Auto Service Professional - December 2021

DECEMBER 2021 • VOL. 11, NO. 6

THE TECHNICIAN’S RESOURCE

WHAT KILLED THE CAT? Cause of catalytic converter failures

TIMING CHAIN AND BELT SYSTEMS ERROR CODES EXPLAINED 5

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contents Auto Service Professional > The Technician’s Resource

For Owners

For Managers

CONTENTS

For Technicians

December 2021 Vol. 11, No. 06

Departments 4

STRAIGHT TALK We need to be finding and developing the next generation of auto technicians

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TECH TIPS Seals to tires and more

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TECHNICAL SERVICE BULLETINS From Chevy to Ford to Ram, we have the bulletins you need to see

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AD INDEX Your connection to free information

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11TH ANNUAL TECHS HELPING TECHS Insider advice from readers

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WHAT KILLED THE CAT? Cause of catalytic converter failures

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TIMING CHAIN AND BELT SYSTEMS Tips regarding maintenance and failures

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ERROR CODES EXPLAINED What exactly is a DTC?

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S T R A I G H T TA L K

Looking Forward

We need to be finding and developing the next generation of auto technicians

F

EATURED IN THIS ISSUE IS OUR

annual “Techs Helping Techs” section.

This provides an opportunity to our reader technicians to share various service tips with all of our readers.

We hope this year’s offerings will provide information that you’ll fi nd useful.

Also featured in this issue are technical articles that should prove of interest, including a discussion of catalytic converters, written by industry icon Jake Sorenson; insight into error codes by longtime contributor Master Tech Jeff Taylor; and an article that discusses the timing chain/belt systems that I have written.

With today’s vehicles experiencing extended mileage/longer ownership, service needs naturally are increasing. This is a golden opportunity for our service industry to both help customers obtain maximum vehicle use as well as boosting the bottom line of shops.

In that regard, it’s more important than ever to promote opportunities among the young workforce to consider and to pursue a career in automotive service.

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The industry faces a very real need today for an increase in people to choose our industry as a career path."

While many shops around the country work closely with vocational schools in that regard, to attract more technicians, we strongly urge others to do likewise. The industry faces a very real need today for an increase in people to choose our industry as a career path.

As always, if there are subjects that you would like to see covered in Auto Service Professional, we welcome your suggestions. I can be contacted at birchwdag@frontier.com or by calling (330) 435-6347.

M I K E M AV R I G I A N EDITOR

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YOUTUBE

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3515 Massillon Rd., Suite 350, Uniontown, OH 44685

OnlIne

(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: Ron Ledgard rledgard@10missions.com Senior Editor & Digital Projects Editor: Joy Kopcha, jkopcha@10missions.com

PRODUCTION Art Director: Zach Pate Graphic Designer: Emme Osmonson Production Artist: Lauren Coleman Production Manager: Karen Runion krunion@10missions.com

CONTRIBUTORS Jeff Taylor, Diagnostics & Driveability Specialist Bill Fulton, ASE Master Tech Jake Sorensen, McNeil’s Auto Care

ADVISORY BOARD Chris Chesney, CARQUEST Jake Sorensen, McNeil’s Auto Care Seth Thorson, Eurotech Automotive Donny Seyfer, Seyfer Automotive Bill Fulton, ASE Master Tech

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!

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

VISIT

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President: Jay DeWitt Vice President: Chris Messer Vice President, Content & Events: Bryce Evans

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TECH TIPS

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From seals to tires and more

REAR MAIN SEAL TIPS

A BIG NO-NO

Whenever dealing with a rear main seal two-piece design, avoid installing the seals flush with the block and main cap mating surfaces. Doing so aligns the butted seal ends with the cap mating surface, providing a potentially easy path for oil to leak out. Install the upper seal offset, with one end of the seal protruding above the cap mating surface by about a quarter-inch. Using a depth caliper, measure the amount of the seal that sticks out. Install the lower seal to the main cap with the same amount of protrusion at the opposite side. When the cap is installed and the seal ends are crushed together, this avoids the potential leak path past the rear main cap. Depending on the brand of seal, you may be advised to apply a drop of RTV silicone (room-temperature-vulcanizing silicone) to each end of the seals (some seal makers advise against this, so be sure to read the seal instructions). Before installing the crankshaft, apply a light film of engine oil to the seal lips.

If dealing with a one-piece rear main seal, again, follow the seal maker’s instructions.

In some cases, it will be recommended not to apply oil to the seal lips.

A customer came into the shop with a request to repair a tire. He had recently purchased a set of rather unique tires that unfortunately are no longer made. The damaged tire had a cut on the outer sidewall that he thought could be repaired. With the tire dismounted, it was obvious that the cut was all the way through and about 3 inches long. Under no circumstance should a passenger tire with a sidewall cut be repaired.

We tried to explain this to him, but he was insistent, claiming that he saw such a repair on the internet. After a heated discussion, we were finally able to calm him down and convince him that this was simply not recommended, as the tire would likely fail down the road as the sidewall continued to flex. He ended up buying a new set of tires at a local tire shop.

When installing a two-piece rear main seal, avoid the installation shown here. It is highly recommended to offset the seals to avoid aligning the seal end gaps with the main capto-block mating surface. Avoid installing with the seal ends flush with the mating surfaces.

One-piece rear main seals in some applications require the seal to be installed to the rear cover before installing the rear cover.

A plastic seal installation guide (the example seen here is for GM’s LS series of engines) captures the seal prior to installation.

SUBARU STAYS ALIVE

The rear cover (again an LS example) is then installed, guiding the seal onto the crank flange. The guide prevents the seal lips from folding inward.

Once the rear cover is seated, the plastic guide falls off. If the seal is installed without the guide, the seal lips will fold rearward, resulting in a leak.

If the radio keeps playing and you see a dash message, “Turn off engine before exiting” in a 2019 Subaru Outback, and if the ignition on a push-button start vehicle is turned off before the shift is placed in Park, the ignition mode changes to Adaptive Cruise Control (ACC) mode. When this happens, the radio stays on and you see the message, even with the engine turned off and the driver door opened. A similar condition can take place if there is a problem with the park switch. This condition is easily fixed by starting the engine and shutting it back off again while the shifter is in the Park position.

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T E C H S H E L P IN G T E C H S

Techs Helping Techs Insider advice from readers

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HIS ISSUE FEATURES A VARIETY OF TIPS AND USEFUL

information provided by our working reader technicians, dubbed “Techs Helping Techs.”

This feature provides practical hands-on tips our readers have encountered during their daily repair jobs.

We hope you find this information useful.

CRACKED BELT TENSIONER If you’re dealing with a 2009-2021 Ford equipped with a 2.0L, 2.3L, 2.4L or 2.5L engine, the timing belt tensioner can crack at its backing plate. This is usually a result of improper bolt torque when installing the tensioner. The cast back plate features a dual-height “step.” The tensioner bolt should be tightened to a value of 20 Nm (14.75 ft-lb or 177 in-lb). If you tighten excessively, the cast metal back plate can fracture, leading to axial movement of the tensioner and subsequent timing belt damage/failure. Follow the published torque specs to avoid this.

Jake Sanden Good Fellas Garage

SAME TRUCK, DIFFERENT ISSUE

Tom Durhammer Big D Auto

Note the crack on this timing belt tensioner’s back plate. Since the torque spec for the bolt is fairly low, it’s easy for some installers to over tighten if not paying attention to the torque spec.

(Photo courtesy of Gates Rubber)

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SUPER DUTY STALL A customer brought in his 2008 Ford F-450 (6.8L Triton V10 engine) complaining of engine stall. We drove it and confirmed the problem. We cranked the engine while monitoring the live scan tool data and noticed that the mass airflow sensor showed an erratic parameter. We visually checked the air intake system and observed no faults. We then connected a smoke machine to the intake manifold and found no leaks. We then took a very close look at the throttle body and found that it was badly contaminated with deposits.

We removed the throttle body and performed a thorough cleaning. After reinstalling the throttle body, the engine ran fine and the problem did not reoccur.

Sometimes it’s the simple things that are the problem.

A few months after repairing a customer’s Ford F-450 with a 6.8L V10 engine that had a very dirty throttle body that caused engine stall, the same customer returned, again complaining about a stall when the engine was cold. We checked the throttle body and found no reason to suspect it. Upon further investigation, we visually checked the idle air control valve, with no obvious problems. We then disconnected the idle air control valve connector, checking the connector and terminals, again with no obvious issues. At idle, we then used a multimeter to check voltage and ground, with both present. Once we used the multimeter to check the air control valve’s resistance, it became obvious: Resistance was way out of spec. Replacing the idle air control valve fixed the problem. We’ve been in touch with the customer now and then over the past year, and he hasn’t reported any further stalling issues.

Jake Sanden Good Fellas Garage

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C O M PA NIE S H E L P IN G T E C H S

Spend Less Time Fumbling for Adapters All vehicles on the road share a common component that allows them to pivot and keep the ride smooth: the ball joint. Removing and replacing ball joints is a common enough repair, especially with customer complaints of excessive road noise or tire wear.

Ball joint presses make quick work of removing and installing press-fit parts such as ball joints, universal joints, and truck brake anchor pins. However, traditional ball joint service kits can be frustrating when trying to setup on an angle or in tight spaces.

The problem occurs when the reaching at extreme suspension angles. Here, the cups and adapters tend to slide off the C-frame and onto the floor—requiring extra time needed to pick them up and start over.

OTC’s newest ball joint kit, the CA7149 Connected Adapter Ball Joint Starter Kit, features cups and adapters that click into place on the C-frame. No matter how the tool is held, or which angle it’s being used, the cups and adapters stay locked into position. Since the ball joint nests inside the connected adapters for one-hand setup, one free hand can be used to tighten the forcing screw by hand or with an impact gun. This also makes under-vehicle and on-bench work easier, as the cups and adapters stay locked into the C-frame, no matter if held vertically or horizontally.

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Why would a shop want to use the Connected Adapter Kit? It boils down to versatility and easeof-use. The extra-large C-frame works on large and small vehicles on more than 600 vehicle applications, from a Honda Civic up to an F-550. The new tool is backwards compatible with most cups and adapters that techs might already have and is fully compatible with OTC ball joint cups and adapters. For ball joints, u-joints, and wheel studs, the CA7149 Connected Adapter Ball Joint Starter Kit makes removal and installation faster and easier than before.

Bosch Automotive Service Solutions 28635 Mound Road, Warren, MI 48092 USA Customer Service: 1-800-533-6127 Tech Service: 1-800-533-6127 Email: inquiry@service-solutions.com

ASP | AUGUST 2021

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T E C H S H E L P IN G T E C H S

BAKE ME A CAKE A local school teacher brought her 2005 Chevy Trail Blazer into the shop for an engine overheating concern. She told us that the problem started a week earlier. Her husband checked the coolant level (luckily he waited until the engine had cooled completely) and found it was low, so he topped it off. A week later, it began to overheat again. We checked and found that the coolant level was again low. We topped it off and connected a cooling system pressure tester and immediately found a coolant leak at the intake manifold gasket. We gave her a ride to work, replaced the manifold gasket and tested to verify a good seal, then picked her up after school. She was so grateful that she baked us a big cake and dropped it off a few days afterward.

Shawn Buttlieg Crafton Auto

THREAD PREP TIP Whenever you are about to assemble an engine component where a bolt will enter a female threaded hole, make sure that the threads Use a dedicated chaser tap to clean and reform are clean and free of damfemale threads. Run the tap by hand using a tap age. This may seem obvious, driver tool. Never use a power tool. but when you’re in a hurry to complete a job, this is often overlooked. This is especially important for critical fasteners such as cylinder head bolts. In order to achieve proper clamping load to give the head gasket the best Chaser taps feature a special thread design chance of sealing, the female with wide flutes, designed to reform and clean threads must be checked and existing threads. Never use a cutting tap to cleaned. Aside from making recondition existing threads. sure that blind holes are free of debris and/or any liquid (which can result in hydro locking, preventing the bolt from achieving proper clamping load), run a chaser tap through the hole.

This will help you clean the threads and will reform any damaged/burred threads. Do not use a traditional cutting tap, as this can remove metal, potentially weakening the thread. A chaser tap is not designed to

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cut threads; rather, it follows and corrects the threads if they are slightly deformed. Chase taps are readily available in both inch and metric sizes for all popular/ common thread sizes. Again, this is particularly important for head bolt holes.

Gary Wilkerson Mountain Service

ABS FAULT If you find an ABS Diagnostic Trouble Code (DTC) and try changing the wheel speed sensor at the specified corner but the code remains and you’ve checked the wiring connection, chances are the magnetic ring on the As you can see, the magnet wheel hub is at fault. Rering of this rear hub was move the hub and inspect falling apart. The ABS sensor the tone ring magnet. If itself was not at fault. one or more sections of the magnet are missing or otherwise damaged, replace the hub. In some cases, such as a 2013 Cadillac CTS, we recently serviced it for a right rear wheel sensor code. After determining that the hub had to be the problem, we struggled with removal.

Andy Simmons Regal Auto

DON’T MISMATCH TIMING BELT Whenever replacing a timing belt, be sure to replace everything involved in the belt drive, including the water pump, tensioner and any belt guides, since they all have experienced the same service time. Always buy as a kit from the same manufacturer, since the design of the belt and toothed sprockets may be a specific tooth profile (trapezoidal, curvilinear or modified curvilinear). They all have different tooth profiles.

Mismatching the belt tooth design with sprockets or water pumps that require a different tooth design will result in belt failure.

Doyle Ketching Supreme Repair Central

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SCAN TO WATCH

TRAINING VIDEOS

YOUTUBE

DECEMBER 2021 | ASP

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W H AT K IL L E D T H E C AT

What Killed The Cat? Cause of catalytic converter failures

BY JAKE SORENSON

W

HEN WE GET THAT ELUSIVE VEHICLE

that has been at multiple shops or back to your shop multiple times for that intermittent or even that hardto-solve problem, it really tests our technician-trained minds to their core. If you like challenges but feel you are being mentally tortured by this type of vehicle, you’re not alone. There’s nothing worse than thinking that you have that vehicle fixed and a couple of days later, it comes back. A technician friend of mine used to call this “the boomerang effect.” It goes out, only to come back.

So you’ve diagnosed a bad catalytic converter.

Should you install a new one, clear the codes and give the vehicle back to the customer? Definitely not.

Before you replace that part you will need to determine the cause of failure to prevent a repeat failure. It’s been said that catalytic converters do not fail; they are murdered. While they certainly can fail on their own, the fact is more often than not, there was a cause of failure that needs to be repaired. In this article, we won’t spend much time diagnosing catalyst failure, but instead, we will focus on the cause of failure and how to prevent the new part from suffering the same fate.

Most catalyst failures can be lumped into a few categories: • Physical damage • Contamination • Thermal damage Here is a look into some of these different types of failures along with a list of things to inspect specific to the type of failure. Next, we will illustrate and review how to perform some of these tests. Lastly, we will look at a quick checklist to perform after any catalytic converter replacement regardless of the failure type.

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PHYSICAL DAMAGE These failures may be the easiest to determine. If something from the road or a vehicle accident impacted the catalytic converter causing damage, you likely won’t need to spend much time to determine the fault. You have probably seen a significant rise in catalytic converter thefts in your area. This would fall into the physical damage category, as well. After installing a new catalytic converter for physical damage, here are some things you should quickly verify to ensure this expensive new part does not fail prematurely.

Verify the cause of physical damage is no longer present.

If another component impacted the catalytic converter, it will need to be replaced or repaired.

Test exhaust back pressure or physically inspect other exhaust components.

If material from the damaged cat came loose and made its way to other exhaust parts, you may have excessive exhaust backpressure.

Inspect for surrounding damage to other components.

Fig. 1: The catalytic converters were cut out and stolen on this Toyota Sequoia.

The rear heater coolant supply tube was cut in the process.

(Fig. 1) This Toyota had the catalytic converters stolen. When cut out, the coolant tube to the rear heater was cut causing loss of coolant. If not inspected and repaired, the vehicle could have overheated, possibly causing further damage.

CONTAMINATION While contamination could come from many different fluids, chemicals or elements not intended to pass through a vehicle’s exhaust system, we will only look at the more common types of contamination: Coolant This could be from any gasket or other seals allowing coolant to leak into the combustion chamber or exhaust.

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Fig. 2: Oil fouled catalytic converter brick. (Courtesy of Eastern Catalytic Converters)

Oil (Fig. 2) Any engine mechanical failure that allows excess oil to pass into the combustion chamber.

Silicone While less likely today, the use of silicone in the exhaust system will cause contamination. Silicone typically has a maximum temperature of around 700 degrees. With exhaust systems reaching temperatures more than 1,200 degrees, the silicone will burn off fuel resulting in contamination of the catalyst.

Also, watch out for the use of Teflon on exhaust components such as O2 sensors. Excess or loose Teflon making its way to the catalytic converter will cause contamination.

Fuel While this is a form of contamination, let’s look at this more in the thermal failure section.

THERMAL DAMAGE (Fig. 3) In my experience, this is the most common cause of catalytic converter failure. Misfires, air-fuel ratio faults and exhaust leaks can all result in excessive hydrocarbons and/or oxygen in the exhaust resulting in extreme temperature. Here are some causes of thermal damage.

Engine misfires Whether the misfire is caused by an ignition, air/fuel or mechanical fault, it will result in an increase of unburnt fuel and/or oxygen in the exhaust. This can result in increased temperatures in the catalytic converter.

Air/fuel calculation faults Verify all sensors used for fuel injection calculation are performing properly. This includes MAF sensor, MAP sensor, O2 sensors, Coolant temperature sensor, TPMS and fuel pressure sensors.

Air intake control Be sure to verify there are no vacuum leaks and IAC or throttle body operation and cleanliness.

Fig. 3: Melted catalytic converter brick. (Courtesy of Eastern Catalytic Converters)

Exhaust leaks Exhaust leaks can result in an increase of oxygen in the cat, as well as an incorrect O2 sensor reading resulting in inaccurate fuel calculation.

EGR system faults EGR systems are used in an effort to reduce NOx emissions output. To do this, the exhaust is recirculated into the combustion chamber. Because the exhaust lacks oxygen the combustion temperature is reduced making the creation of NOx far less efficient. If the EGR system is not functioning properly, the exhaust temperature may be higher.

This may seem like a long list of potential causes of failure, and it is. However, testing for these failures shouldn’t be too difficult in most situations. For the most part, we can verify the cause of failure is corrected with relatively few different tests.

Anytime you replace a catalytic converter, you should be inspecting the failed part in an attempt to determine the cause. We have pretty well outlined what to look for when physical damage has occurred. Let’s look at some tests that should be performed for specific failures. Then we will outline testing that should be performed anytime a catalytic converter is replaced.

CONTAMINATION FAILURES Silicone or Teflon Inspect the exhaust system and oxygen sensors for use of silicone or Teflon and remove if found.

If none is found in the exhaust system, be sure to inspect for improper engine repairs. Intake manifold gaskets and head gaskets are a good place to inspect for evidence of silicone usage.

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W H AT K IL L E D T H E C AT

Coolant Be sure to perform a head gasket integrity test or combustion to cooling system leak test. There are several different methods of testing for these failures. Choose whichever you prefer.

Perform a cooling system pressure test at various pressures up to the cooling system cap maximum pressure specification. A leaking intake manifold or throttle body gasket may be difficult to find. Varying your testing pressure is a good method to help.

Oil This will require engine health and crankcase ventilation testing. Start with quick and easy tests such as a relative compression test and measuring crankcase vacuum before moving to more in-depth testing.

A restricted air filter can cause oil to enter the intake system.

Turbocharger failure leading to oil consumption is more common with turbocharged engines becoming more popular.

Physical damage or catalyst that has substrate missing (Fig. 4) An exhaust back pressure test should be performed to verify no other components of the exhaust system have been restricted. There are many ways to perform this test. My preferred method is using a lab scope with a pressure transducer installed in the spark plug hole. If you have not used this method before, there is a pretty steep learning curve. I would strongly suggest taking a training class or practicing before condemning a failed part.

Let’s look at how to measure back pressure with a mechanical gauge or pressure transducer connected to the exhaust system

You can purchase an exhaust pressure test kit. I chose to build my own. If you would like to as well, here are some instructions. First, you will need a pressure gauge (I used a gauge designed for welding gasses that reads from 0-30 psi), and install filings to allow connection to a rubber hose. Next, you need a method to connect the gauge. Always choose the easiest method. Here are a few choices in the order I prefer to use them: Thread into the O2 sensor bung using an adapter.

Fig. 5: Back Pressure test adapter for O2 sensor bung.

To build your own, drill through the center of an 18mm x 1.5 flange head bolt (an oil drain plug works well), then tap the hole and install a barbed fitting allowing a connection to the gauge. (Fig. 5) Connect the hose of the gauge to the DPFE sensor tubes on equipped vehicles.

Connect the hose of the gauge to the air diverter valves for the air injection on an equipped vehicle when possible (you will need to open the valves during testing).

Fig. 6: Exhaust pressure test probe.

Fig. 4: Lab Scope screenshot of an exhaust restriction being measured with a pressure transducer in the spark plug hole.

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Purchase or build a test probe. See picture for design. Materials needed: (Fig. 6) • 1/8-inch copper tubing (commonly used for aftermarket or performance oil pressure gauges).

• ¼-inch brake tubing to install over the majority of the copper tubing for strength and a handle.

• Welding wire bent to hold the probe in the exhaust pipe.

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(Fig. 7) To use this adapter you will need to drill an 1/8-inch hole in the exhaust pipe. When testing is done the hole will need to be welded closed which is why this test is my last choice.

Once connected to the exhaust, start the engine and spike the throttle a few times. Typically a good exhaust system will not even bump the needle. (Fig. 8) You can see on my gauge I painted a red line starting at 5 psi. I believe a good rule of thumb is 0-3 psi no concern, 3-5 psi inspect further, 5+ psi needs to be addressed. (Fig. 9) Keep in mind excessive back pressure can be anywhere in the exhaust system after the test location. If a restriction is found, you will need to move your test port down the system to find the cause. (Fig. 10) For example: if a restriction is found at test point 1 and not at test point 2, the catalytic converter is restricted, and you will not need to test at point 3.

Thermal failure or cause not identified Monitor fuel trims while in closed loop at idle, and on a test drive (record data to review when parked). Remember long- and short-term fuel trims combined should be within plus or minus 10%.

This is our best indicator of a fuel-air ratio problem.

Remember if fuel trims are high or low, it does not mean the exhaust is rich or lean. If the feedback system (O2 sensors) is functioning properly, this means the exhaust would have been rich or lean had a fuel trim correction not been made. Regardless, the cause of the fuel trim correction still needs to be determined and repaired.

Verify the front and rear O2 sensor operation.

This can be quickly verified by causing a rich and lean condition while monitoring that the O2 sensor responds.

Another method is to monitor LAMBDA using a gas analyzer in the tailpipe. LAMBDA should be very close to 1.00.

A LAMBDA reading higher than 1.0 indicates excess oxygen or a lean condition.

A LAMBDA reading less than 1.0 indicates a lack of oxygen or rich condition.

You can determine a faulty oxygen sensor if Lambda is not near 1.0, and the percentage of fuel trim correction roughly matches the LAMBDA difference. (Fig. 11) For example, if total fuel trim is 20% and LAMBDA measures near .80, this would indicate the oxygen sensor reported roughly 20% lean. The ECM added 20% fuel trim to compensate, yet the resulting exhaust is 20% rich.

Verify there are no exhaust leaks after the repair.

Fig. 7: Exhaust pressure test probe used after drilling a ⅛-inch hole in the exhaust.

Fig. 8: Gauge used to test exhaust back pressure.

Fig. 9: Lab scope screenshot of an exhaust restriction being tested with a pressure transducer connected to the exhaust pipe.

Fig. 10: Location of exhaust back-pressure testing.

DECEMBER 2021 | ASP

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W H AT K IL L E D T H E C AT

Fig. 11: Exhaust gas analyzer testing.

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With the engine running, hold a rag against the tailpipe and listen for exhaust leaks. This is generally best tested when the exhaust system is cold.

Check when spark plugs are due for replacement and recommend replacement if due.

If no records are available, remove a spark plug for inspection.

Monitor Mode 6 data for any counted misfires. Perform further testing if found.

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Here is a quick reference test list to follow any time a catalytic converter has been replaced after the cause of failure has been found and corrected, or after some baseline testing has been performed if no cause was determined.

Perform the test list in order Monitor fuel trims, verify combined trims are within + or - 10%.

Reset KAM, ECM memory or clear codes even if none were stored.

Test drive vehicle.

• Feel for a lack of power.

• Listen for any abnormal noises such as: • Exhaust leaks.

• Rattling.

• Squealing/whistling.

• Shut the ignition off then restart the engine.

• Check for any stored or pending codes.

• Verify fuel trims once more.

• Check history records against spark plug replacement intervals and recommend if due.

When performed efficiently, this test plan shouldn’t take more than a few minutes on top of your post-repair test drive. Taking this extra time could prevent your customer from a return visit or a costly repeat failure. I have no doubt you understand the importance of finding the cause of failure for any repair you perform. The problem is many times we don’t understand what could or did cause the failure. We may even believe some of the parts we have replaced just have a service life that has been met. If you didn’t already, I hope you now understand catalytic converters should not fail if manufactured properly and installed on a properly operating vehicle.

Jake Sorensen is the 2019 NAPA ASE Technician of the Year and 2019 Ratchet+Wrench All-Star technician of the year. He is an ASE Master Technician with L1, L2 and L3 certifications. He is the shop manager and diagnostic technician at McNeil’s Auto Care in Sandy, Utah, where he developed the NAPA Auto Care national apprenticeship program.

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T IM IN G C H A IN A N D B E LT S Y S T E M S

Timing Chain And Belt Systems

Common DOHC applications today utilize a chain drive, along with obvious increased complexity of the timing system. The example shown here is a 3.6L GM engine. (Courtesy of Melling)

Tips regarding maintenance and failures B Y M I K E M AV R I G I A N

O

BVIOUSLY, ENGINE VALVE TIMING IS

critical. This requires that the manner in which the camshaft(s) is driven by the crankshaft is able to maintain accurate valve timing. Over the decades, the crank-to-cam connection has evolved from gear drive (where the crank gear and cam gear mesh together) to single cam sprocket to crank sprocket chain drive, to toothed belt drive and/or more complex chain drives for OHC/DOHC engine designs. In this article, we’ll discuss the operation and wear/failure aspects of both today’s chain and belt systems.

TIMING CHAINS Why does it appear that more OEMs are going to timing chains vs belts today? According to Cale Risinger at Melling, “I can only speculate, but one thought would be the complexity of many of the newer primarily V style engines. Most are DOHC, many have an idler sprocket that transfers the crankshaft rotation to the two chains that drive the cams. I cannot imagine the amount of packaging space required to do this with belts. I’m not sure if the carbon footprint might also come into play, either in belt production or the waste of throwing the belts away every 50,000 miles. I would also think a vehicle that does not require an expensive service such as the timing belt replacement every 50,000 miles would be more appealing to customers.”

Timing chain systems offer some advantages as compared to timing belt systems. In most cases, if the engine is properly maintained, service intervals would be the main advantage to a chain over a belt. The chain is also, for lack of a better term, more durable. Thinking back to the days of timing belts, if the front crank seal

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leaked on an engine to the point of coating the belt, you would most likely find the belt nearly shredded when inspecting it, due to the oil saturation. On a chain driven timing set, you simply change the crank seal, clean up the mess from the oil leak and move on.

What are the most common failure points of today’s timing systems?

The most common failure point relative to timing chain systems seems to be chain stretch. Risinger notes that “I believe that this stretch is ultimately the result of lack of proper lubrication to the chain. This lack of lubrication directly correlates to proper vehicle maintenance.

Extended oil change intervals are not timing chain friendly. I think most drivers, including myself, got very used to changing their oil every 3,000 to 5,000 miles.

Most sound engines will use little to no oil in that mileage interval which, in turn, got us out of the habit of regularly checking our oil level. Now, with the oil life monitoring system pushing service intervals out to 7,000 to 10,000 miles, combined with very light oil viscosities, we see engines using more oil during that interval, but we as drivers are still not checking our engine’s oil level. I had a customer bring in a vehicle a few years back, complaining of a rattling noise when making hard left-hand parking lot maneuver type turns.

While test driving, I noticed this noise sounded like timing chain noise. We found that the 6-quart capacity oil system had only about a quart and a half of oil, so as the driver made their parking lot maneuver, the oil ran away from the pickup, causing oil pressure to drop, which allowed the tensioners to lose tension, and the chains to go slack, which in turn caused the rattle noise. I would like to point out that this engine only had about 40,000 miles on it, and the oil life monitor still showed 20% engine oil life.”

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Engine oil (type and condition) is very important regarding the life and durability of timing chain components, especially in OHC/DOHC systems that feature variable valve timing (VVT). Most, if not all, VVT actuators are controlled by oil that is fed through the camshaft to the actuator, which brings up a couple of thoughts regarding oil. Lack of maintenance can lead to engine wear, which can increase the cam-to-journal clearances. This wear can, in turn, reduce the amount of oil volume supplied to the actuators.

With many of the newer engines having direct injection (that we know causes increased soot; or turbos that add more heat to the oil), more frequent oil changes are a must. The lubrication paths to the actuators and the oil passages in the actuators are fairly small. The dirty, deteriorated oil can cause these passages to plug and may also lead to internal actuator damage.

The next transition featured a toothed camshaft sprocket driven by a toothed crank sprocket using a roller chain.

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As noted by Cloyes’ Cody Smith, commonly either roller chains or link-belt chains are in use. Roller chains feature rollers that engage with sprocket teeth that reduce/eliminate friction/drag. Roller chains are identified by pitch, number of roller links and roller diameter size.

Typical pitches for roller chains include 3/8-inch, half-inch, 7mm and 8mm. The number of links is easily obtained by counting the links around the chain including both inner and outer links (or just count the outer links and multiply by two). Typical roller diameters are .250inch, .335-inch, 4mm and 55.65mm.

Link belt chains, also called inverted toothed chains or silent chains, are made by lacing a series of links connected by pins. This design has proven to be a durable option by some automakers to reduce noise and vibration.

Timing chains in some applications feature marked links that align to sprocket timing marks to ease installation.

In the “early” days, cam timing was accomplished by direct-gear drive via a crank gear and cam gear. The example shown here is a 1949-1953 Ford flathead 8BA.

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T IM IN G C H A IN A N D B E LT S Y S T E M S

TRANSITION OF CAM DRIVES

The dual-sprocket and chain system carried into late model engines as seen with this GM LS engine, featuring toothed sprockets and roller chain, with the addition of a nylon chain damper to reduce chain harmonics.

The performance aftermarket developed an evolution of the crank-to-cam direct drive utilizing toothed sprockets and a toothed belt drive. Use of a belt reduced valvetrain harmonics in high engine speed applications.

Shown here is a small block Chevy example.

Many timing belt drives for OHC/DOHC applications featured toothed belt drives. The example here is a Honda B18 engine.

Early-on, camshafts were routinely driven by gears: the crank gear meshed directly with a cam gear. Then the system transitioned to chain drive, with a cam sprocket engaged to a crank sprocket via a linked chain. With the advent of overhead cam systems, toothed timing belts became the norm, with tensioners applying pressure to the belt between the toothed crank sprocket and the cam sprockets to control belt flex/wobble. In the past 20 years or so, many OEMs have returned to timing chains for OHC/DOHC drives, incorporating plastic chain guides and tensioners.

According to Cloyes, today, more than 80% of vehicles feature chain drives. Cam drive systems have become more complex, featuring an increase in the number of components involved in the systems. As but one example, 2003 Ford Explorer engines feature 16 pieces involved in the drive system, as compared to 2000 Ford Explorer engines that featured only five pieces (sprockets, chain and tensioner guides). Obviously, we’ve come

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New (left) compared to low-mile chain tensioner with heavy wear due to poor lubrication.

(Courtesy of Melling)

Note the heavily worn bushing in this chain idler sprocket. Again, poor lubrication was the cause of the wear.

(Courtesy of Melling)

Comparison of new (left) and worn (right) grooved chain tensioner. Premature wear was due to inadequate lubrication.

(Courtesy of Melling)

Example of an oil passage in a chain-drive GM 3.6L engine block that feeds oil to the idler sprocket bushing. In addition to low oil level, dirty and contaminated oil can plug small passages, starving the sprocket drum, VVT oil orifices, etc. (Courtesy of Melling)

a long way from the use of a three-piece chain system in OHV pushrod engines to DOHC engines that feature separate camshafts dedicated to intake and exhaust function.

The use of VVT (variable valve timing) or VCT (variable cam timing) increases the complexity. This technology allows a camshaft to advance or retard its timing relative to crankshaft position, varying timing across the engine’s RPM range. VVT systems use a cam phase or actuator, which is a two-piece sprocket design on the camshaft nose instead of a standard one-piece cam sprocket.

Using the engine’s oil pressure through oil porting, controlled by a solenoid and the engine’s management system, the phaser can advance or retard cam timing. This allows auto makers to tune engines for fuel economy and emissions requirements while maintaining horsepower and torque demands. With the increased complexity of VVT systems, a high potential for misdiagnosis is created.

A lack of oil feed to the phasers due to worn cam journals, poor oiling system health, clogged oil passages, or component failure can cause timing chain system instability.

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T IM IN G C H A IN A N D B E LT S Y S T E M S

HOW DO TIMING CHAINS FAIL? Timing chains fail due to either fatigue or outright damage. Fatigue failure occurs when the chain has simply met its maximum number of cycles at a given cyclic load and stretches beyond system stability. Ultimate failure occurs when the chain has met its ultimate breaking strength caused by an engine’s mechanical failure/force, such as a thrown connecting rod, valve failure, valve seat dislocation, etc. The majority of chain failures occur due to a combination of fatigue and mechanical failures. Chain whipping (due to stretch) accelerates the fatigue, and if not caught in time, the chain will ultimately break. Engine misfire and VVT system malfunction can create the same accelerated fatigue failure that will lead to rattle and eventual failure.

Multi-cam chain drive systems feature numerous chain guides that serve to maintain chain stability. Whenever replacing/servicing this type of system, closely inspect all guides and replace, if needed. (Courtesy of Cloyes)

TIMING BELTS

Chains fail due to either fatigue or ultimate failure. Ultimate failure occurs when the chain has met its ultimate breaking strength by an outside catastrophic mechanical force (thrown rod, valve seat dislocation, etc.). Fatigue failure occurs when the chain has met its max number of cycles at a given cyclic load and stretches beyond system stability. The majority of chain failures occur as a combination of the two. Hitting stretch limits results in chain whipping. This whipping accelerates the fatigue and will result in chain breakage. Engine misfire and VVT system malfunction can create the same accelerated fatigue failure. (Courtesy of Cloyes)

Example of cam drive evolution from gear drive, chain and sprockets, timing belt and today’s complex chain systems. (Courtesy of Cloyes)

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A timing belt features teeth that engage to drive sprockets to synchronize the rotation of the crankshaft and camshaft(s) ensuring proper timing. The operation of the belt(s) is critical in preventing the pistons from striking the valves in an interference-type engine. It’s important to note that a timing belt should be changed at the OEM’s recommended replacement mileage. When replacing the timing belt, it’s important that the tensioner, idler pulleys and water pump are inspected, as the timing components wear at a similar rate. It’s highly recommended to replace all timing components (including the water pump) when replacing the timing belt.

An interference engine allows for a higher compression ratio. Within an interference engine, the pistons and the valves share the same space in the cylinder but move at different times. One or more valves may open into an area where the pistons travel. In a non-interference engine, an open valve never enters into an area where the piston travels towards top dead center.

Timing belts break most often at startup and shutdown of the engine where the maximum amount of tension is placed on the belt. Again, always follow the automaker’s recommendation for belt replacement intervals.

If an aftermarket belt is found during inspection, the belt has likely been replaced. However, just because the belt appears to have been replaced, do not assume that other timing-related components have been changed at the same time. If timing components are not replaced at the same time as the belt, the life of the new belt can be reduced by 50%.

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According to Dayco, more than 80% of all belt failures and replacements occur after the vehicle passes 85,000 miles. In reality, peak belt replacements occur between 90,000 to 100,000 miles.

SIGNS OF BELT WEAR/FAILURE • • • • • • • • • • • • •

Tensile (cord) failure Belt crimped Foreign body in the drive Excessive tension Moisture or antifreeze on the belt and invading the cord Loose teeth Low working belt tension Loss of belt tension Penetration of foreign debris Worn belt teeth Irregular tension Pulleys with worn teeth Incompatibility with pulley

• • • • • • • • • • •

Worn/cracked belt Operating at excessively high or low temperatures Locking of a transmission force (seized idler, etc.)

Worn pulleys Side wear Misalignment of the tensioner or one of the force transmission components Contamination Timing belt cover or seal damage or improper installation Water, fuel or oil line leaks Rubber deposits from wobbling belts or misalignment Noisy timing belt

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T IM IN G C H A IN A N D B E LT S Y S T E M S

When servicing an engine that features a timing belt, whenever the need arises to replace either a water pump or a timing belt, always replace the entire belt system (belt, water pump, tensioner, idler pulleys), as they all have experienced the same time frame.

Belts may feature several timing marks, each for alignment to specific sprockets. Be sure to follow the belt maker’s instructions for timing mark orientation.

The timing belt will feature arrows that indicate direction of rotation. This is important to allow the timing marks on the belt to coincide with sprocket timing marks.

Closely inspect the belt’s teeth for wear/damage.

Any signs of splitting, cracking, damaged teeth, etc., indicates the need for immediate belt replacement.

Timing belts may feature one or more arrows on the smooth/no-tooth side. These arrows are used to establish the direction of belt travel. This is to ensure that once a direction has been established, the belt should always rotate in the same direction after any system maintenance is performed wherein the belt is to be reused. Timing belts, by design, are neutral tracking by dual spinning belt cords in opposite directions (one cord is wound in one direction and the adjacent cord is wound in the opposite direction. As the belt “seasons/breaks in,’’ the belt (if removed and reinstalled) must operate in the same direction as originally installed.

BELT TENSIONER INSPECTION If the application features a hydraulic timing belt tensioner, be sure to inspect the tensioner for oil leakage, specifically at the pushrod seal area. While an extremely faint trace of oil may be acceptable, if leakage is noted, the tensioner must be replaced.

While holding the tensioner upright with both hands (pushrod facing up), place the pushrod against a solid object and push, in an attempt to move the pushrod. If the pushrod moves using only hand pressure, replace the tensioner. Note: never hold the tensioner with its pushrod facing down.

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Next, referring to the automaker’s service manual for tensioner specifications, measure the pushrod protrusion, from the tip of the pushrod to the end of the housing. Using a Toyota Solara as an example, the specification is 0.394–0.425 in. (10.0–10.8mm). If the protrusion measures less or greater than the specification range, replace the tensioner.

THE BELT IS ONLY PART OF THE SYSTEM Be sure to examine all of the system components. Inspect the camshaft and/or crankshaft seal. Leaking or worn seals will contaminate the timing belt, causing premature belt failure.

Tensioner and idler pulleys. One of the most common causes of timing belt failures involves worn tensioners or idler pulleys.

As noted earlier, inspect the hydraulic timing belt tensioner. Hydraulic timing belt tensioners help set or maintain constant tension on the system. Installing a new belt with a weak tensioner will result in belt damage and can compromise valve timing.

Water pumps driven by a timing belt should be replaced whenever a belt is replaced. During belt service, the water pump is easily accessible, so it doesn’t make sense to rely on an old pump at this point. Besides, a leaking water pump can contaminate and destroy a new belt.

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E R R O R C O D E S E X P L A IN E D

Error Codes Explained What exactly is a DTC? B Y J E F F TAY L O R

W

HEN

THE

ORIGINAL

ON-BOARD

Diagnostic (OBD) system was being designed, the groups responsible could not possibly have predicted the future changes to automotive technology, involving today’s extensive computerized engine components, body, chassis, entertainment, comfort and emission controls.

The On-Board Diagnostic system that we take for granted now, was being developed back in the late 60s.

The system was rudimentary, and there was no standardization back then, but slowly over time, OBD was regulated and standardized. California’s air pollution concerns were a huge driver in this standardization, and in 1991, OBD1 was born. OBD has morphed several times since, and the OBD-II format we use today became mandatory for all vehicles manufactured in the USA in 1996.

OBD-ll created the standardized Diagnostic Trouble Codes (DTC) that we are familiar with. It prescribed the dimension of the familiar 16-pin diagnostic connector and its circuit types, circuit location and signal protocols. OBD-ll even forced the implementation of Controller Area Network or CAN on all US manufactured vehicles in 2008.

The average vehicle today has a vast number of systems, sub-systems, controls, components, and features that may eventually fail and need to be diagnosed.

Hooking up a scan tool and retrieving the Diagnostic Troubles Codes is typically the first diagnostic step that many techs perform.

But what exactly is a DTC that we retrieve? The simple answer is that a DTC is the result of a failed test. Most of the control modules on a vehicle today will monitor and test many things from the circuits attached to it, the inputs that report to it and outputs and devices that it is responsible for. This monitoring/testing of devices, systems and circuits allows the module to verify the integrity of those devices, systems and circuits to maintain their proper desired operation.

These tests that the module performs can include but is not limited to testing specific circuits for opens or high resistance, short to voltage, short to ground or signal performance. The list of tests a module can perform is long, and these are just a few examples. If the results of a test performed by the module detects an abnormality, it may set a DTC or it may wait and perform more testing before setting a DTC. What the module does after it sees the failed test will vary with the manufacturer and the system that the DTC or failed test is being set in.

This shows two codes, both powertrain codes and both generic.

This time from a Toyota showing two powertrain trouble codes. This is typically the starting point for most techs performing diagnostics.

This is from a 2016 GMC Sierra and shows a generic body code that is followed by the symptom byte that GM is using to enhance their diagnostics.

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E R R O R C O D E S E X P L A IN E D

The original OBD-II DTC design designated that each DTC would consist of a string of five characters, and all generic DTCs are defined by the standards set out by OBD-II and European On-Board Diagnostics (EOBD-ll) regulations.

The regulations for a DTC code string are as follows: • Each DTC code will contain one letter, displayed as the first character of the DTC to indicate which of the four main vehicle diagnostic areas the failure is occurring in. These letters are: P – Powertrain (engine and transmission) B – Body (includes air conditioning and airbag) C – Chassis (includes ABS) U – Network Communication (wiring bus) • The second character in the sequence indicates if the DTC is generic or manufacturer specific.

Note: This second character will have different meanings for each of the four main diagnostic areas as we can see Table 1.

• The third character in the sequence can be a number or a letter, but if the DTC concerns the engine, transmission or hybrid controls and starts the DTC sequence with a “P,” the third character will point to the area of concern that is causing the fault, but this only applies to “P” codes.

1 – Fuel and Air Metering 2 – Fuel and Air Injector Circuit 3 – Ignition or Misfire 4 – Auxiliary Emission Controls 5 – Vehicle Speed and Idle Controls 6 – Computer and Output Controls 7 – Transmission 8 – Transmission 9 – SAE Reserved 0 – SAE Reserved A, B or C – Hybrid Propulsion • The fourth and fifth characters in the DTC code sequence will represent the specific description of the failed component or system. These characters are numbered numerically and are shown as “00,” “01,” etc.

As an example, a code P0131 is a HO2S Circuit Low Voltage Bank 1 Sensor 1 for a 2015 3.6 V6 GM engine in a Chevrolet Impala.

We can see by the characters in the DTC sequence that the first character is a “P” for powertrain code.

The second character is a “0” signifying a generic code. The third character is a “1” showing the system

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involved is the fuel and air injector circuit. The fourth and fifth characters “31” show that the issue involves HO2S located on bank 1 in the sensor 1 position. The DTC describes the issue and the test that the HO2S has failed: The sensor circuit has low voltage.

Table 1. This chart shows what the second DTC character will be and if the DTC is generic or manufacturer specific for each of the four diagnostic areas.

Power Codes

Body Codes

Chassis Codes

Network Commuication Codes

P0XXX Generic

B0XXX Generic

C0XXX Generic

U0XXX Generic

P1XXX Manufacturer Specific

B1XXX Manufacturer Specific

C1XXX Manufacturer Specific

U1XXX Manufacturer Specific

P2XXX Generic

B2XXX Manufacturer Specific

C2XXX Manufacturer Specific

U2XXX Manufacturer Specific

P30XX to P033XX Manufacturer Specific

B3XXX Generic

C3XXX Generic

U3XXX Generic

P34XX to P39XX Generic

When using this OBD-II specific DTC character sequence, there are more than 5,000 DTCs (both generic and manufacturer specific) that can be used to indicate a failure in one of the four vehicle diagnostic areas.

But manufacturers have realized that this constrained amount of diagnostic DTCs means diagnostic restrictions and may limit the ability to fully diagnose the numerous systems that are on most of the vehicles being built today.

GM has started to use an enhanced method to aid in diagnostics by using a symptom “byte.” The symptom byte is a sequence of two hexadecimal numbers at the end of the DTC. Currently, the symptom byte is being used heavily in the body, chassis, and communication group of DTC codes. But they are often shown when scanning for powertrain codes, especially when they are non-generic and manufacturer specific.

These two extra characters provide more information to the technician and the engineers that developed the systems at the factory. But the extra information that these two characters provide is not the only reason GM started to do this: It cuts the cost of developing huge diagnostic trouble trees, increases the number of DTCs that are available and reduces the number of unique DTCs needed.

Like other manufacturers, GM uses a DTC to determine the failure or issue of a component, wiring, signal

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This is the Parking Assist Front Sensor Left Middle sensor that is generating the code.

The code that this truck was setting is a B0955:04 open or high resistance.

From this, we can verify that it is plugged, so more diagnostics will be needed to find the issue.

or system. And using the enhanced information that a symptom byte provides, it helps narrow down the type of fault. It also will start to allow remote diagnostics or over-the-air diagnostics in the future.

When using the enhanced symptom byte, a code C028A:02 Park Brake Motor Circuit is retrieved on a 2015 Impala. We can see that we are looking at “C” chassis code that is “0” generic, but there is no other information provided by the code description. The code just tells us Park Brake Motor Circuit. But the two extra digits (symptom byte) after the five-character code further explain the issue with the park brake motor circuit. In this case the “02” signifies a short to ground issue.

GM uses nine symptom bytes categories and fault designations. GM’s service information (SI) contains a symptom byte list. But it can also be found at most of our diagnostic information services such as Motor/ Alldata and Mitchell. Using the search bar for symptom byte list when diagnosing a GM vehicle, the symptom byte list will describe and define what each symptom byte means and a definition.

For more information please visit www.picoauto.com/A986

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E R R O R C O D E S E X P L A IN E D

The nine categories are: • (00-0F) General Electrical Failures • (10-1F) Additional General Electrical Failures • (20-2F) Frequency Modulation and Pulse Width Modulation Failures • (30-3F) Electronic Control Unit Internal Failures • (40-4F) Electronic Control Unit Programming Failures • (50-5F) Algorithm-Based Failures • (60-6F) Mechanical Failures • (70-7F) Bus Signal or Message Failures • (80-8F) Reserved The characters in the brackets before the description show the range of characters that are used in each category. Many techs will already be familiar with seeing these numbers and letters after the familiar fivecharacter DTC is displayed and may have wondered what they mean.

As an example, symptom byte 02 has the description of “short to ground,” and its definition is “This subtype is used for failures where the Electronic Control Unit measures ground (battery negative) potential for greater than a specified time period or when some other value is expected.”

The Parking Brake Control Module (PBCM) on the 2015 Impala has an internal park brake motor and circuit. To verify the proper operation of the internal park brake motor, the PBCM will test this circuit and if the PBCM detects a short to ground on this circuit during the test, the test will fail and the code C028A:02 will set.

This failed test will also disable the parking brake and a message and/or a warning indicator may be displayed.

Here is another example of a symptom byte code and how it enhances the diagnostics of a generic DTC. A code B0955 is a generic body code for the Parking Assist Front Sensor Left Middle Circuit on a 2016 GMC Sierra pickup.

GM wants to use the code B0955 to represent all the failures that the Parking Assist Front Sensor Left Middle Circuit can have. They are doing this to simplify the diagnostics and limit the amount of DTCs on this vehicle.

This can be accomplished by using the symptom byte.

If the code B0955:04 is retrieved, we can see from the code format that it’s a body code, it’s generic and for the parking assist front sensor left middle circuit.

But now the symptom byte is telling us that the circuit is open or has high resistance. We now have a simplified diagnostic starting point and will look at the parking

32

These Nissan body codes for a power liftgate don’t provide much information to help us diagnose the issue. The issue could be an encoder motor, programming or many other issues. This highlights the aid that a symptom byte provides.

These Ford generic powertrain codes have extra characters of information after the standard OBD-ll five-character code sequence, but they don’t provide any information as to what these characters mean.

assist front sensor left middle circuit trying to diagnose how and why the circuit is open or has high resistance.

By using the symptom byte, GM uses the same B0955 five–character code to represent five different codes (shown in Table 2).

Table 2. This table shows the five codes using the same B0955 code number and adding the symptom byte to represent the actual circuit failure.

Circuit

Short to Ground

Open/High Resistance

Short to Voltage

Signal Performance

Parking Assist Front Sensor Left Middle Circuit

B0955:02

B0955:04

B0955:01

B0955:08 B0955:22

OBD-ll trouble codes and their format were established to help aid the technician in repairing a failed system. This has worked, but it has limitations. GM wanted to expand the available diagnostic code base without using a dedicated code for every failure, and the symptom byte allows this. Many manufacturers are using some form of enhanced DTCs, and some are using a form of symptom byte to expand the diagnostic capabilities. GM has been very forthcoming in sharing the description of their symptom bytes, but it is very difficult to find any information from other manufacturers.

Jeff Taylor boasts a 30-plus-year career in the automotive industry with Eccles Auto Service in Dundas, Ontario, as a fully licensed professional lead technician. While continuing to be “on the bench” every day, Jeff is also heavily involved in government focus groups, serves as an accomplished technical writer and has competed in international diagnostic competitions as well as providing his expertise as an automotive technical instructor for a major aftermarket parts retailer.

ASP | DECEMBER 2021

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11/22/21 4:38 PM

TeChnICal ServICe

bulleTInS

Information courtesy of Mitchell 1

wiTECH, reprogram the transmission control module (TCM) with the latest software. Note: Do not clear the adaptation memory cells in the TCM memory. This may cause the transmission to not shift smoothly until the adaptation memory cells are relearned.

CHEVY

TOYOTA

OIL FEED ISSUE

UPGRADES CAM GEAR

This bulletin applies to 2007-2015 Chevy Express vehicles equipped with a 4.8L engine. The Service Engine Soon (SES) lamp may be on with a Diagnostic Trouble Code (DTC) P001 code. If the service flow chart has been followed, and it did not resolve the concern, check the oil pressure at the oil pressure sender. Check number 2 cam bearing (this is the location the oil is fed from, to the actuator).

Some 2006-2012 Toyota vehicles equipped with the 2AZ engine may exhibit an intermittent Malfunction Indicator Lamp (MIL) on condition with Diagnostic Trouble Code (DTC) P0335 (crankshaft position sensor “A” circuit) stored.

The intake camshaft gear assembly has been improved to help prevent this condition. Applicable vehicles include 2007-2011 Camry HV, 2007-2009 Camry, 2009-2010 Corolla, 2009-2012 Matrix, 2006-2008 RAV4 and 2007-2009 Solara.

FORD

ROUGH IDLE FOR EXPLORER Some 2013-2014 Ford Explorer vehicles equipped with a 3.5L GTDI engine and built on or before June 11, 2014, may exhibit a rough idle and/or Diagnostic Trouble Code (DTC) P0087 after a hot engine restart.

Reprogram the Powertrain Control Modules (PCM) to the latest calibration using intrusion detection system (IDS) release 90.03 and higher.

RAM

FIRST GEAR ISSUE This bulletin applies to 2014 Ram 1500 trucks equipped with a 3.5L engine and the stop/start system, built on or between July 1, 2013, and May 15, 2014.

The vehicle may remain in first gear too long after the engine restarts. Using

CHEVY

VALVE MISFIRE STRIKES This bulletin applies to 2010-2015 Chevy Camaro vehicles (as well as a number of other GM vehicles). Some customers may comment about an engine misfire and check engine light with any or all cylinder misfires only on deceleration. This may be the result of debris in the serpentine belt or balancer pulley causing a jump and false misfire or worn engine mounts causing a ground-out concern and false misfire.

Remove the accessory drive belt, and then drive or brake-stall at a signature RPM. If the concern is gone, inspect for debris in the belt or pulleys. If no change is noted, use an engine lift to unload the engine mounts and brake stall at a signature RPM. If the concern is gone, inspect for a groundout concern with the motor mounts.

Visit autoserviceprofessional.com/TSB for additional service bulletins.

DECEMBER 2021 | ASP

00_ASP_Edit 1.indd 33

33

11/22/21 3:45 PM

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ASP | DECEMBER 2021

00_ASP_Edit 1.indd 34

11/19/21 1:01 PM

Make the connection Smart accessories for faster reporting and vehicle entry

Enable Wi-Fi updates and Bluetooth® on your Robinair A/C machine* 80211VCI reads YMME and includes a refrigerant capacity database 80211TMP reads and tracks temperatures from multiple vents for before & after service diagnosis and reporting

Wireless accessories

Mix 80211VCI and 80212 2-pack Bluetooth probes for a fully connected machine Connected machines include future software updates and performance enhancements *

80211TMP and 80211VCI master kits enable Wi-Fi and Bluetooth® on Robinair 34288NI, 34788NI, 34788NI-H, 34988NI and AC1234-4 machines. AC1234-6 is not WiFi capable.

** Use of ACS-250 VCI, 80212 or 80213 on NI and AC1234-4 machines requires machine first be Wi-Fi/Bluetooth® enabled.

Database purchase required for vehicle refrigerant capacity.

_3CV_ROBINAIR_1221.indd 35

Non-Wireless A/C Machine

Wireless Enabled A/C Machine

AC Machine

VCI

Temp Probes

VCI**

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34288NI, 34788NI, 34788NI-H

80211VCI w/database

80211TMP

ACS-250

80213 or 80212

34988NI

80211VCI w/database

80211TMP

ACS-250

80213 or 80212

34998 AC1234-4

–

–

ACS-250

80213 or 80212

80211VCI w/database

80211TMP

ACS-250

80213 or 80212

–

–

AC1234-6 AC1234-9

No WiFi capabilities ACS-250

80213 or 80212

11/12/2021 10:35:21 AM

MORE PARTS FOR MORE CARS 36

ASP | DECEMBER 2021

_4CV_NAPA_1221.indd 36

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