable reluctance sensors. A good crank with a no start condition will initially make

Fig 13. The DVOM on the right shows a good A/C signal during cranking after the sensor has been replaced. The DVOM on the left is now D/C coupled with the sensor disconnected during KOEO conditions, indicating .98 D/C voltage.

Fig 12. When the RPM is low during cranking (when you suspect a crank sensor issue) the amplitude of this signal is weakest. As RPM increases, the amplitude will increase. In this schematic, access the two wires at the easiest access point, either at the crank sensor or at the PCM.

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Fig 14. Oxygen sensor heater element bench test at room temperature. On a cold startup, these sensors can pull over 3 amps. If the ohmmeter indicates an open circuit, the heating element is burnt open.

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Fig 15. An example of using the ohmmeter in the Min/Max peak detect mode while moving the fuel pump float level up and down.

Fig 16. Diagnostic value of using the Min/Max peak detect mode.

The Fluke 87 and 88 series meter will detect a glitch every 100 milliseconds. By touching the button under the Min/Max button on the Fluke 87, this will put the DVOM in a 1 millisecond peak detect mode.

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delphiaftermarket.com Fig 17. Here we are tapped into the Oxygen sensor signal wire. Notice the recorded Max value of .897 volts and the Min recorded value of .123 volts while the average value is indicated as .488 volts. This tells us that we are in good fuel control.

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Fig 18. GM electronic fuel pump control schematic. Notice that the fuel pump control module is powered by a fuel pump relay.

Fig 19. The DVOM gives us the ability to check for a duty cycle control signal, for example, to a purge solenoid. Here we see a duty cycle command to a purge solenoid of 24.9%.

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us suspect a faulty magnetic crank sensor with no RPM signal on our scan tool. These sensors generate an A/C voltage signal so the meter selection must be set to A/C coupling. When the RPM is low during cranking for example, the amplitude of this signal is weakest. As the RPM increases the amplitude will increase. Looking at the schematic in Fig. 12, access the two wires at the easiest access point, either at the crank sensor or at the PCM. In Fig. 13 the DVOM on the right shows a good A/C signal during cranking after the sensor has been replaced. The DVOM on the left is now D/C coupled with the sensor disconnected during KOEO conditions indicating 0.98 D/C voltage. This voltage is from the A/D converter inside the PCM. PCMs cannot identify an A/C type voltage, so an A/D converter inside the PCM converts this A/C signal to a digital type signal.

Using the ohmmeter function of the DVOM is also an important test. Initially there are two cardinal rules that must be followed when checking for resistance with an ohmmeter. The first is when checking for resistance. The circuit must be powered down since the ohmmeter applies its own 1.5 voltage source from its internal 9 volt battery. The second rule is when checking the resistance of a component, the component should be disconnected and isolated. When a manufacturer issues a resistance value of a component the spec is good at a room temperature of 70 degrees. An example for a resistance spec from some early Multec injectors states a value of 1.9 to 2.1 ohms. When testing for resistance on a low ohms spec it is a good idea to clamp both leads together and zero the ohmmeter.

Another popular code that we all see is from the oxygen sensor heater circuit. The oxygen sensor heating element is known as a PTC element or Positive Thermal Coefficient. At room temperature the heating element should show a resistance value of 3.9 to 4.1 ohms.

During normal operation as the heating element heats up its internal resistance increases thus lowering the amperage draw in the heater element.

Let’s look at a bench test of an oxygen heater element at room temp in Fig. 14. On a cold startup these sensors can pull over three amps. If the ohmmeter indicates an open circuit then the heating element is burnt open. There have been some cases where the resistance values of some aftermarket oxygen sensors are out of spec, causing the PCM to reset the oxygen heater code.

An ohmmeter test of a coolant or air charge temperature

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is also a common test. These sensors are known as NTC (Negative Thermal Coefficient) thermistors, meaning as the sensor heats up its internal resistance decreases.

This causes an increase in current flow which increases the voltage drop across the thermistor. When viewing the ohmmeter readings don’t miss the k symbol which means you must multiply the digital reading by 1,000.

An example would be 1.5k ohms which represent 1,500 ohms. Another example could be where the ohmmeter reading indicated 2.3M ohm. You simply multiply 2.3 by 1,000,000 for 2,300,000 ohms. You can imagine how easy it would be to miss these symbols.

Another test using the ohmmeter may be a complaint from the car owner that the fuel level intermittently indicates empty even after refueling. The issue may be from a bad gauge inside the cluster, a bad sending unit, a circuit problem or a corrupted bus signal. A late model GM vehicle came in with a complaint where the fuel gauge would intermittently read empty even after a refuel. Before the car came into our shop a technician had replaced the cluster because while tapping on the cluster the gauge would read normal. However, the problem persisted after the cluster was replaced. When looking at the fuel sending unit schematic we would find that the fuel level sensor reports to the PCM, the PCM then busses this value to the IPC. When looking at the fuel level parameter from PCM data the fuel level also indicated empty. We now suspect a faulty fuel level

sending unit. This is another good example of an ohmmeter test. After dropping the fuel tank and removing the fuel pump module let’s look at the schematic in Fig. 15. This is a perfect example of using the ohmmeter in the Min/Max peak detect mode while moving the float level up and down. The specs are also indicated.

Notice in Fig. 16 the diagnostic value of using the Min/Max peak detect mode of the Fluke DVOM. The Fluke 87 and 88 series meter will detect a glitch every 100 milliseconds. Touching the button under the Min/ Max button on the Fluke 87 will put the DVOM in a 1 millisecond peak detect mode. When a record mode has been established, hitting the Min/Max button the first time will indicate the maximum values recorded. Pressing the Min/Max button the second time will display the minimum recorded values. A third press of the Min/ Max button will display the average values recorded in the Min/Max record mode. While using the Min/Max peak detect mode of the Fluke meters an audible beep will be emitted every time the meter detects a change in a value. The Fluke DVOM’s Min/Max peak record mode works on all meter functions. We cannot say enough about this function especially when doing the popular wiggle and tap and tug test on connectors or components when detecting an intermittent poor connection.

Without using the Min/Max mode of the DVOM and viewing the digital display on the DVOM the update is only four times per second. The bar graph display un-

Fig 20. Using the Fluke 88 series meter with the injector plugged in and back probing the negative or switching side of the injector will not only verify a good drive signal but will also show the injector on time in milliseconds.

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der the digital display will update 40 times per second.

When using the Min/Max record mode it is not necessary to visually monitor the meter readings since they are being recorded.

Another example of using the Min/Max record mode is indicated in Fig. 17 as we tapped into the oxygen sensor signal wire. Notice the recorded maximum value of 0.897 volts and the minimum recorded value of 0.123 volts while the average value is indicated as 0.488 volts. This tells us that we are in good fuel control. Many manufacturers have gone to an electronically controlled fuel pump with a fuel pump control module. Fig. 18 shows a GM electronic fuel pump control schematic. Notice that the fuel pump control module is powered by a fuel pump relay. When using a standard SAE electrical schematic the voltage source is shown at the top of the schematic while the ground is located at the bottom of the schematic. The fuel pump control module receives the voltage source from the fuel pump relay on the VT/GN wire at terminal No. 1. The fuel pump control module gets its ground at pin four.

A good dynamic voltage test across these two terminals should indicate full battery voltage drop. The fuel pump control module supplies voltage to the fuel pump from pin five and supplies the ground at pin eight. The ultimate and final ground for the fuel pump and fuel pump module ground is at pin four. If we were to do a dynamic voltage test at the fuel pump positive and negative circuits with the engine running we would

Fig 21. A good example of where a tap and tug/wiggle test is used along with the Min/Max record mode from a good GM MAF sensor during a throttle snap test.

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not see a full battery voltage value, since the fuel pump control module bangs the fuel pump 25,000 times a second with battery voltage and changes the on-time of the voltage applied to the fuel pump. The PCM will increase the duty cycle command on time to the fuel pump control module at pin three to increase the voltage on time to the fuel pump to increase fuel pressure as the engine load increases. If you elect to use an amp probe to current ramp these fuel pumps during idle no load conditions, a 3 to 5 amp value is normal.

On a conventional fuel pump circuit, a dynamic voltage check on the fuel pump feed wire and the fuel pump ground wire should indicate a full battery voltage drop or loss across the fuel pump. If, for example, a value of 5.2 volts was displayed, we have two possibilities. No. 1: We lost some voltage through a connector or the fuel pump relay. Or, option No.2: We have some resistance on the fuel pump ground circuit or likely the ground connection. I have had many tech calls after a fuel pump had been replaced with no improvement only to find a weak fuel pump ground. This is why when we do a dynamic voltage test to a component, we always use the component’s ground with our negative meter lead. We all know that the most reliable ground on any vehicle is the negative battery terminal. With our long jumper leads, if we used the negative battery ground and a full dynamic value of 12.4 volts was displayed, whereas the meter indicated 5.2 volts when using the fuel pump ground circuit, this would also verify that we had a weak fuel pump ground circuit or connection.

The DVOM also gives us the ability to check for a duty cycle control signal for example to a purge solenoid. Note Fig. 19 indicating a duty cycle command to a purge solenoid of 24.9%. If you are using the Fluke 88 series meter you would select the negative slope since most purge solenoids are ground side controlled by the PCM. However, late model Chrysler PCMs feed side control of these solenoids so the positive slope would need to be selected. This test verifies that the circuit is working electrically.

Many technicians opt to test the injector drive signal by using the popular noid lights. Keep in mind when using a noid light with the injector unplugged, the normal loading effect of the injector has been removed. The injector noid lights will only require an amperage value in the low microamps range while

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the normal injector load will require about 700 milliamps on most saturation type injectors. Using the Fluke 88 series meter with the injector plugged in and back probing the negative or switching side of the injector will not only verify a good drive signal but will also show the injector on time in milliseconds. See Fig. 20. The frequency counter function of the DVOM can also be an important function to use when looking for a glitch or signal drop out of a GM MAF sensor. This is a good example where a tap and tug wiggle test is used along with the Min/Max record mode as indicated in Fig. 21 from a good GM MAF sensor while doing a throttle snap test.

One popular OEM has issued several bulletins about terminal fretting causing an intermittent loss of conductivity in some of their connections. The aftermarket offers a contact enhancer known as stabilant 22A. This solution helps ensure conductivity on compromised connections. The BWD part number is CL85.

The objective of this article is to create an awareness

of the importance of the DVOM and its many test functions. In these modern times of “buttonology,” patience and practice is the mother of talent. In other words when we intentionally use the DVOM more often we become more aware of its diagnostic value.

The industry is better because of your commitment.

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

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8 0 0 V O LT S

Are You Ready for 800 Volts?

Education is key when servicing EVs B Y C R A I G VA N B AT E N B U R G

Editor’s note: This is the second in a series of articles about servicing electrified motor vehicles (EVMs.) The author’s company, Automotive Career Development Center (ACDC) coined that term to describe a whole range of electric vehicles, including hybrids, plug-in hybrids and more.

T

HIS ARTICLE WILL COMPARE THE

low voltage system to the high voltage system and explain how a 12-volt brain can get confused. It is essential that you master the principles of electronic controls, reprogramming, oscilloscope usage, reading wiring diagrams and all aspects of electronic systems used in today’s modern vehicles in order to transition into high voltage systems. Do not work on high voltage systems (over 60 volts DC) if you do not fully understand the 12-volt world. If you are red / green color blind, or have any disability that interferes with mainstream learning, you can do this, if you seek out extra help. I am a color blind technician.

Electrical work on any HEV or EV sets in place a potentially dangerous environment. Fear is not the point of this statement. Think of the word “respect.”

Anyone who rides and/or races motorcycles knows all too well what happens when you do not respect some piece of technology that can hurt or kill you. I am one of them. Recently I bought a new Zero SR/F electric sport bike. Zero to 60 mph in 3.6 seconds. Top speed of 124 mph. Over 100 volts powering the rear wheel.

Torque on demand. Respect.

What you have learned so far about any electrical system will pay off if you stay in the field of motorized transportation, be it two, four or more wheels. Fleets are moving faster to adopt EVs than the private motorist, as

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the economic savings are there. The fuel and maintenance savings of pure electric power are huge. Get to as many electrical training classes as you can. ACDC can help with our online training and live classes, but there are many good training providers.

IS OHM’S LAW USEFUL? Ohm’s law is a formula used to calculate the relationship between voltage, current and resistance in an electrical circuit. From the ‘50s to today, most conventional motor vehicles used a 12.6-volt battery

Fig. 1 The move from analog to digital meters is essential. (all photos by ACDC)

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and a 14- to 15-volt charging system. The technician could remember basic electrical norms because one part of Ohm’s law did not change much. That part was voltage.

All was well until the early ‘90s when California required zero emission vehicles, and in the mid-’90s they started to appear on the roads there. It was a California law designed to clear the air. In 1997, the Toyota Prius was sold to Japanese drivers and the hard work of getting to zero emissions was finally underway worldwide. Technicians all over Mother Earth saw vehicles of all types with higher and higher voltages.

Now, the voltage was no longer 12 or 24, but 100, 144, 158, 244, 275, 288, 300, 330, 400, 800 and any number in between. To technicians, Ohm’s law is as fundamentally important as Einstein’s Relativity equation (E = mc²) is to physicists. No need to review Ohm’s law here, as all you need to do is look it up and understand it. It explains why voltages increased.

DVOM AND GHOST VOLTAGE This is an issue that relates to using a (Fig. 1) high impedance meter. Some ancient history to set the context.

Before computers were used in motor vehicles, a typical volt-ohm meter used a mechanical needle that would swing across the face of the meter. If it zeroed in the middle of the meter face, it could read negative voltage.

To get the needle to move it took more current than a digital meter. Fox Valley (Fig. 2) meters were a popular brand in the ‘60s. Most mechanics back then received their updated training from a new vehicle dealer, if they worked there, or a parts company if they did not. The tool man drove a truck and often explained the new technology to their customers when we were buying tools. It was about 1980 when the “Fluke 88” hit the tool trucks. The main reason why we moved away from the old school analog meter, to a digital meter, was to prevent damage to a circuit board. When an analog meter was measuring voltage, it put a load on the circuit it was testing. If that extra load the meter was connected to was a computer circuit, smoke would come out of the computer. Not good.

After we moved to high impedance digital meters, all was going along just fine, until aftermarket technicians started experimenting with high voltage circuits using their DVOMs. Some testing was done with the protective metal covers removed (Fig. 3)

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Fig. 2 Fox Valley meters were popular back in the 1960s. When an analog meter was measuring voltage, it put a load on the circuit.

Fig. 3 With metal covers removed from high voltage components, ghost/stray voltage may appear on the DVOM.

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from high voltage components to gain access to the connectors, bus-bars, relays and other such components. The OEMs would rather have us leave the HV parts alone, but that is not what aftermarket technicians do. One such test was underway at a class I was teaching in 2006. We measured over 80 volts of DC from the high voltage battery positive relay to the metal case that was bolted to chassis ground. How could that be? It was a Toyota Prius M/Y 2004 owned by ACDC and it had never been modified. It ran great, had no codes and therefore no warning lights on the display. After some debate in class, Al Playter, a college instructor from Canada, told us we were reading “ghost” or “stray” voltage on the meter. Why?

Fig. 4 After a “safe down”, we tested the HV battery and HV capacitors to make sure they were at a safe level. In this case, we show 0.004 volts.

GHOST VOLTAGE IN A PRIUS “Ghost” or “stray” voltage is a term used by technicians to explain why the measured voltage on their DVOM is showing a voltage reading they didn’t expect to see. Let’s explore this topic. After we did a “Safe Down” we tested the HV battery and HV capacitors to make sure they were at a safe level (Fig. 4). On the capacitor side of the HV battery

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Fig. 5 With the orange master service disconnect (MSD) was re-installed, voltage on the battery side showed 226.0 volts to DC. This level of voltage can be deadly.

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the reading was 0.004 volts. The system worked as designed. Safe here.

Then we re-installed the Orange Master Service Disconnect (MSD) and measured the voltage on the battery side and read 226.0-volts DC. (Fig. 5) Good numbers so far, but this live voltage reading was deadly. Remember this is NOT what you would do at a dealership.

Then we wanted to see what the voltage was from the positive contactor to chassis ground, expecting to see 0.00-volts. We powered on the car to “ready to drive” mode and then powered it down. This reading was taken just as it was powering down. We expected to see 0.00 volts, but saw 90.4-volts DC (Fig. 6) instead. In other words, the driver was asked to shut off the Prius while a fully protected technician was handling the meter and leads. This was part of an ACDC “Safe Down” procedure we were demonstrating at a hands-on class. We were experimenting, so we went looking for voltage from the positive contactor (battery side) to chassis ground. That led us to believe that there was a HV leak to chassis ground, but unknown to us we were chasing a “ghost”.

We ordered an electrical accessory called a Ghost Voltage Eliminator (GVE) sold by Fluke (Fig. 7) and had it shipped overnight. The next day we installed this small adapter. It plugs into the same ports on your DVOM that the positive and negative leads fit into. The Ghost Voltage Eliminator (Fig 8) connects the leads to each other with a 3,000-ohm resistor. This small load (the resistor inside the GVE) removes the “stray” or ‘ghost” voltage. We did the same experiment as we did the day before. We powered on the car to “ready” mode and then powered it down. This reading was taken just

Fig. 6 With the vehicle powered to the “ready to drive” mode, then powered down, we expected to see 0.00 volts as it was powering down, but saw 90.4 volts DC.

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as it was powering down. We expected to see 0.00 volts. We did. These “induced” voltages appear as “ghost voltage” due to conductors running in parallel with other “current carrying” conductors. This is common in EMVs when the metal covers are removed to access the HV cables. These “ghost” voltage readings “disappear” under load and that is what a Fluke SV225 does. It loads the circuit and makes it work — sort of the same way an old analog (Fox Valley) did.

The DVOM will only show a voltage reading if it is connected to the same circuit that has energy in it.

These magnetic fields are getting induced into the leads of your DVOM when the metal covers are off.

This “electromagnetic energy” (when not shielded) is small but will confuse your DVOM, and ultimately you. The next article is this series will cover the orange cables and how the EMV computer finds high voltage leaks. Stay tuned.

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

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

Fig. 7 The Fluke ghost voltage eliminator (GVE) adapter plugs into the same ports on the DVOM and connects the leads to each other with a 3,000-ohm resistor.

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Fig. 8 The GVE removes the ghost/stray voltage, eliminating this concern if the metal battery cover is removed.

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E N G IN E O IL A N D C A B IN A IR F ILT R AT I O N

Engine Oil and Cabin Air Filtration The move to cartridge oil filters and benefits of cabin air filters B Y M I K E M AV R I G I A N

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ngine oil filters for gasoline-fueled engines, along with cabin air filters, will be the focus of this article. Diesel applications require a different discussion.

ENGINE OIL FILTER BYPASS Oil filters that feature a bypass deal with the pressure differential wherein the change in pressure from the inlet to the outlet side of the filter occurs. If the pressure differential is too high, a valve will open, allowing the oil to bypass the filter. This valve is needed so the engine does not become starved of oil if the filter clogs with debris.

FILTER MEDIA The engine’s oil pump moves the oil directly to the filter. The oil is pushed under pressure through the filter media and back through the central hole, where it reenters the engine.

Depending on brand and specific filter design, the filter media may consist of paper/cellulose, synthetic or microglass material.

Cellulose: This type of media can typically capture particles eight to 10 microns in size. Due to the paper construction, this type of media can become damaged by moisture/condensation.

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Synthetic: Higher quality oil filters may feature synthetic or synthetic resin media (usually polypropylene), effective in removing 50% of the particles in sizes ranging from 20 to 40 microns, and 24% of particles in the eight to 10 micron range. This media is not as likely to be damaged by moisture. The compact synthetic filter media structure also helps to decrease differential pressure. Lowering pressure greatly reduces the amount of time the filter bypass valve needs to be open. During cold start conditions, the bypass valve decreases pressure to allow oil to flow freely, though unfiltered, to the engine’s oil galleries. Synthetic media better withstands the acid content of oil that results from contamination by water, ethanol, start-stop driving, etc.

Microglass: Some oil filters utilize an extremely fine metal media or microglass. This microglass mesh is made with fibers that are 10 times finer than cellulose fibers. They also present far less of a restriction to the flow of engine oil.

SPIN-ON VS. CARTRIDGE As we all know, spin-on/canister oil filters have been the norm for decades. This is a self-contained unit featuring a stamped steel housing, filter element, bypass valve, drain-back valve and rubber gasket. The filter features a female thread that engages to a male thread fitting at the

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OEMS are increasingly moving to cartridge style engine oil filters, allowing replacement of the filter element only that installs into a housing. (courtesy PGI/Continental)

engine block. Using a filter wrench, loosen and unthread the filter and dispose of it. (Some prefer to cut the used filter apart to see if any metal particles are trapped in the filter element.) Once the sump has been drained and the oil pan plug reinstalled, a bit of fresh oil is added to the new filter; the filter gasket is lightly lubed with oil and the new filter is installed. Add the necessary amount of fresh oil to the sump, start the engine and allow oil pressure to build to spec, shut off the engine and wait a minute for the oil to drain back into the sump and re-check oil level. Pretty standard and simple.

However, many OEMs have switched over to a filter approach that pre-dated spin-on filters — the cartridge style filter. This involves a “permanently” mounted canister housing into which a filter cartridge is installed, capped off with a canister lid. For those who disdain change, this move may seem an annoyance. The reason for the change is quite simple. Considering the number of oil filters that are disposed of in the course of a year is enormous, tons of steel filter bodies are wasted and sent to landfills. The use of cartridge style filters that contain no metal eliminates this waste of steel, since the metal-free filters can be fully incinerated.

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Anyone who is aware of automotive history knows that early engines initially featured no oil filter, with filters in time offered as an option. Eventually, filters were added across the board, using a cartridge filter contained in a mounted housing. Over the years, spinon filters were developed primarily to ease and simplify the task of filter service. As time progressed, and primarily driven by environmental concerns, today we see the re-introduction of cartridge filters. What goes around comes around.

Also, if the mounting design of the cartridge filter housing is mounted high and upright, the filter cartridge may be removed for inspection or replacement without the need to drain the system, minimizing the potential mess as when warm/hot oil oozes out of a spin-on filter and runs down your forearm. The downside: the sealing cap/top is often made of a plastic material that can be easily damaged if not careful, requiring

a replacement lid. Also, if not installed properly, a cartridge filter can easily be damaged (twisting/crushing the element).

Since the lid requires a sealing gasket, it’s always a good idea to change this gasket with each filter change.

Some cartridge filters feature a pilot tip or tube that engages the filter into the centered location. During service, use care to avoid breaking the plastic tip, as this can cause a severe blockage inside the housing if ignored.

Whenever removing the old filter, always inspect the bottom of the housing for plastic debris and clean accordingly. We simply need to become accustomed to servicing these filters.

OIL PRESSURE Engines that feature a cartridge style oil filter may exhibit a low oil pressure light coming on or flashing on/off at idle.

This condition may be caused by oil pressure being bled

Examples of cartridge filter designs. Designs vary widely among manufacturer and specific engine applications. (courtesy the author) Typical construction of spin-on oil filters (courtesy Mahle)

Filter manufacturers commonly offer both spin-on and cartridge filters. (courtesy PGI/Continental)

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Check the oil filter tabs to see if any tabs have broken off. Broken tabs may be left inside the filter housing, so be sure to closely inspect the bottom of the housing. If a tab has broken off, it may be lodged under the oil filter housing drain check valve, causing it to remain open. (courtesy the author)

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off due to debris in the oil drain check valve and/or a damaged engine oil filter.

Use a manual pressure gauge to check oil pressure. If pressure is low, perform a visual check of the oil level, and the condition of the filter. If the filter’s condition is good, remove the filter and confirm proper operation of the oil filter drain check valve. If the valve does not seal or is held open, repair as necessary and re-check oil pressure.

Citing a Chevy Cruze vehicle as an example, during an engine oil change, it is possible for the plastic tabs on the filter to break off and fall into the oil filter housing. If a tab has broken off it may be lodged under the filter housing drain check valve, causing it to remain open. This will allow oil to drain back into the oil pan and reduce oil pressure.

Also examine the oil filter to verify installation. If the filter pleats were damaged/ smashed during installation the drain check valve may not be able to be closed.

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USE THE CORRECT TOOL Servicing spin-on oil filters typically requires the use of a compression-band filter removal tool, or a tool that engages the hex at the bottom of the filter housing (provided the filter features a multiflat surface), or a cam-style tool that closes upon the filter housing as you rotate counterclockwise.

Obviously, all shops have one or more of these tool styles. However, when servicing a cartridge style oil filter, first and foremost, make sure that you have the correct tool for removing the filter lid on the specific vehicle at hand. These caps may be made of metal, while others are made of a plastic material which can easily be damaged if using an incorrect tool, and the cap may feature a unique tool engagement design.

On late model Toyotas, for instance, a special steel adapter tool encapsulates the lid and features grooves that engage to the male teeth on the plastic cap. If you try to use a spreader-style tool designed for spin-on filters, or a common tool such

as a channel lock style wrench, you can easily deform the plastic cap as the tool squeezes it, rendering it useless and sure to leak if reinstalled. That move will require a cap replacement.

Also note that cartridge filters usually include a new sealing O-ring to allow the cap to seal at the housing. Always replace that O-ring gasket. On some Mercedes-Benz models, where the filter housing is

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Cabin air filters eliminate contaminants from entering the vehicle interior. Normally located behind the glove box, these filters are easy to change and should be inspected regularly. (courtesy PGI/Continental)

Check filter condition. A smashed/distorted filter can cause the drain check valve to remain open. Cartridge filter damage can occur if installed improperly. (courtesy Mitchell 1)

located at the top of the engine, the cap assembly features a long plastic tube that enters the pump/ sump area where the cartridge filter slides onto the tube. In addition to requiring a new O-ring where the cap seals to the housing, the extended tube will also feature several O-rings which must be replaced as well during any filter service. On other Mercedes models, while the filter housing may be up high and vertical, it may be tucked behind the intake manifold and very close to the firewall, making access a challenge. A special hex wrench adapter and long socket extension will be needed.

We point out these examples to emphasize the need for specialty tools that are required in certain applications. The point is to first understand what specific tool will be required for filter service, and to prevent an unnecessary delay if you need to obtain a tool while the customer’s vehicle is already in the shop.

CABIN AIR FILTERS

Some cartridge filters feature a pilot and O-ring to secure the filter in place. When removing an old filter or installing a new filter, use caution to prevent snapping these off. (courtesy the author)

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Cabin air filters started appearing in 2000 model year passenger vehicles as a common feature. They provide the benefit of cleaner breathable cabin air.

Cabin air filters feature multiple layers of filtration. Specific design varies among brands, but in general there are layers that filter out airborne dust and pollen, activated carbon/charcoal traps mold and harmful gasses and reduces/eliminates odors. Baking soda eliminates musty odors and an antimicrobial layer suppresses the growth of mold and bacteria. Depending on brand, layers may consist of electrostatically charged micro-woven fiber

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Depending on brand, cabin air filters may feature a series of filtration media layers, such as seen in this Mahle CareMetrix filter. (courtesy Mahle)

for highly efficient filtration. As noted by Continental/PGI, these filters provide a high resistance to moisture. Non-woven filters offer a strong barrier against impurities and pollen, while active carbon filters provide effective protection against gas, bacteria, fungi and odors.

Cabin air filters should be changed approximately every 12,000 to 15,000 miles or once per year, depending on driving conditions. Since the environment in which the vehicle is operated (high humidity, high dust, high pollen, etc.,) plays a factor, filter changes may be recommended on a more frequent basis (perhaps twice per year).

It’s important to note that not only does a cabin air filter improve the air quality for driver and passengers, additional advantages include more efficient HVAC and defroster operation, since the filters help to prevent debris such as dirt, vegetation particles, insects, etc. from passing through the HVAC air ducts. If a cabin air filter is clogged, the A/C system must work harder to achieve air flow. Over time, a clogged filter can result in over-taxing the A/C system, leading to premature failure.

Filter replacement (for the most part) is a fairly easy task, with the filter accessed by removing the glove box.

While glove box removal may have been a chore in older vehicles, today’s glove boxes are (in general) easy to remove/reinstall by simply pressing a few release tabs.

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B R A K E C A L IP E R S E R V I C E

Brake Caliper Service Proper inspection, repair, replacement and hardware B Y M I K E M AV R I G I A N

HECK THE BLEEDER VALVE. If you suspect a bad caliper, it may be an issue with sticky/seized piston(s), but don’t jump to that conclusion right off the bat. You may have an issue with the bleeder valve being contaminated, not allowing free fluid flow. Remove the bleeder and check for rust, debris in the transfer hole, etc. Use a pick to see if any debris is inside the passage and blow with compressed air. If the valve was or still is blocked, that may have been the problem (or at least part of the problem). Replace or clean as needed and retest the caliper.

Initially, inspecting the caliper can be done by removing only one of the caliper mounting bolts. This allows you to pivot the caliper up and away from the brake disc without the need to completely remove the caliper.

The most common issue that results in caliper stick-

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ing or seizing is corrosion or debris at the piston(s). If the piston dust boot is damaged in any way, road debris can enter and prevent the piston(s) from freely moving in/out. If the dust boot is damaged, don’t even bother wasting time with further diagnosis. Replace the caliper with a new or reman caliper. Keep in mind that internal corrosion is often caused by moisture in the brake fluid, which can result from airborne moisture entering the fluid over time. Moisture (water) contamination degrades the effectiveness of the brake fluid, lowering its boiling point. If you suspect water contamination, flush the brake hydraulic system and refill with fresh fluid.

With the caliper hoses pinched off (using the proper tool to prevent hose damage), connect a clear hose to the bleeder (with the other end of the hose into a containment bottle), loosen the bleeder and compress the caliper piston(s) using a caliper piston compressor tool (or large channel locks, being careful not to gouge the

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piston face). If the piston(s) is difficult to compress and the condition of the bleed screw has been verified), the piston(s) are dragging in the bore, likely due to corrosion. If this is the case, replace the caliper. In today’s market, it’s usually cheaper (and definitely faster) to replace a caliper as opposed to rebuilding.

CALIPER HARDWARE Condition of caliper hardware is critical and is sometimes ignored. Hardware, depending on design, can include tabs that locate brake pad ears, and/or springs that are meant to stabilize the pads. Although this hardware is made of stainless steel, that doesn’t mean that tabs or springs are lifetime components. Springs can fatigue due to mileage, heat and corrosion, and tabs can wear, distort and/or be damaged by debris and lack of lubrication.

Although the tabs may be made of stainless steel, when affixed to iron or aluminum brackets and calipers, rust or corrosion may build up between the tabs and mounting surfaces. Whenever servicing calipers or pads, always replace all caliper hardware. Make sure that all mounting surfaces are clean and free of rust and debris. Once tabs are installed, apply high temperature brake grease

When changing brake pads, caliper condition inspection is critical.

Now is the time to check for caliper function. (all photos by author)

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Sliding calipers rely on guide pins to move freely during brake application and release. If a damaged pin boot is found, this is an obvious sign that contaminants have entered the pin and pin bore.

Pins must be removed and cleaned or replaced, pin bores must be cleaned, pins must be lubricated and boots replaced.

Even if the pin boots appear to be good, always check for ease of pin movement. If the pins do not move freely, disassemble, clean and if pins are pitted or show wear, replace them. Always install new pin boots.

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to the tab surfaces that contact the brake pad backing plate ears to facilitate free movement.

FIXED VS. SLIDING CALIPER Brake calipers contain one or more pistons that extend from their bores in order to push the brake pads against the rotor disc under hydraulic pressure. Two common caliper designs are used that accomplish this task. A “fixed” caliper features pistons on each side of the disc.

The caliper body is rigidly mounted and does not move.

Hydraulic pressure acts upon the inboard and outboard pistons simultaneously with hydraulic brake fluid entering one side of the caliper and extending to the other side via external transfer tubes, allowing fluid to flow to the inboard and outboard pistons at the same time.

“Floating” or “sliding” calipers feature a piston on only one side of the caliper. The caliper body features sliding pins. As the piston extends from its bore on one side of the caliper, the brake pad being pushed by the piston contacts the disc, instantly forcing the opposite pad

When compressing the piston(s) into the bore(s) to accept new (thicker) pads, avoid using pliers. A piston compressor tool mated with an old brake pad placed against the piston allows for a smooth and safer compression. This avoids nicking or gouging the piston face and tearing of the piston seal.

Inspect piston and piston seal condition. If seals are ripped, cracked or otherwise damaged, moisture contamination inside the piston bore is likely. Also, if the brake pads were severely worn down, the pistons have been placed further out in the bores. When the pistons are retracted (pushed back into the bores), a rusted/contaminated surface may now force a contaminated area to operate into an otherwise clean bore surface, potentially causing piston sticking. The best option, rather than attempting a rebuild, is to simply replace it with a new caliper. Also, it’s best to always replace both calipers on the same axle.

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to contact the disc as the caliper body “slides” toward the disc opposite the side that features the piston.

If an issue exists with fixed calipers (brake pads won’t extend, or brake pads drag on the disc), the issue involves either a restriction of hydraulic fluid (kinked or collapsed brake hose or debris in the hydraulic circuit), or with pistons not being able to freely move due to corrosion, debris or damage to the pistons and/or the piston bores.

If the same operating concerns are evident with a sliding caliper, especially if either the inboard pad shows greater wear than the outboard pad, or vice-versa, this is likely due to the caliper not being able to freely slide on its pins. Sliding pins may have lost their lubricant and/or may have become rusted. Remove each pin and examine for rust and/or pitting. Also, each pin features a bellows type dust boot. If the boots are torn or damaged, this can allow water and road dust to contaminate and damage the pins. If sliding pin contamination is evident but minor in nature, you may be able to clean the pins (degrease and clean with scotchbrite or steel wool and rinse), then lubricate with fresh brake caliper grease and reinstall.

Depending on designs, some brake pads will feature expander springs, which help to pull the pad friction surfaces from dragging on the rotor disc. If the springs are rusted, the fatigue resistance is diminished, and they can easily break. Always replace pads and/ or caliper hardware during any brake service.

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Whenever lubricating sliding pins and brake pad sliding surfaces, use a lubricant that is specifically designed for brake applications.

These specialty silicone lubes are designed to handle typical braking system temperatures.

When installing new pad hardware, lightly lube the exposed surfaces of the stainless steel pad guides. Avoid excess application to prevent lube from contacting pad friction surfaces.

Apply sparingly.

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However, if pin and/or pin boot damage is evident, the best course of action is to replace with new boots and pins, adding grease prior to pin installation. And don’t use just any grease that may be available. Use only a dedicated brake caliper grease that is specifically designed to handle the high heat conditions encountered during brake application. Also, do not over-torque sliding pins or caliper mounting bolts. Always follow the vehicle manufacturer’s torque values.

Fixed calipers mount rigidly to a caliper bracket, usually part of the spindle assembly. Sliding calipers also mount to a separate bolt-on bracket, with the bracket featuring threaded mounting holes that retain the sliding pins. After removing a caliper from its bracket, in addition to inspecting and servicing the caliper, it’s also important to service the bracket. Remove the bracket and thoroughly clean of any rust, debris and contaminants.

Either style of caliper requires a clean and even mounting surface where it mates to the bracket. If a bracket is bent or creates an uneven mounting surface to the caliper, the caliper will be out of parallel to the brake disc, which will result in uneven pad contact. Uneven contact prevents use of a full contact patch at the disc, resulting in less than optimum braking performance and premature tapered wear of the pads. The same caution applies to fixed calipers. Be sure to clean all mounting surfaces to remove any rust buildup or burrs, which can place the caliper out of parallel to the rotor disc.

Brake pads that feature compression springs keep the pads riding on their slider guides. The caliper body contacts the springs, forcing the pads to remain on their guides. Make sure that the caliper surface where spring contact occurs is clean and free of rust scale.

The importance of using new hardware cannot be overemphasized. With the caliper or caliper mounting bracket properly cleaned and the slider hardware properly lubricated, pads should be able to move along their in/out path freely and unobstructed.

Anti-vibration shims that feature an adhesive side (to be secured to the pad backing plates) are commonly included with new pad sets. Shims are sometimes pre-installed to the pad backing plates for convenience.

Lube clean/new sliding pin components prior to installation.

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Continental Autodiagnos Pro An overview of this new diagnostic system B Y M I K E M AV R I G I A N

ERE WE’LL TAKE A CURSORY PEEK at Continental’s Autodiagnos Pro diagnostic scan tool. The tool is designed to provide fast diagnostics, real-time data updates, fault codes and code descriptions, PIDs with the ability to graph data and functions in multiple ways to support diagnosis, and live streaming data, with the ability to play back data at any time during diagnosis.

When I use the word “tool,” the only hardware involved is the VCI, which plugs into the vehicle DLC and either a tablet, laptop or PC. (You can use your own device or purchase the optional Microsoft tablet.) The system is subscription-based.

The complete package we obtained included: • A DLC connector (VCI – vehicle communication interface) with a USB cable and authorization code card; • Microsoft Surface Go tablet, tablet instructions and a charging module and cable; • USB 3.1 Gen1 cable (right angle USB type-C cable); and • A protective rear cover with built-in Velcro hand strap (included if you buy the Microsoft tablet).

Upon unpacking, I first charged the tablet battery by plugging in the charger (attached to the tablet with a “Surface Connect” cable). After obtaining a full charge, I turned the tablet on and followed the tablet instructions to connect the tablet to my shop’s Wi-Fi. Note: the Microsoft tablet is optional. The Autodiagnos Pro will also work with a laptop computer.

An activation code, obtained when you purchase the subscription, is required. In my case this was provided. The on-screen form requires a username (email address) and password of your choosing. I will admit I had a few problems logging on, but with the help of Continental’s tech help (via phone), that was straightened out. (I blame myself, as I’m not

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exactly the slickest computer-savvy person.) In short, if I can use this platform, anybody can. Once you get the hang of using this tool, it becomes exponentially user-friendly.

The optional tablet we received features a built-in kickstand, useful if the protective cover is not installed. Once the tablet is snapped into the rear cover, the kickstand is no longer available. The top of the cover features a storage channel for a pen or pointer (not included). A handy Velcro strap on the rear allows you to secure it to your hand or a mounting location, and the strap base rotates in a positive-click ratcheting motion to hold the tablet steady at any angle.

Once I was able to sign in, navigation was surprisingly easy. With the VCI connected to the vehicle, a wealth of info is readily available.

The Continental Autodiagnos Pro is a subscription-based diagnostic system. The only hardware you must obtain, along with the subscription, is the VCI that plugs into the vehicle’s DLC. A Microsoft tablet and tablet cover are optional. You may use a tablet, a laptop or a PC. (all photos by author)

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Note: Mode selection includes Mode 1 – data display, Mode 2 – freeze frame, Mode 1 – system readiness, Modes 3, 4, 7 – diagnostic trouble, Mode 6 – test results, Mode 8 – output control functions, Mode 9 – vehicle information and service triage. (Service triage is a HTML file that will be automatically generated and can be printed directly from the launched browser window, saved local, minimized for later review or e-mailed. The report will save the following information: OBD2 Mode 03, 07, A DTCs including that status and failure type bytes, OBD2 Mode 6 on-board monitoring test results for specific monitored systems and OBD2 Mode 1 sensor value check.)

Just as a doctor performs an initial assessment of patient health, a handy “service drive triage” feature provides a comprehensive picture of vehicle health — not only DTCs, but also critical data such as fuel trim and emissions inspection readiness. Data is available in list, graph and gauge formats.

When the VCI (DLC) is connected, the VCI features LED lights that flash to indicate connection. When the VCI lights blink in blue, this indicates the VCI is connected. You have a choice of connecting via Bluetooth or USB. Once connected, the VCI automatically identifies the VIN, and the system knows how the vehicle is equipped and optioned.

Once you’re fired up and see the initial selection screen, first touch the selection on the left marked “vehicle wide scan.” When you select DTCs, any set codes are displayed. Detail selection shows all modules in the vehicle. Any modules with a problem show a red indicator.

The system provides detailed information on a staggering and incredibly comprehensive array of vehicle modules and systems, depending on how the specific vehicle is equipped. A few examples include the powertrain control module, transmission control module, and drivetrain control module, as well as hands-free module, power liftgate and steering angle sensor These are merely examples. All systems featured in the vehicle will be listed.

By selecting a system/module icon, an increasing level of detail is instantly made available, aiding you in narrowing down any specific problem.

Instead of being bogged down by viewing areas that you may want to skip, the user has total control of what is seen on the display and how it’s seen. Real-time streaming OBD2 scan data is displayed in easy to follow layouts.

In addition to providing full, no-holds-barred scanning/

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diagnostic information, advanced features include ABS bleeding instructions for specific vehicles, crankshaft position relearn, full data display and system test capabilities. The user is able to easily view parameters in gauge or graph formats. A multi-graphing feature allows you to view multiple parameters as superimposed images, making it easy to spot anomalies.

Granted, when I started to use the system, I was admittedly a bit apprehensive and expected a long and painful learning curve (as I mentioned earlier, I’m not exactly a whiz when it comes to electronic devices). To my delight, I found it far easier to use and navigate than I had feared. The more I played with it, the more comfy I became and I started to actually have fun. After all, when a tool of any type works beyond your expectations, and you enjoy working with it, life is good.

The initial Autodiagnos Pro page.

A variety of vehicle modules/system icons will appear. Icons with a green dot indicate good, while any icon with a red dot indicates issues/DTCs.

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TeChnICal ServICe

bulleTInS to force the shifter from park by aggressively pulling the shifter. Carefully remove the shift lock release tab using a pick tool. Press and hold the brake pedal. Insert a pick tool into the shift lock release hole and press down on the button inside the hole. While pressing the shift lock button, shift the lever into the neutral position.

SUBARU

EPS LOSS Have you come across a Subaru vehicle with the complaint of the electronic power steering assist not working? Does the EPS light come on without a DTC and is there a heavy steering feel? Check to see if the battery terminals are clean and properly torqued.

If the nut on the battery terminal becomes loose, it can result in a momentary loss in power to the EPS.

JAGUAR

BREAK OUT THE GRINDER A vehicle change at Jaguar has resulted in the JLR-205-993 drive shaft nut wrench needing modified on later models because of two locating lugs on the wrench. Vehicles include F-pace, F-Pace, XE and XF models. If the lugs on the wrench prevent shaft nut engagement, simply grind the lugs off.

Information courtesy of Mitchell 1

noise is heard from the front axle during slow speed turning, the noise most typically occurs at ambient temperatures above 75 F and at normal engine operating temperature. Note that only vehicles equipped with the manufacturer Zahnradfabrik Friedrichshafen (ZF) standard steering gear are affected. The issue does not affect gears made by Thyssen-Krupp (TKPS). Only those steering gears equipped with tie rods made by CTR have been found to have possible corrosion on the inside tie rod joint. If you verify that the steering gear is made by ZF, pull the rack bellows boot back to determine the manufacturer of the inner tie rod. If the tie rod is made by CTR, inspect to see if the grease is discolored and if corrosion is found on the joint. To correct, replace the tie rod(s). Replacement inner tie rods are available as P/N 32 10 6 799 960 for the left tie rod and 32 10 6 799 965 for the right tie rod.

TOYOTA

GREASE THE CLICK KIA

STUCK SHIFTER This bulletin applies to all 2014 and later Kia vehicles. If a no-start condition due to a dead battery is encountered and the shifter cannot be moved out of park to move the vehicle, utilize the “shift lock release” button to move the shifter from park to neutral. Do not try

BMW

STEERING GEAR NOISE This bulletin applies to 2016 BMW 2-series, 3-series and 4-series vehicles. If a thumping

Some 2017 Toyota 86 vehicles may exhibit a clicking noise from the rear CV axle. This noise may be intermittent depending on the driving pattern. Remove the rear drive shaft assemblies. Apply Body Grease W P/N 08887-02007 to the mating surface between the rear hub unit and drive shaft and reinstall using new rear axle shaft nuts P/N SU003-02864.

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CHEVY JEEP RAM

DIESEL INJECTOR SHORTS This bulletin applies to 2017 RAM 2500, 3500 and 4500 vehicles equipped with a 6.7L Cummins turbo diesel engine/ The MIL may be on, with DTCs set as follows: 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 additional DTCs and service as needed before proceeding. Remove the cylinder head cover. Do not remove the injector harness or terminal nuts. Inspect the area around the injector terminal posts for any metal shavings around the nuts.

Remove any shavings if found.

Using a multimeter set to the continuity setting, check all six injectors for a short to ground by placing one lead to a metal grounded contact such as the injector mounting clamp or rocker pedestal, and the other lead to each injector post. If any shorts to ground are found, remove the terminals of the injector(s) that showed a short to ground and check both terminals on the injectors for short to ground. If shorts to ground are found, replace the shorted fuel injector(s) and fuel injector supply tube(s).

Check for any metal shavings that might have been created during retorquing the injector terminal nuts after injector replacement. Remove any shavings. Reconfirm that no shorts to ground exist. Reinstall the cylinder head cover and clear DTCs.

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PURGE NOISE This bulletin applies to 2014-2016 Jeep Cherokee vehicles equipped with a 2.4L I4 Multiair engine and built on or before July 26, 2016. The customer may describe a slight engine compartment noise. This may be at the purge control valve area.

Remove the engine cover. Disconnect the intake air temperature (IAT) sensor wire harness connector. Loosen the hose clamp on the air duct.

Loosen the resonator to throttle body clamp.

Remove the resonator bolt. Disconnect the rubber hose and remove the resonator.

Depressurize the system. Use a rag to absorb any residual fuel to avoid spillage. Remove the quick connect fuel/vapor jumper hose assembly from the engine. Remove the quick connect fuel/vapor jumper hose from the duty cycle purge valve.

Using care, roll the foam isolator away from the duty cycle purge valve. Remove the purge hose from the duty cycle purge valve.

Install a new purge hose to the duty cycle purge valve. Position the foam isolator back into position onto the duty cycle purge valve and intake manifold. Install the quick connect fuel tank hose to the duty cycle purge valve. Install the quick connect fuel tank hose assembly. Position the resonator between the forward edge of the cowl and the cylinder head cover. Align the openings with the throttle body intake and the air cleaner flex hose. Install the bolt, tightening to 71 in.lb.

Tighten the air box hose clamp to 35 in.lb. Tighten the throttle body clamp to 35 in.lb. Connect the IAT sensor wire harness connector.

Clear any DTCs. A new vapor/fuel hose is available as P/N 68155177AC.

PREMATURE CAT FAIL This bulletin applies to 2016 Chevy Cruze and other 2016 GM cars and gasoline-powered light and heavy duty trucks. Technicians may encounter a concern where the catalytic converter has come apart or has set a P0420 and/or P0430 code. If you believe the converter has failed for no apparent reason, it is recommended to inspect for a poor crimp for the coil grounds terminals on the engine block for the bank with the concern.

Inspect ground for possible corrosion or damage at the ground terminal ring, fasteners and grounding surfaces. If no corrosion is found, tighten the ground bolt to specified torque.

BUICK

FALSE CODES Some owners of 2017-2018 Buick Cascada vehicles equipped with a 1.6L engine may comment that the MIL is on. DTCs P0366 and P0014 may be set. This condition may be caused by a sporadically unlocked exhaust cam phaser that can oscillate during engine start, falsely setting the DTCs. Update the ECM to the latest calibration.

Visit autoserviceprofessional.com/TSB for additional service bulletins.

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prOduCTs

Edelmann power steering hose handles extremes •••

PicoScope 4425A pinpoints intermittent faults •••

The Edelmann Elite High Performance Power Steering Hose is a reliable option when completing a power steering service. Edelmann Elite sets a standard for form, fit, and function in heavy use and extreme temperatures down to negative 40 degrees Celsius. Impulse tested to 30,000 cold and one million hot cycles, the advanced engineering and enhanced rubber formulation deliver impulse durability and heightened resistance to oil, heat and ozone.

All fittings are crimped with a double bead lock to prevent leakage plus heat and abrasion shields are used to prevent contact with engines and high vibration areas. Every hose is backed by a 100 year/1 millionmile warranty.

The PicoScope 4425A is a four-channel automotive oscilloscope built with simplicity and convenience in mind. With 12-bit (16-bit enhanced) resolution and 250 M sample memory for long-duration captures, it’s ideal for the diagnosis of intermittent faults.

Use it to test the latest high-speed FlexRay or CAN-FD vehicle networks with 400 M samples per second and 20 MHz bandwidth performance.

Plus, the PicoScope 4425A incorporates the PicoBNC+ smart probe interface to auto-configure probes in the PicoScope 7 software. PicoBNC+ also powers your probes, provides channel status lights, is future-proof and backwardscompatible with BNC for all your existing PicoScope or third-party probes.

Plews & Edelmann edelmannelite.com Photo courtesy: Plews & Edelmann

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Launch Tech unveils ADAS calibration equipment •••

Continental OEM Flex Fuel Sensors are identical to the original equipment parts in fit, form and function, simplifying installation and reducing comebacks.

Built in ISO/TS certified facilities to the highest quality standards, Continental flex fuel sensors are designed to help return your customers’ vehicle performance to OE specifications.

Coverage includes popular Buick, Cadillac, Chevrolet and GMC models.

The X-431 ADAS Pro Plus from Launch Tech is a new generation of advanced driver assistance system (ADAS) calibration equipment for passenger vehicles.

The product eliminates the process of positioning and aligning the calibration unit to the vehicle and operators do not have to frequently move the equipment. It supports horizontal, front/rear and multidirectional fine tuning and it's equipped with a detachable stand that holds the scanner during the calibration process.

It comes with calibration targets for more than 50 vehicle makes, covering original equipment vehicle manufacturers in America, Europe and Asia. Software is continuously updated.

Pico Technology

Continental Aftermarket

Launch Tech

picoauto.com

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Photo courtesy: Pico Technology

Photo courtesy: Continental

Photo courtesy: Launch Tech

Continental flex fuel sensors cover GM models •••

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New and innovative equipment for your tool chest and shop

Robinair compressor module eliminates misdiagnosis ••• The Robinair EVDC100 helps technicians quickly test electronic control valves in variable displacement compressors to determine if they are functioning correctly.

The device also helps eliminate compressor misdiagnosis.

The test module varies the voltage supplied to the refrigerant control valve on the compressor to verify valve function. Wiring harnesses connect to various compressors from Denso, Valeo and Hanon used in many Ford, GM, Chrysler and Toyota vehicles.

Alligator clips clamp to the vehicle battery to supply 12V power to the test module and compressor. A compressor valve module mimics a properly functioning compressor valve to provide for comparison and quick diagnosis.

Bosch Automotive Service Solutions

OTOFIX B1 tablet performs battery testing •••

Walmec offers 5 Micron air filter •••

Standard's Blue Streak line includes premium ignition coils for import vehicles and popular coil numbers for Acura, Audi, BMW, Honda, Hyundai, Infiniti, Kia, Mazda, Mini, Nissan, Volkswagen and Volvo. An additional release this year will cover even more fitments.

Blue Streak premium import coils feature numerous product upgrades and competitive benefits to deliver a more reliable, better-performing, and longer lasting ignition coil for import applications. Standard and Blue Streak deliver more than 800 part numbers with 99% aftermarket-leading coverage.

Every Blue Streak part is backed by a limited lifetime warranty.

The OTOFIX B1 tablet performs professional-level battery testing both in and out of the vehicle.

Featuring a smart 5.5-inch touchscreen and Android 9.0 OS, the BT1 examines batteries and electrical systems, and can register new batteries with ease. The B1 is an all-systems scanner compatible with U.S., Asian and European vehicles, 1996 and newer.

The wireless tablet connects with vehicles via the Bluetooth-enabled VCI to display freeze frame and live system data. The B1 also features a CCA range of 100-3000A and a voltage range of 1.5V-36V. OTOFIX products are supported by free technical support and a one-year limited warranty.

Walmec has introduced the 5 Micron Compressed Air Filter, a two-stage filter that provides filtration of liquids, oils and other contaminants.

The 5 Micron Compressed Air Filter is ideal for a large variety of applications, including surface preparation, paint spraying, powder coating, air powered tools and pneumatically operated equipment. It has a five micron rating and is available in sizes with flow ranges of 15 SCFM to 250 SCFM, and pressure ratings of up to 250 PSI. The first stage filter knocks out liquids, plus particles of dirt, dust, rust and scale. The second stage filter removes remaining moisture, contaminants and particles down to five microns.

Standard has premium ignition coils for imports •••

Standard Motor Products

OTOFIX Tools

Walmec North America

robinair.com

standardbrand.com

otofixtech.us

walmecna.com

Photo courtesy: Bosch

Photo courtesy: SMP

Photo courtesy: OTOFIX

Photo courtesy: Walmec AUGUST 2022 | ASP

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Proving Ground Drift 7.875 x 9.75.pdf

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