Auto Service Professional - September/October 2014

September/October | 2014 | Vol. 4, No. 5

ECU SOFT RESETS

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: A bowl full S E o IX

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KEY F OB

Solving driveability issues

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September/October | 2014 | Vol. 4, No. 5

The Technicals

Today’s key fobs/smart keys Page 18 | While technological advances provide convenience, they also can cause problems

ECU soft resets Page 32 | Killing power to on-board modules does wonders in diagnosis and repair

Twin-post lifts Page 42 | Safety and maintenance tips

Alternator decouplers Page 54 | Servicing these vibration-reducing pulleys

Departments Straight Talk Oil change intervals revisited | Page 6

Quik-Link Your connection to free information | Page 68

Tech tips GM remote start system | Page 14

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

Tool Review CP7732 impact wrench | Page 64

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Straight Talk

Mike Mavrigian | Editor

Oil change intervals revisited

T

here has been quite a bit of discussion potentially negate the benefts of extended among both the public and within the oil change intervals. industry regarding engine oil change These variables include such examples as intervals. My opinion is that any engine’s coolant seeping into the oil circuit due to oil and oil flter should be changed at a cylinder head or block porosity, a leakfrequency of about 3,000 to 5,000 miles. ing cylinder head gasket (likely due to a There are those who claim that recomcracked head, improper head installation mending oil and flter service at this range or as a result of engine overheating), fuel is a ploy among service shops motivated contamination due to leaking injectors or strictly by the desire to increase shop an overly rich fuel system, debris contamiincome, as though it were some type of nation due to an open/faulty air intake conspiracy to scam the system, etc. motoring public. Have The fact is that in the real those pessimists heard of world, all engines do not the phrase “penny wise function in textbook-perfect and pound foolish”? conditions, and oil contamiAgain, in my opinion, nation is certainly possible. spending a few more dolThe cost of replacing an lars for every 3,000 or so OEM engine with a new OEM miles driven is a small engine can run anywhere in price to pay for ensuring the $5,000 to $30,000 range, that the engine remains depending on the specifc clean and functional. And, More frequent oil changes vehicle. Add to that the cost will dramatically reduce the no, I don’t care if the of shop labor. Rebuilding a chance of dealing with a oil being used is fossilproduction engine can easily sludge-monkey like this illbased, a synthetic blend, run anywhere from about maintained GM 5.3L. full synthetic or derived $3,000 to $15,000 or more. from the planet Krypton and refned by the My point is simple: Spending $20 to as gods of interplanetary chemistry. I want much as $200 or more (again, depending on my engine’s oil circuit to remain clean, the application) is a small price to pay to maintaining adequate oil pressure and avoid the prospect of a much more costly delivering clean lubrication to main bearengine repair or replacement. ings, rod bearings, wrist pins and valvetrain I like engines. Actually, I love engines. components.

Whether they’re operated at 2,000 rpm for Yes, oils do exist that feature improved short distances or run at 6,000 rpm and chemistry that in theory will provide pounded-on brutally, they live a tough proper lubrication for far-extended periods. life, and we expect them to perform as But the reality is that variables exist to designed. Why not treat them with the

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Straight Talk respect they deserve and at least keep the innards clean? The moral: More frequent oil changes equals increased insurance against potential damage.

I want to make one thing very clear: Today’s oil manufacturers offer wonderful products, including “higher mileage” blends and full synthetics that perform outstandingly, with excellent lubrication, cleansing and longevity, and I am certainly

not about to criticize those products. My point deals with real-world intervals with often imperfect engine conditions, and in no way is a criticism of the ability of these oils to perform. It’s simply my opinion that I would rather spend more money by changing the engine oil in my vehicles on a more frequent basis in an effort to keep them clean and to attempt to avoid lubrication problems in the long run. ●

WHAT IS YOUR OPINION? What’s your outlook, based on your experience, with regard to oil change frequency?

Do you follow OE recommendations, do you recommend intervals based on your own experience and opinion, do you prefer a specifc type of oil for certain applications? Do you have horror stories based

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on what you’ve seen in the course of your work? We want to hear from you. Once we have enough replies, we’ll publish an article that opens a discussion regarding our readers’ thoughts on the matter. Send your comments to: mike.mavrigian@bobit.com

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3515 Massillon Rd., Suite 350, Uniontown, OH 44685 (330) 899-2200, fax (330) 899-2209 Website: www.autoserviceprofessional.com Editor: Mike Mavrigian Mike.Mavrigian@bobit.com Managing Editor: Lori L. Mavrigian Lori.Mavrigian@bobit.com Associate Editor: Ann Neal Ann.Neal@bobit.com Contributors: Bob Weber/Automotive Technical Writer Craig Truglia/Diagnostics & Driveability Specialist Bob Rodriguez/Hybrid & Alternative Fuel Specialist Advisory Board: Dan Paddy/Dan Paddy Service, Seville, OH Frank Dannemiller/Mobile Service & Repair Co., Wadsworth, OH Bob Fall/Fall Automotive Machine, Toledo, OH Scott Gressman/Gressman Powersports, Fremont, OH Ken Styer/Ohio Technical College, Cleveland, OH Greg McConiga/O’Daniel Automotive Restorations, Ft. Wayne, IN Art Director: Neal Weingart Neal.Weingart@bobit.com Production Manager: Karen Runion Karen.Runion@bobit.com Publisher: Greg Smith Greg.Smith@bobit.com Sales: Dan Thornton djtinc@gmail.com (734) 676-9135, mobile (313) 410-0945 Michele Vargo Michele.Vargo@bobit.com (330) 899-2200, fax (330) 899-2209 John Dyal, The Dyal Company John.Dyal@bobit.com (760) 451-5026 Marianne Dyal, The Dyal Company Marianne.Dyal@bobit.com (760) 451-9216 Customer/Subscription Service Tammy Katata, (800) 991-7702

Auto Service Professional is a Bobit Publication Executive offces: 3520 Challenger St. Torrance, CA 90503 Chairman (1961-2014): Edward J. Bobit CEO & President: Ty F. Bobit Chief Financial Offcer: Richard E. Johnson VP & COO: Cyndy Drummey

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The Tech Bench

Tech tip Remote vehicle start is here to stay Remote vehicle start (RVS) systems have been used on several GM models since 2004.

The RVS system utilizes the remote control door lock receiver (RCDLR), the body control module (BCM), and the engine control module (ECM). To start the car from up to 195 feet away, the driver presses the lock button frst, and then the RVS button on the keyless entry transmitter.

Some vehicles do not require pressing the lock button frst. Consult the owner’s manual for vehicle specifc information.

The turn signal lights will fash briefy to indicate that the vehicle has received the remote start command. The engine will then start, and will run for 10 minutes. An additional 10 minutes can be requested by repeating the transmitter button commands during or after the initial 10 minute run cycle. Vehicles with automatic climate control will regulate the interior temperature to the last requested setting. The engine can be shut off during an RVS event by pressing the remote start button on the transmitter or turning on the hazard fashers or cycling the ignition key on, then off.

When the RCDLR receives a remote start command from the keyless entry

transmitter, it sends a serial data message to the BCM requesting a remote start. The BCM checks an internal list of RVS inhibit conditions that it monitors before sending a serial data remote start request to the ECM. If any of the inhibit conditions are active (such as the hood or trunk are open), the BCM does not send the remote start request to the ECM. Once the ECM receives the remote start request from the BCM, it checks its own internal list of monitored RVS inhibit conditions. If the ECM detects no active inhibit conditions, it will start the engine. Once started, the ECM can shut down the engine if it detects low oil pressure, excessive rpm, or high coolant temperature.

Diagnosing an inoperative RVS system is not diffcult if you take an organized approach to the problem. First, verify proper operation of the keyless entry functions. If the keyless entry system is not working, correct that problem frst, and then test the RVS system again. Next, make sure the RVS system has not been inadvertently disabled by the driver.

RVS can be turned on and off in the “vehicle personalization� menu. Navigating

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The Tech Bench through the vehicle personalization settings in the driver information center may require consulting the owner’s manual. Also be sure the vehicle is not in “valet” mode.

If the valet switch has been activated, the RVS system will be disabled.

If these quick checks do not uncover the problem, plug in a scan tool. Scan the PCM data frst. The PCM will disable the RVS under the following conditions:

• Current automatic transmission shift lock control DTC is set • Trunk or door is open • Door is not locked • Key is in ignition • Vehicle power mode is incorrect

Some scan tools have a remote start disable history data list where the above data can be viewed in one convenient place.

If any parameter indicates a malfunction, • Current DTC that illuminates MIL is set repair the problem and then retest the RVS. • Vehicle is not in “Park” When diagnosing an RVS system, keep in • Accelerator pedal position tops 0% mind the system will be disabled after two • Engine rpm is higher than zero remote starts have been commanded. An • Coolant temperature is excessively high ignition key cycle will be necessary before • Vehicle speed is detected another RVS event can occur.

Remote vehicle start is here to stay and Next scan the BCM data. The BCM will it will become standard equipment on an disable the RVS under the following increasing number of vehicles. If you have conditions: a basic understanding of how the system works and you have a good scan tool, you • Current hood ajar DTC is set, or hood is open can add RVS repair to your list of favorite • Current hazard switch DTC is set, or diagnostic money makers! ● hazard switch is on (Information courtesy of Identifx Inc. For • Current vehicle theft deterrent DTC is set more information, see www.identifx.com.)

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The Tech Bench

Today’s key fobs/ smart keys While technological advances provide convenience, they can also cause problems

By Mike Mavrigian

I

n these days of vehicle owner expectations for their vehicles to perform tasks that would previously require a minor physical or mental effort on their part, the remote “key” has become a mainstay of late model design. Rather than inserting a metal key into a tumbler lock (obviously a task that requires far too much effort and manual dexterity), we now expect to press a button on a wireless transmitter to perform this arduous chore of locking or unlocking the vehicle doors.

Push-button ignition switches have also become commonplace, Today’s push-button ignition systems will allow engine starting as long as the “smart” key/fob is inside the eliminating the need to rotate vehicle within range of the receiver system. a mechanical key in an ignition switch cylinder.

‘Smart’ keys Enter the wireless “remote” key fob, Call them what you will: keyless entry, “smart key,” proximity fob or proximity smart keys, proximity keys, proximity fobs card. Depending on vehicle make/model/ or cards, etc. year, this may look like a traditional “fob,” The car makers have been on a binge of or a thin plastic card, similar to a credit offering “advanced” features relative to card. the unlocking/locking of doors, control of Note that a transponder key is not the windows, moon roofs, mirrors, seat adjustsame as a proximity fob/card. A transponment, radio presets, and remote engine der key features a small “chip” inside the starting via key “fobs” that are carried on key head that sends a signal to the signal the driver’s person. amplifer and in turn to the ECU. This disA plethora of labels have been given to engages the immobilizer system and allows these gadgets. Following are the names for engine starting. A proximity fob, or proxim- these systems per car brand. ity card, merely needs to be in the range of the system in order for the system to allow Acura: Keyless Access System engine starting via a push button ignition Audi: Advanced Key switch.

BMW: Comfort Access

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The Tech Bench Cadillac: Adaptive Remote Start and Keyless Access Dodge: Keyless Enter-N-Go Ford: Intelligent Access with Push-Button Start General Motors: Passive Entry Passive Start (PEPS) Honda: Smart Entry System Hyundai: Proximity Key Infniti: Infniti Intelligent Key with PushButton Ignition Jaguar: Smart Key System Jeep: Keyless Enter-N-Go KIA: Smart Key System Lexus: SmartAccess System Lincoln: Intelligent Access System Mazda: Advanced Keyless Entry and Start System Mercedes-Benz: Keyless Go Mini: Comfort Access Mitsubishi: FastKey Nissan: Nissan Intelligent Key Porsche: Porsche Entry and Drive System Renault: Hands Free Keycard Subaru: Keyless Smart Entry with PushButton Start Suzuki: SmartPass Keyless Entry and Starting System Toyota: Smart Key System Volkswagen: Keyless Entry and Keyless Start (KESSY) Volvo: Personal Car Communicator (PCC) and Keyless Drive

Remote keyless entry and starting (2014 GMC Yukon unit shown here) features unlock/lock buttons. If the fob is within range of the driver door, merely touching the button on the door handle will allow unlocking.

button. You’ll hear a tone alert. Press the start button within 10 seconds to start the engine.

If the remote is left inside the vehicle, the doors will not lock after the driver has exited the vehicle. This prevents the remote from being locked inside the vehicle. The engine may be shut off by quickly pressing the start/stop button two times quickly or by holding the button in for 1.5 seconds.

Slight parasitic draws can pose a problem.

While the vehicle’s system will (or should) go to sleep after a specifed time (after An example of a keyless remote with the vehicle has been shut off, parked and proximity sensor is found in 2014 Honda exited), the proximity of the smart key to models (their “Smart Entry System”). When the vehicle can result in the possibility of the remote is on the driver’s person, and is a dead battery if the smart key remains in within 32 inches of the driver’s door, the close proximity to the vehicle. system senses an “OK to unlock” mode. As For instance, if the vehicle is parked close soon as the driver touches the driver door to a house, where the driver’s smart key or handle, the door unlocks (note that wearing proximity card is stored within the design gloves may prevent or delay door unlocking). range of the system (for instance, with the Once in the vehicle, the driver steps on smart key in a purse or wallet that’s within the brake pedal (or clutch in a M/T car) and the key’s transponder range). If the system presses the start button to fre the engine. is constantly kept “awake,” this parasitic If the remote’s battery is dead, the engine draw can, depending on the circumstances, may still be started by pushing the start result in a dead vehicle battery. button several times (or pressing the button If a customer has a recurring issue of steadily) until a green light in the button a drained battery, make it a point to fashes. Then touch the remote to the start ask about where the smart key is stored

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The Tech Bench overnight in relation to the parked vehicle.

Parasitic draws also can affect the battery in the remote key fob. If routinely stored within the reception range of the vehicle, the fob battery may prematurely die.

Another potential concern relates to plastic proximity cards. If the card is stored next to a cell phone (in the driver’s pocket, for example), it may be possible for the cell phone to erase or “scramble” the program in the card.

While not a common occurrence, this is simply another potential concern to be aware of. Again, vehicle system designs vary. Some owners’ manuals advise against storing a smart key in close proximity to various electrical devices where certain frequencies/felds may affect the key, such as TV sets, battery chargers, lamps, etc.

similarity ends there. When the FOBIK is near the WIN, it transmits a secret key code via radio frequency to the WIN which in turn passes this information on to the controller area network (CAN). The WIN is hard wired to the CAN C Bus. The signal is then sent to the powertrain control module (PCM). At this point, if it is a valid key, the immobilizer is satisfed and the vehicle is ready to start. The signal is then passed through the central gateway on the vehicle, usually the Totally Integrated Power Module (TIPM).

This information is then gathered by the other controllers via the CAN B, the CAN Interior High Speed (IHS) or in some cases the Locale Interface Network Wireless ignition (LIN) Bus. Once Chrysler’s newer vehicles have gone wirethe FOBIK is less. One of the new systems is the Wireless turned to the Ignition Node (WIN). This system uses “start” posia transponder remote keyless entry fob tion in the WIN, integrated key (FOBIK) which replaces the the WIN again traditional metal key. With all of the functransmits a mes- Proximity cards (for specifc tions of a traditional remote keyless entry sage on the CAN makes/models) are now available in a very thin design, fob, this unit also has a metal key blade for Bus for starter allowing storage in the driver’s valet functions to lock the glove box and to engagement and wallet. Shown here is a proxopen the door in the event of a dead battery, when it returns imity card for a Lexus 600HL. a remote keyless entry failure or a Bus failto the run posiure. This unit serves as the remote keyless tion, the “ignition on” functions through entry fob and the electronic ignition key. the PCM and the central gateway to the The functions of the WIN are: other modules. The WIN then monitors the tire pressures over the bus and provides the – Sentry key immobilizer (SKIM) BTSI function via a hard wired input from – Wireless receiver for remote keyless entry the shifter assembly and brake switch.

– Brake transmission interlock (BTSI) The system became available on some – Clock master 2007 vehicles and was standard on all – Steering column lock interface (BUX) for Chrysler, Dodge and Jeep vehicles by 2009. export only – Tire pressure monitor (TPM) system Immobilizer systems – Remote starting An immobilizer system prevents unau– Electronic ignition switch thorized engine start unless the correctly programmed key is inserted into the igniWhen entering the vehicle, the FOBIK is tion or remote/proximity unit is inside used to open the door locks and disarm the vehicle (in the driver’s wallet, pocket, the alarm system via the remote keyless laying on the console, etc.). The “smart entry. The FOBIK is then inserted into the key” is recognized by a radio signal, WIN, much like an ignition key. But the received by one or more antennas built into

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The Tech Bench the vehicle. Most vehicles outftted with a smart key system will include a mechanical backup key. After exiting the vehicle, doors are locked by either pressing a button on the door handle, touching the door handle’s capacitive area, or in some models, by simply walking away from the vehicle (as the smart key recognizes a specifc distance away from the vehicle, the doors lock).

An engine immobilizer system uses a transponder chip in the ignition key (or remote fob). The system features a transponder key

With the smart key fob inside the vehicle, push button engine starting is enabled without the need for a mechanical key.

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ECU assembly that stores the key codes of authorized ignition keys. If an attempt is made to start the engine using an unauthorized key, the system’s ECU sends a signal to the primary ECM to prohibit fuel delivery and ignition, effectively disabling the engine.

Citing Toyota systems as an example, system components include a transponder key coil/amplifer, an unlock warning switch assembly, a dedicated system ECU and a security indicator.

The transponder key coil receives a key code when the key is inserted into the ignition key cylinder. The ID code is then amplifed and outputs the code to the transponder key ECU. The unlock warning switch assembly detects if the key is in the ignition cylinder and outputs results to the transponder key ECU. The primary ECM receives ID verifcation results from the transponder key ECU. The ECM also verifes the immobilizer system’s ECU, allowing fuel and spark delivery.

When the transponder key ECU assembly detects that the key unlock warning switch

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The Tech Bench is ON, the ECU provides current to the transponder key coil and produces a faint electric wave. A transponder chip in the key receives this wave, and sends a key ID code signal, which is sent to the ECU. The ECU matches the key’s ID code with the vehicle’s ID code (previously registered in the ECU), and sends the results to the primary ECM using SFI communication.

Regardless of the convenience offered by a smart key fob/card, it’s wise to lube and confrm operation of the mechanical door lock whenever the vehicle is in the shop.

Audi remote key communication This TSB applies to all 2000-2010 Audi models. Potential issue: central locking via the remote control doesn’t work either sporadically or permanently, but the locks can be operated manually.

Missing synchronization between the remote control key and the vehicle can occur if the battery has been disconnected or if the battery in the remote control has been replaced.

If other senders operate in the same frequency range (mobile phones, TV stations, wireless headphones, baby monitors, other vehicle remote controls, etc.) the remote control key may have been temporarily switched off because a clear identifcation of the remote control key is not possible.

This is necessary to prevent an unintentional unlocking of the vehicle by other unrelated senders.

A4 (8D, 8E, 8H) 2000-2008: 1. Open the vehicle mechanically with the key.

2. Press the unlock button of the remote control key.

3. Insert the key into the ignition lock and switch the ignition to the ON position.

4. Switch the ignition OFF again and remove the key.

5. Press the unlock button or the locking button of the remote control key.

NOTE: Model year 2002 or later: If the synchronization procedure was not successful, adapt the remote control key(s) to the Central Comfort System control module (address word 46) using the VAS scan tool.

Follow test plan J393-central control module for comfort system, adapting remote control key via adaptation (channel 21). Sometimes following the “erase all memory positions frst” test plan produces better results.

A3, A6 (4B), TT, TTR: 1. Press one of the buttons of the remote control key.

2. Lock or unlock the vehicle once, mechanically with the key.

3. The complete process must take no longer than 30 seconds.

4. If the synchronization procedure was not successful, adapt the remote control key(s) to the central comfort system control module as described earlier.

A4 (8K) 2009-2010, A5 (8T) 2008-2010: 1. Press a button on the remote key within the range of the vehicle.

2. If necessary open the vehicle with the emergency key on the door lock.

3. Switch the ignition on and off.

A6 (4F), A8, Audi Q7: 1. Open the vehicle mechanically with the key.

2. Insert the key into the ignition lock and switch the ignition ON. 3. Switch the ignition OFF again.

4. If the synchronization doesn’t help, check the battery of the remote control. The battery voltage must be 3.0V or above.

5. If the battery voltage is below 3.0V, replace the battery and perform the synchronization again.

6. Check whether there are any interfering senders in the vehicle.

7. Check whether there are any interfering senders in the area.

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The Tech Bench 8. If interference was responsible for the condition, explain the technical background to the customer.

9. If the synchronization procedure was not successful, adapt the remote control key(s) to the central comfort system control module (address word 46) using the VAS scan tool. Follow test plan J393-central control module for comfort system, adapting remote control key via adaptation (channel 21). Sometimes following the “erase all memory positions frst� test plan produces better results.

GM power liftgate issue Power liftgate will only work with RKE (remote control key fob) Models: 2009-2013 Cadillac Escalade, Escalade ESV 2009-2013 Chevrolet Suburban, Tahoe 2009-2013 GMC Yukon Models (with Rear Power Liftgate (RPO E61) The following diagnosis is helpful if the vehicle exhibits the symptom(s) described.

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Condition/Concern Some customers may state that the rear power liftgate is inoperative with the inside switch and the outside door handle. The customer may also state that when this happens, the power liftgate will work OK from the RKE key fob.

Recommendation/Instructions Starting in mid-model year 2009, GM changed the requirements for opening the power liftgate from the inside switch and the outside door handle. The change requires all the doors to be unlocked before opening the power liftgate. This can be accomplished by pressing the unlock button on the key fob twice or pressing the unlock button on the door panel. The change only applied to the power liftgate module when using the inside switch and the outside door handle.

The power liftgate will open at any time when pressing the power liftgate button on the RKE Fob. Some 2009 Model Year vehicles that were

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The Tech Bench built in calendar year 2008 may have older software and may not operate as described above. This may only be a concern if a customer compares this vehicle with a fellow neighbor that was built in calendar year 08.

Both vehicles are built to factory specs and no parts should be replaced to change the operation of either vehicle.

NOTE: If a customer has a complaint where the power liftgate is inoperative, have the customer press the unlock button on the door panel and then see if the liftgate starts to work before starting with normal diagnosis.

Follow this diagnostic or repair process thoroughly and complete each step. If the condition exhibited is resolved without completing every step, the remaining steps do not need to be performed.

As a result, when/if the remote fails to operate, due to a dead remote control battery or other glitch in the system, if the driver then attempts to unlock the driver door using the mechanical key, the lock cylinder may be sticky or seized due to a lack of activity.

Before a vehicle leaves your shop, do the customer a favor by lubricating the lock cylinder and inserting and working the key to ensure that it’s operable if and when the need arises.

Even if the engine won’t start (due to a glitch in the remote key programming with a proximity key), at least the driver can enter the vehicle, safely out of the weather, and can then use their cell phone to call for assistance.

While technological advances provide Technology makes people forget convenience, they can also cause probSince remote controls, remote-control lems, by making drivers rely too heavily on key fobs or “smart” keys are becoming so electronic convenience and comfort systems commonplace, allowing door locking and to execute functions once performed by a unlocking with the press of a button, the physical effort. But, these systems are here mechanical lock cylinder in the door(s) gen- to stay, and we need to understand how to erally becomes unused and ignored. deal with them. ●

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Connections

Figure 1: This 2011 Buick Lucerne had an issue with its transmission control module (TCM) that was repaired with an engine control unit (ECU) soft reset.

ECU soft resets Killing power to on-board modules does wonders in diagnosis and repair

By Craig Truglia

W

hen a smart phone is not working quite right or a PC gets frozen, Craig Truglia is an ASE A6 and A8 certifed what’s the easiest way to fx it? technician who presently works as a service Turn it off, start it back up, and hope the writer for Patterson Auto Body, a repair facil- problem is gone. Some PC users even wait ity in Patterson, N.Y. A former shop owner a few seconds to turn the device back on, and editor of several automotive repair hoping it gives time for the computer chips magazines, Truglia combines his Columbia to power down.

University education with the real-world Without getting all scientifc about why experience he sees daily in the automotive this works on computers, the principle is repair feld. Technicians Truglia, Fred Byron simple. When a computer acts screwy, someand Cristian Cordova took part in diagnosing times it needs to be reset so it can work the different vehicles in this article. right (see Figure 1).

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Connections Being that today’s vehicle systems are computer-managed, it stands to reason that when they have weird sensor or computerrelated driveability problems, resetting the vehicle’s computers may be the way to go.

Resetting on-board ECUs Some technicians prefer removing the battery cables and jumping them for 30 minutes. Others like getting fancy and putting a one ohm 10 watt resistor in series and powering down the vehicle for a few minutes. The same is true of both strategies: A soft reset is known to work wonders.

Some high-end scan tools that enable refashes, such as the Autologic, feature convenient help-lines. When calling the help desk after a failure refashing, they will recommend that the technician perform a soft reset frst. Further, many mobile diagnosticians will not even agree to take the time to look at a vehicle unless a soft reset was done frst just to rule out a “computer glitch.”

Simply “deleting the DTCs” or “resetting

adapts” does not solve the issue. Unlike computers, vehicles do not come with reset buttons. So, the soft reset remains the only way to get the job done.

It also does not hurt that doing a soft reset helps vehicles set their monitors quicker for inspection purposes, too. It should be noted that as more and more vehicles require idle, steering angle, and other relearns, we do not want to do soft resets haphazardly, especially if we do not have the proper scan tools to perform these relearn procedures.

2011 Buick Lucerne 3.9L speedometer moves erratically A feet vehicle was dropped off due to a speedometer which would erratically report different speeds. The vehicle was test driven and it did not act up for a long time.

When it did, the scan tool picked up that the Vehicle Speed Sensor (VSS) parameter identifcation data (PID) was giving the

Figure 2: Mitchell’s Prodemand’s color coded wiring diagrams helped speed the diagnosis, informing the technician that the direct inputs of the VSS were directly to the TCM, so if there was a sensor, as opposed to a module issue, the wiring up to the module should refect a discrepancy on a labscope.

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Connections same numbers that were being refected on the instrument cluster.

A call was made to the dealer to see if they stocked a VSS. When they said that they had one the technician fgured, “If the dealer stocks it, they go bad all the time.”

The new VSS was plugged in, the problem did not occur, and the vehicle was considered fxed.

Figures 3, 4 and 5: After removing the air box, the transmission control module can be exposed for testing. When testing with a labscope, T-pins can be carefully backprobed into the back of the harness to the same wires that were used during the resistance testing. Then, the labscope’s wires could be run up from under the hood, through the driver’s side window, to a PC-based labscope.

One day later, the customer went on a 160-mile drive and reported that it was “worse than before.”

The Lucerne was back and the frst thing the technician tested for was to see if the VSS was defective. However, the sensor itself tested at 1.926 kohms, which is within specifcations. Granted, checking resistance on an intermittently bad sensor does not prove anything, so it appeared wise to test out the circuit to see if we could narrow down things outside of presuming a sensor from the dealer was bad.

Using a wiring diagram, it was discerned that the transmission control module (TCM) was a separate module on this vehicle and that via serial data, it communicated VSS data to the powertrain control module (PCM) and instrument cluster. So, the best place to test frst was the wiring to the TCM. The diagram showed that a purple wire was the VSS low signal and that the yellow/ grey wire was the circuit high (see Figure 2).

The wires tested out fne, with a resistance of less than an ohm each, generally settling at 0.4 ohms (see Figures 3, 4 and 5).

After setting up the vehicle to be test driven with a labscope, the labscope did not pick up any changes in the VSS signal when the instrument cluster was acting up. Even though the vehicle was a 2011, the only logical issue could be with the TCM giving

Figure 6: This is a simple way to do a soft ECU reset. Simply remove the battery cables, place a jumper cable between them, and walk away for 30 minutes. Just don’t forget any radio codes that may be needed later and make sure the idle and steering angle relearns will not be a problem beforehand.

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Connections incorrect data to the PCM and cluster (being that the PCM’s VSS PID would act up when the cluster did.

Before selling a module, and because interpreting serial data is close to impossible, a soft reset was done to the vehicle (see Figure 6). After the soft reset, the vehicle did not act up. The driver was informed if the vehicle were to act up again, that a TCM replacement would be recommended. However, it has been over three months and the vehicle continues to drive problem-free.

Figure 7: This 2005 Toyota Matrix 1.8L came into the shop with a P0171B DTC.

2005 Toyota Matrix P0171B A frst-time customer rolled by the shop with a check engine light. It was a Toyota four-cylinder with a P0171 DTC. This is a very common issue on these vehicles.

Here are the common problems: a TSB for bad PCMs (and a recall to replace them), bad intake manifold gaskets, and bad MAF sensors. Of course, major vacuum leaks and other causes are possible, but with the Toyota 1.8L engines these are extremely common (see Figure 7).

Because these Toyota lean codes are so common, they can be diagnosed very quickly. First, the telltale sign of a bad intake manifold gasket is to check freeze frame. It is wise to look for highly positive LTFT (long term fuel trim) and the ECT at ambient temperature, generally during cold weather conditions. If the freeze frame shows this, but the vehicle presently has good STFT and LTFT, even though the DTC is on, the condition is caused by the intake manifold gasket. Generally, the moment the engine gets warm, the gasket expands and

Figure 8: Even when testing the vehicle at WOT, the sensor’s readings did not budge.

seals up everything, and fuel trim returns to normal. A smoke test will not catch these.

Now, if freeze frame does not lead one to a faulty intake manifold gasket, it’s a good idea to check LTFT to see if it is highly positive in datastream. If it is, graph STFT and go WOT (wide open throttle). If STFT goes from highly positive to about zero, there is a massive vacuum leak. If there is not, the likely culprit is a bad MAF sensor.

Now, before replacing the MAF, there’s one more quick test to perform that only takes about 20 seconds. Go to the calculated load PID and when graphing it go WOT. If the PID does not go higher than 90%, as long as you are not at extreme altitudes such as in Colorado (in that case the technician will need to consult a volumetric effciency calculator), you’ve just diagnosed a bad MAF sensor.

Suffce it to say, the frst two tests passed on this Matrix. Now, before telling the

Figure 9: Unplugging the O2 sensor must have spiked the PCM, because all of the sudden the PID on datastream came to life!

38 | September/October 2014

Connections customer she needs a PCM, it is wise to fnd any other evidence of a module issue.

One way to do this is to look at the PIDs and see if there is something that does not make sense. Because there was a system lean DTC, the O2 sensor PIDs were looked at frst.

Since a reading of about 3.3V is normal for an air-fuel ratio sensor and the vehicle was in that ballpark, it was wise to move on to the rear oxygen sensor. The readings were frozen at 15 mV (see Figure 8).

This was obviously abnormal. There wasn’t an exhaust leak, so it was decided to backprobe the rear oxygen sensor. It gave us good readings. Why was the PCM not picking it up?

At this point, the connector to the rear oxygen sensor was disconnected and wiring to the PCM was checked. The wiring checked out, but interestingly enough after plugging in the sensor the PCM started picking up rear O2 data (see Figure 9).

Since there was not any corrosion or any debris on the connector, it did not seem wise to just consider the vehicle “fxed.”

After all, the oxygen sensor connector did not disconnect itself or have any corrosion on it. However, the battery sure had corrosion! (See Figure 10.)

The battery terminals were cleaned, a soft reset performed, and idle was relearned. On Toyotas, to relearn idle the vehicle has to be test driven a few miles.

There have not been any problems with the vehicle since. ●

Figure 10: A corroded battery can sometimes create weird electrical issues. Always do the basics before moving forward.

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Circle 123 on Reader Service Card

The Tech Bench

Twin-post lifts Safety and maintenance tips Compiled by Mike Mavrigian

I

n this article, we’ll address safety and convenience options specifcally for commonly used twin-post lifts, with two primary focus points: shop safety and increased effciency.

The primary source for lift inspection, proper operation, lifting procedures, and annual training is the Automotive Lift Institute or ALI (www.autolift.org), an association of vehicle lift manufacturers.

Lifting procedures vary depending upon the lift type being used.

Lifting points When the lift is set correctly, and prior to a technician servicing the vehicle while on the lift, the weight of the vehicle should be maintained by the mechanical safety locks, rather than by hydraulic pressure.

The hydraulic system should be used only for lifting and lowering, and not for vehicle support during service.

A two-post lift engages the vehicle frame or lifting points. It is absolutely critical that lift operators are able to reference the specifc lifting points for every vehicle that is to be raised on a lift.

To help shop technicians determine manufacturer-specifc lift points, lift manufacturers who are ALI members include a copy of the book Lifting Point Guide (LPG) with every lift they ship.

However, the book is updated each year, so it’s imperative that shop owners purchase a new, updated copy of the lifting guide annually. The guide covers 20 years of vehicle lift points. A fve-year-old version of the guide is missing information on the last fve years of vehicles. If you don’t have the current guide, you’ll end up playing

Courtesy of Mohawk

Information sources

Never rely on hydraulic pressure when resting a vehicle on a lift. Always lower the vehicle so the weight is on the safety locks!

guessing games with regard to lift points.

Choosing the wrong lift points can pose a real safety risk, along with potential undercarriage damage.

Consider vehicle weight Another critical issue to consider is the weight of the vehicle and the capacity of the lift. Every brand of two-post lifts has four telescoping swing arms that actually support the vehicle. So, it’s vital to know the per-arm capacity (determined by dividing the total capacity of the lift by the four swing arms) so the arms will never be overloaded.

Let’s use the example of a one-ton work truck with a standard load of tool boxes or service equipment. The lift we have is a 10,000-lb. capacity lift, meaning a maximum load of 2,500 lbs. per swing arm is the most we should try to lift. The truck we use in this example might only weigh 9,000 lbs.

However, after putting the truck on a scale, we determine the rear axle has a weight of 6,000 lbs., while the front axle has a weight of 3,000 lbs. This means our 9,000-lb. truck is overloading our 10,000-lb. capacity lift because the 2,500-lb.-rated rear arms are

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The Tech Bench

Courtesy of Mohawk

overloaded with 3,000 lbs. on them. Large work trucks are often much heavier at the rear than at the front. Lift capacity should be based on the actual weight of the truck.

Citing this example, according to Steve Perlstein of Mohawk Resources Ltd., raising the vehicle safely requires a 12,000-lb. capacity lift to accommodate the 6,000-lb. (heavy) rear-end vehicle.

“Try this same example with one of your 13,000 to 14,000-lb. loaded utility trucks,” Perlstein said. “You’ll soon fnd the required lift for these vehicles (based on the likely 8,000-lb. rear axle) is in the 16,000- to 20,000-lb. capacity range.”

A weight scale may be featured on a lift, which alerts the technician if the lift is loaded near capacity, but in the example mentioned earlier, this won’t really help, since almost all work trucks are rear heavy.

NOTE: We’ll touch on this repeatedly, but always remember that you should never rely on hydraulic pressure alone to support a vehicle. Always raise a bit beyond your desired work height, then lower onto the locking blocks.

When the scale reads no weight, the operator then knows that the vehicle is now resting on the mechanical safety locks rather than leaving the load raised under hydraulic pressure.

The ALI booklet titled Lifting It Right covers the proper procedures for safely raising all vehicles on all types of lifts.

For example, the two-post side-by-side

Overhead hydraulic lines don’t necessarily need to be straight. They can be fabricated and bent to conform to a specifc ceiling shape requirement as illustrated.

Circle 125 on Reader Service Card

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The Tech Bench

Courtesy of Mohawk

lift should always be slightly raised a few inches, at which time the technicians should also jounce the front or rear bumper to make sure the vehicle is securely resting on the proper lifting points.

that secure the overhead lateral brace (if so equipped).

– Clean the lift regularly of any contaminants such as grease, mud, dirt, etc. This not only keeps the lift looking presentable, but more easily allows you to inspect and Lift maintenance tips discover wear and faulty components.

– Inspect each lift daily.

– Schedule a certifed inspector to inspect – Grease columns at least once each month all of your lifts on an annual basis. A (some brands, but not all). trained expert can often discover problems – Inspect cables for signs of corrosion, that you may have missed. kinking, fraying, cutting, etc. If abnor– Inspect the hydraulic reservoir and lines mal wear is found, replace the cable for signs of fuid leakage. If any hydraulic immediately. fuid leak is discovered, however minute, – Inspect all moving parts for cleanliness immediately stop using the lift until the problem has been corrected.

– If the lift is equipped with a pressure gauge, pay attention to the gauge, especially when placing a heavy-ended vehicle on the lift to prevent overloading the lift and/or to prevent overloading one end of the lift.

However, simply looking at the weight gauge can be deceptive.

Pay attention to weight distribution. On a heavily loaded job truck, the rear may be severely overloaded.

– When performing a visual inspection, try to remember to place a bubble gauge on each vertical post. While shifting is unlikely, any change in the vertical can indicate a potential foor fastening issue, which must be addressed immediEven though total vehicle weight might be within the rating of ately. Be sure to check level at the lift, if a commercial vehicle is rear-heavy, due to the weight both the side and front or rear distribution, the lift may be dangerously overloaded. of each post. Any lean condiand wear, including locks, arms, arm pivot tion is especially critical with a twin-post points, arm telescoping sections, lift posts style lift. A slope indicator is available from and pads, etc. many lift makers that attaches to the lift – Visually inspect all welds for signs of post. This not only aids in adjusting the lift faults. If a weld crack or separation is disduring installation but provides an indicacovered, stop using the lift and contact the tor of any changes. manufacturer.

– Lift arm pads generally feature rubber – It may seem inconvenient, but you cushions. Keep the rubber surfaces clean. should perform a daily check for fastener Oil/grease contamination will reduce the looseness, including the bolts that secure frictional capability of the rubber. Also, the lift to the foor. Check tightness of bolts imbedded debris (rocks, metal chips, small

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The Tech Bench bolts/nuts, etc.) will gouge undercar surfaces and will further degrade the pad rubber.

OSHA concerns

Safety reminders – Keep the immediate lift area clear of debris and parts, such as brooms, tool carts, parts and parts carts, debris sweepings, etc.

NEVER lean a wheel/tire against a vertical lift post, as this can easily cause a dangerous obstruction when the lift is lowered, which can easily damage the tire as well as a dangerous imbalance of the vehicle when lowered.

– As soon as a vehicle has been lowered and removed from the lift, immediately sweep/clean the foor area in and around

Courtesy of Mohawk

According to Kevin Rohlwing, Tire Industry Association (TIA) senior vice president of training, “The main thing right now from a safety perspective that OSHA seems to be focusing on are lifts. Dealers/shops have to make sure that all lifts are functional and that all the safety stops are operational and everything is properly labeled.

“The most common safety issues uncovered during a lift inspection center around maintenance issues, product misuse and poor or non-existent operator training.

A few examples might include: slack, rusty, dry or damaged link chains or wire ropes; worn rotating parts; worn sliding parts; worn vehicle contact points; and missing over-travel stop.

Other examples include lift controls and safety devices that have been overridden, removed or damaged; obliteration of labels; use of incorrect components or parts; unintended use; deformed structural components; failure to employ proper care

in operation or maintenance; or missing instructional materials.”

Lift inspectors certifed by ALI will tag every lift that passes inspection with a serialized, color-coded inspection label that indicates the month and year the lift passed inspection.

A unique four digit number is on every label to identify the person performing each lift inspection. In this way it is easy to see at a glance if lifts are current on their inspection requirements and ALI is able to trace each and every inspection to the inspector placing the label on the lift.

In spaces that limit the use of overhead hydraulic lines, the lines may be run under the foor.

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Courtesy of Rotary

The Tech Bench the lift. A routine foor cleaning will help prevent lift contamination and will reduce the chances of a technician tripping or slipping on a cluttered or slippery foor.

Keeping the foor clean will also help to spot various potential vehicle fuid leaks.

– If a lift is installed outdoors (not the best choice but sometimes a necessary location for some shop owners), it should be protected from rain/snow by a rigid shelter to minimize corrosion and contamination of airborne contaminants. Any lift installed outdoors will require more frequent inspection and maintenance.

– Never rely on hydraulic pressure alone to secure a raised vehicle. Once raised to working height, the lift should be lowered onto its locking blocks so that the vehicle is mechanically supported by the lift blocks, and not relying on the hydraulic system.

– When washing the shop foor, rememDC battery powered lifts are an option as opposed ber to raise the lift arms up and away to wiring for 220V. One distinct advantage is that to prevent excessive the lift remains operawater contamination. tional in the event of a This will reduce the power outage. chances of rust on the arms, arm pad extensions, etc. This is especially important in areas where winter road salt contamination is present.

– As mentioned earlier, pay attention to weight limits. Especially when dealing with rear-heavy utility trucks such as a plumber’s truck, it’s easy to overload the rear swing arms of your lift if you only consider the overall vehicle weight. This is a very common problem that many shops face. Improper distribution of weight can overload even the best lifts if the lift isn’t rated for the type of weight distribution

that some utility trucks feature. When purchasing a lift, consider moving to a heavier-rated (higher capacity) lift to deal with these vehicles.

– When working under a vehicle, the use of a light is a routine requirement. To avoid tripping over an extension cord, the use of a cordless (rechargeable) light may be the best choice, or the use of an overheadmounted extension cord that doesn’t lie on the shop foor.

Shop foor requirements Reinforced concrete foors must be able to safely accommodate the weight of the lift in addition to the loaded weight. Before purchasing any lift, check with the manufacturer for their recommendation regarding foor thickness. In general, a concrete foor must feature a thickness of at least 4.250 inches to as much as 8 inches, depending on the specifc lift and its intended use.

If the shop was purchased from a previous owner and you’re unsure of foor thickness, drill a few test holes in order to determine thickness.

Don’t rely on only one test hole, as a poorly prepared base may feature irregular high/low areas, resulting in a variation of concrete thickness. A local excavator may be able to determine thickness using a sonar gauge. If the intended location of the lift is not adequate in terms of foor thickness, you’ll have no choice but to have the area cut out, dug deeper, reinforced (screen/rebar) and re-poured to obtain the required thickness.

Time-saving and safety add-ons to consider Speedlane ramps: Double-ended ramps can be easily added to twin-post lift arms.

This creates a drive-on situation, eliminating the need for laying down on the foor to position the lift pads, allowing the vehicle to be raised under suspension load. They can also be positioned for frame contact by adding rubber stanchions. This option can save time and increase worker safety by reducing knee and back strain.

Head guards: Offered by most lift makers,

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The Tech Bench these “nerf” foam pads are attached to the ends of the arms. While head-banging may be fun during a rock concert, it’s no fun to whap your head into an exposed lift arm.

These pads provide an inexpensive way to avoid headaches.

Back-savers/wheel hangers: As wheel and tire packages become heavier, removing a wheel/tire package, placing it on the foor, then picking it up for reinstallation is a strain on legs and backs. This device

attaches to the lift arm and features a horizontal “peg” that allows you to hang a wheel by its center hole, holding the wheel at lift arm height. Remove the wheel from the vehicle, hang it on the “back saver,” slip it off the peg and install on the hub without the need to handle the weight by bending to and from the foor. The peg features a nylon bump-stop to prevent the wheel from slipping off. As examples, Mohawk refers to theirs as a “Back-Saver,” and Rotary Lift calls theirs a “Wheel Wing.”

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The Tech Bench Tire grabbers: Instead of lifting the vehicle from its frame/belly, with the simple bolt-on addition of tire adapters, the vehicle can be lifted by its suspension without contact to the undercarriage.

This provides several advantages, including avoiding scratches on a restored vehicle’s undercarriage, easier location of the arms, and it reduces arm obstructions, gaining easier access to undercar areas.

Door guards: Accidentally banging a customer’s door into a lift post is always embarrassing. The placement of a simple foam pad onto the posts safeguards against door dings.

Laser spotters: When aligning a vehicle with a single technician, it’s sometimes a challenge to properly center the vehicle left/right on the frst attempt. A laser spotting guide is an option offered by some makers (citing Rotary as an example) that projects a green laser line in the middle of the bay.

The driver/technician drives between the posts, aligning the center of the hood or dash to the laser line.

Another fairly new innovation is the battery-powered twin-post lift. While it’s not the purpose of this article to tout

specifc brands, Rotary Lift’s Shockwave is an example, operating on DC power with a built-in charger, eliminating the need for 220V wiring.

Advantages include use of the lift in the event of a power outage, and reportedly faster up/down speeds.

LIFT MANUFACTURERS Bend Pak/Ranger 1645 Lemonwood Dr. Santa Paula, CA 93060 800-253-2363 www.bendpak.com Challenger Lifts 200 Cabel St. Louisville, KY 40206 (800) 648-5438 www.challengerlifts.com Maha USA LLC 2404 East Highway 134 Pinckard, AL 36371 (866) 624-2872 www.maha-usa.com Mohawk Resources Ltd. 65 Vrooman Ave. Amsterdam, NY 12010 (800) 833-2006 www.mohawklifts.com Rotary Lifts 2700 Lanier Dr. Madison, IN 47250 (800) 640-5438 www.rotarylift.com

Courtesy of Mohawk

Stertil-Koni USA 200 Log Canoe Circle Stevensville, MD 21666 (800) 336-6637 www.stertil-koni.com

Speed ramps are easily added to a twin-post lift’s arms. This can ease lift arm placement, often eliminating the need for a technician to get on his knees or back to place the lift pads.

American Lift Institute (ALI) PO Box 85 Cortland, NY 13045 (607) 756-7775 www.autolift.org ●

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Connections

Alternator decouplers Servicing these vibration-reducing pulleys

By Bob Weber

Correction: A new generator with decoupler pulley and reduced damping accessory hevrolet dealer technical service buldrive tensioner was implemented for all letin 99-06-04-029A stated: Corvettes with automatic transmissions at Condition: Some customers may 2001 SOP (start of production). The generacomment on an intermittent accessory drive tor with decoupler pulley was used only rumble noise when performing a garage on Corvettes equipped with an automatic shift and/or during parking lot maneuvers, transmission. The reduced damping accessuch as turning the steering wheel to the sory drive tensioner is used on all 2001 lock position. This noise may also occur Corvettes. when turning on the air conditioning at That was then, this is now. Fourteen years idle conditions. later, we are seeing more vehicles coming Cause: Engine idle speed may drop below from the factory with alternator overdrive 600 rpm while performing a garage shift, decouplers (AODs). Meanwhile, millions of turning the steering wheel to the lock posi- the decouplers have been in service, weartion, or turning on the air conditioning. ing out and showing up for replacement.

This noise may be amplifed by a large rate Car, and many light truck, interiors have of change in engine rpm. This condition can become havens from the outside world. also be aggravated by different low engine Some argue that it has become too much so rpm driving conditions. and reached the point of drivers ignoring

Courtesy of Litens Automotive

C

The illustration above shows the evolution of automotive charging systems.

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Connections

Over-running alternator decouplers The frst versions of over-running clutch pulleys were simple one-way clutches. They turned in one direction, but not the other.

They were called alternator over-running clutches (AOCs) or alternator decoupler pulleys (ADPs).

The latest version, the over-running alternator decoupler (OAD) differs from earlier components by having a spring inside that absorbs torsional vibrations (base engine vibrations). Most techs just call all of these devices pulley clutches. However, there are differences and the various styles are not interchangeable.

Simple, one-way clutches allow the alternator pulley to continue spinning when the engine is shut off and during shifting. This helps prevent the belt noise and chirping that often occurred when the belt stopped, but the alternator tried to keep spinning.

After all, there is a lot of mass on a highoutput alternator rotor that wants to keep rotating. The higher the alternator output, the more massive the rotor and the more inertia.

Engines suddenly decelerate when switched off. But the mass inside the spinning alternator resists stopping. This happens not only when the engine is switched off, but also when any sudden change in engine speed occurs, such as when the transmission downshifts into passing gear or whenever the driver aggressively shifts gears at wide-open throttle.

Sometimes, the problem occurs during slow speed maneuvers such as parking or when the air conditioning compressor kicks on at idle, particularly when the transmission is in drive.

One of the advantages to carmakers is that the OAD allows them to use narrower drive belts and lower reduced effort belt tensioners. This reduces the bearing load on the other components such as the air conditioner compressor, power steering pump,

water pump and idlers. Improved fuel economy from lower idle speed and reduced parasitic loss is another beneft.

“The OAD is the device absorbing the energy in the belt drive and, as such, is a wear item. It is the punching bag for the accessories,” says John Lussier of Tendeco Sales Inc., which distributes OADs in North America.

The frst over-running alternator pulley was installed on a 2000 Opel in Europe.

That was followed in North America by the trio of Chrysler minivans: Voyager, Caravan and the Town & Country.

Today, there are over 52 million vehicles equipped with OADs. Industry experts predict that that number will climb to 160 million by 2018.

Currently, 95% of all Toyotas have OADs; 100% of Chrysler’s 4-cylinder and V-6 engines have them. All of GM’s engines currently

Photo by the author

the primary job of driving. But that is an issue for another story. Suffce it to say the motorists will not abide unwanted noises, especially in high-end vehicles.

Look closely at this photograph. The cap protruding from the nose of the Jeep Renegade alternator means that it has an over-running alternator decoupler (OAD).

under development will come equipped with them. Ditto for Hyundai and Kia. Why don’t all engines have over-running alternator decouplers? Probably due to cost.

A carmaker that looks to save a few pennies on an unnecessary bolt must be convinced that the component is worth it.

Traditional pulleys, whether driven by a V-belt or multi-rib belt, are attached to the alternator with a nut. OAD pulleys have a fange on the front that sticks out past the belt grooves. OADs are attached to the alternator shaft with a bolt, usually an “Allen” or Torx type. You will need special tools to diagnose or replace these pulleys.

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Connections What makes the OAD different is a spring inside that absorbs torsional vibrations.

Think of it as a “suspension system” for the alternator. It smoothes out the pulses, the speed-ups and slow-downs in belt velocity.

As you know, the crankshaft speeds up and slows down between power strokes causing torsional vibration. This conditions smoothes out at higher rpms, but is very noticeable at low rpms, especially on smaller engines or engines that feature selective cylinder-kill.

The internal torsion spring design is patented by Litens Automotive Group of Toronto, Canada. Replacement OAD pulleys are available from Gates, Veyance (Goodyear), Schaeffer (INA) and Advance Auto Parts.

As you know they also are available from the automobile dealerships’ parts departments, but you may want to compare prices.

The aftermarket companies mentioned above sell OEM quality components.

Installer beware Beware of counterfeit parts. According to Tendeco, “... a number of global distributors and installers contacted us regarding our 2.0L VW/Audi timing belt tensioner. The complaints have focused around diffculties during installation. All the samples submitted were counterfeit parts produced using recognizable brand names as well as the OE logos and part numbers.”

Also, install only quality remanufactured alternators. The selected OAD must be tuned to the application. Using the wrong replacement will almost certainly result in a comeback. Be suspicious of any rebuilt alternator with a substantially low price.

Beware that many times alternators are unnecessarily replaced, when simply replacing the clutch pulley will solve the problem at less expense. In the aftermarket, OAD prices range from about $50 to $120, depending on application. Labor, however, can run from less than a half-hour to

Circle 133 on Reader Service Card

Circle 134 on Reader Service Card

Illustration courtesy of INA

Illustration courtesy of Litens Automotive

Connections

Here is a cutaway view of an alternator overrunning clutch (AOC) pulley.

This cutaway view shows an OAD pulley. Note the torsion spring (area in gold color).

several hours. Be sure to consult your labor guide before giving a quote to the customer.

Corvettes and many Toyotas are among the easiest to replace. Chrysler minivans fall somewhere in the middle. However, the Dodge Caliber and its kin (Avenger, Sebring, Compass and Patriot) are among the most diffcult. The air conditioning compressor is in the way and access is from below. Experts recommend replacing the OAD at the frst indication of any noise or vibration on these vehicles.

switch off the ignition. The alternator’s rotor should coast down for up to 10 seconds and if you hear a buzzing sound, the OAD bearing is probably shot.

Using the appropriate special tools for the application, hold the pulley stationary and rotate the alternator shaft both ways while noting how it feels. The OAD should rotate smoothly in one direction with a bit of spring-back when you relax. If it will not rotate in either direction, rotates in both directions, or if there is roughness while turning, replace the OAD.

Diagnosis is fairly simple: look, listen and feel

Replacing the AOD

Look at the belt while the engine is running. It should not be futtering, but running smoothly throughout its circuit.

Look at the belt tensioner. It should not be futtering, dithering or vibrating excessively. Look for signs of grease around the pulley indicating a bad seal. If you can get a view inside the alternator, the rotor should continue to spin down when you shut off the engine. If the charging system warning indicator is on, the OAD may be the culprit, not necessarily the alternator.

Listen for belt rumble while the engine is running which usually indicates a problem with the OAD. With the transmission in park (neutral for manuals) and the parking brake applied, have an assistant rev the engine up to 2,500 to 3,000 rpm then

There are three different ways to replace a clutch pulley and apply to both the alternator overrunning clutch (AOD) and overrunning alternator decoupler (OAD).

The frst, and easiest, requires the special tools. This method is the quickest and can be done with the alternator in the vehicle in many cases.

Pop the protective cap from the end of the pulley. Some can be pried off. With others, you need to pierce the cap with a pick or small screwdriver and then pry it off.

Holding the pulley shaft with the proper tool, rotate the alternator’ rotor shaft with a box-end wrench. Once it is free, simply spin off the pulley by hand. Spin the new pulley onto the alternator shaft then install the attachment bolt using the same special

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Connections tools. Caution: you MUST tighten it to the specifed value (usually about 65 ft.-lbs.) using a torque wrench.

The second method requires you to remove the alternator from the vehicle and remove the rear housing from the alternator. You then clamp the rotor in a vice.

This eliminates the need for special tools, but complicates the job unless you are also rebuilding the alternator at the same time.

Be careful not to damage the rotor or fan.

The third method requires an impact wrench and torque stick. Place the alternator in a vice and hold the pulley by hand or with a band wrench. With the impact on its highest setting, pull the trigger two or three times. The pulley’s shaft will turn, but with a little luck the impact will turn faster.

This method is the least desirable. And, it is hard to get the proper torque when installing a new pulley. You also risk damaging the rotor or new clutch pulley.

However, this is the only method that works with many Mitsubishi Electric alternators, since most do not have a typical installation feature on the end.

This method also requires you to reset the OAD clutch after installation. To do so, rotate the shaft in the overrun direction at least two times by hand until you can feel the spring force.

Finally, install the new cap that comes with every OAD pulley. Many cavities are now grease flled and without the cap, it could get quite messy under the hood.

Multi-rib accessory drive belts were commonly made of neoprene and generally lasted about 50,000 miles, but since the mid-1990s, drive belts have been made of EDPM and can last up to 100,000 miles. The key words here are “up to.” Check the belt, tensioner and clutch pulley every 50,000 to 60,000 miles.

Since the OAD, belt and tensioner are a system, it is a good idea to replace them together.

They likely have the same time and mileage on them, so do your customer a favor and prevent a future breakdown due to a weak charging system or broken belt. At the very least, inspect these components whenever a belt is replaced. ●

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...and proud of it!

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Circle 136 on Reader Service Card

62 | September/October 2014

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Circle 137 on Reader Service Card

Tool Review

CP7732 impact wrench An ultra-compact workhorse Text and photos by Mike Mavrigian

I

t seems as though every pneumatic tool maker these days is offering a compact version within their impact wrench lineup. Another welcome entry in this increasingly popular market is Chicago Pneumatic’s CP7732. This model features a 1/2-inch drive, while its cousin, CP7731, features a 3/8-inch drive. Here we’ll review the 1/2-inch drive model.

When a new tool is introduced by a maker with the reputation of Chicago Pneumatic, you naturally expect high quality and superb design. The CP7732 is certainly no exception. In short, it does not disappoint.

The frst aspect that pops out is the size: The main body measures a scant 4.4 inches in length, which provides the obvious beneft of being able to work in tight confnes.

The other feature that you’ll immediately notice is the color. While color has nothing to do with function, the reddish/orange body is distinctive and instantly draws your eyes to this little beast. For any shop that stocks multiple air tools (and in many cases, the shop’s arsenal of air tools may be jumbled in a heap on a common shelf), the color stands out in a crowd and screams for your attention. As a result, this little workhorse may become one of your “go-to” tools.

In accordance with its compact profle, the weight is a mere 2.9 lbs. While size and weight alone seem attractive, the design of the grip, trigger and forward/reverse control is as ergonomically sweet as you’d

The CP7732 measures a scant 4.4 inches long at the head, ideal for tight spaces.

like. The grip is comfy, the trigger is nice and broad, with no sharp edges to dig into your fngers, and the forward/reverse lever is conveniently located immediately behind the trigger for easy one-hand operation. The speed dial is incorporated behind the trigger as well, with clearly marked white-on-black 1, 2 and 3 markings, with a nice, big white arrow on the directional lever. The reason to pick a compact smallprofle gun in the frst place is to use it in confned spaces. The intuitive one-hand operational features complement the size, with no need to use a second hand or to reorient your working hand to change wrench direction.

Construction features include a steel front and a lightweight aluminum body.

Operational features worthy of note is the mind-numbing 450 ft.-lbs. maximum torque capability in reverse, a free speed of 9,000

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Tool Review rpm and a working torque in forward of 102 to 310 ft.-lbs.

Average air consumption is 5 cfm, rated for use with a minimum 3/8-inch air hose.

Noise level is a very tolerable 95 db.

The socket wrench retainer is a heavyduty friction ring. While I’ve had issues with bargain-basement air tools in the past that use a friction ring (loose ft and/or brittle material resulting in too-tight socket ftment and diffculty in removing sockets; or rings snapping and breaking loose, The forward/reverse selector lever on the leaving you with no socket retention), CP7732 impact wrench is located behind the the friction ring on the CP7732 fts well, trigger and is easily thumb-accessed. making socket installation and removal easy while providing a very secure retention, and it seems robust enough to eliminate any worries of long-term ring fracture.

Our in-shop experience We played with the CP7732 on a number of vehicles, with applications ranging from removal of old, rusted and extremely stubborn bolts to servicing fasteners in ridiculously tight, cramped spaces.

The wrench is small enough to go where no power tool has gone before, and the

The speed/oomph selection offers three settings. The selected speed aligns with the pointer on the forward/reverse lever.

relatively light weight and ergonomically designed grip didn’t play havoc on our arm and shoulder muscles.

When switched to the reverse mode (I call it the “happy switch”), it made short work of even the most argumentative bolts. Aside from placing the compact monster into place, it did all of the work for us without a whimper, and seemed to beg for more. I’m not certain of the makeup of the red body fnish, but the aluminum body appears to be powder coated. After our tryouts, greasy/grimy fngerprints wiped off easily to return it to a like-new appearance.

As we expected in the beginning, it did not disappoint. ● MANUFACTURER INFORMATION We tried the wrench in a number of cramped spaces on various vehicles in our shop. Its small size allowed excellent access.

Chicago Pneumatic www.cp.com

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Advertiser Index

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

Advertiser 31 Incorporated ACDelco ACDelco Tools ADVICS North America Inc. Aftermarket Auto Parts Alliance Inc. Aftermarket Auto Parts Alliance Inc. Airtex Products LP AISIN World Corp. of America ANCO Arnott Inc. Auto Care Association Autopromotec Blackburn’s Hubcap & Wheel Solutions CARDONE Industries Inc. CARQUEST Auto Parts Champion Chicago Pneumatic Tool Company Drew Technologies Eastern Manufacturing Inc. Federal-Mogul Motorparts Federated Auto Parts Ford Parts Ford Parts GMB North America Inc. Hennessy Industries Inc. Homak Manufacturing Idemitsu IMC Parts KYB Americas Corporation Lisle Corporation Mahle Aftermarket Inc. Mahle Service Solutions Midtronics Inc. Mohawk Lifts Nissan North America Inc. O’Reilly Auto Parts Parts Plus PGM Recovery Systems Philips Automotive Lighting Robert Bosch LLC Robert Bosch LLC SKF USA Inc. Standard Motor Products Inc. Tracer Products VDO OE Replacement Parts

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The Toy Chest Bosch oxygen sensors Bosch has been a major player in the advancement of oxygen sensor technology and offers oxygen sensors for many Asian, domestic and European applications. Bosch Wideband Air/Fuel ratio sensors utilize a more sophisticated sensing element that enables them to measure exhaust gas oxygen accurately from as rich as 9.0:1 to as lean as free air. Each sensor is 100% exhaust tested for reliability and features a double laserwelded stainless steel body to protect against contamination and ensure long life.

ROBERT BOSCH LLC Circle 150 on Reader Service Card www.aspquiklink.com/15150

Wolverine twill work shirt Wolverine says its flameresistant twill shirt meets ASTM F1506 and OSHA 29 CFR 1910.269 standards. The shirt is made with Milliken Amplitude fame-resistant fabric, fame-resistant Nomex thread and Melamine buttons. It has a button-down style with one chest pocket with a Wolverine FR label, button and pencil-slot opening, a locker loop on the back yoke with a center back pleat allowing for additional range of motion, tripleneedle topstitching for durability, rolled shoulders and an extended shirt tail bottom. The shirt is available in gray, khaki, blue and navy and in sizes S to XL.

WOLVERINE WORLDWIDE Circle 151 on Reader Service Card www.aspquiklink.com/15151

SOLAR battery load tester Clore Automotive’s SOLAR Model No. 1874 500 amp carbon pile battery load tester offers reliable battery testing capabilities for heavy-use battery service environments. It provides continuousduty battery testing for 12V batteries up to 1,000 CCA and features a variable load capacity from 0 to 500 amps. The 1874 enables easy assessment of battery state of charge, battery capacity,

starter draw and charging system output. Large ammeter and voltmeter displays enable accurate load control and give test results in simple pass/fail zones.

Large, heavy-duty clamps penetrate battery corrosion for accurate readings.

CLORE AUTOMOTIVE Circle 152 on Reader Service Card www.aspquiklink.com/15152

Arnott air springs for 2004-2010 BMW 5 Series wagon Arnott has introduced a new left rear or right rear air spring for the E61 chassis 2004-2010 BMW 5 Series wagon with self-leveling rear suspension. The part is backed by Arnott’s limited lifetime warranty. A detailed installation manual is included to ensure a quick, safe and successful remove and replace procedure. Arnott’s new air spring features a Continental ContiTech air bladder, heavy-duty crimping rings and high-impact plastic resin top and bottom pistons. The air spring replaces OE BMW air springs on vehicles with and without sport suspension. Arnott recommends replacing air springs in pairs.

ARNOTT INC. Circle 153 on Reader Service Card www.aspquiklink.com/15153

Idemitsu automatic transmission fuids Idemitsu application-specifc automatic transmission fuids are engineered for the exact friction materials and pressure settings of Honda, Mazda, Subaru, and other import transmissions, including new CVT technologies.

Idemitsu ATF uses the same lubricant technology as that of the vehicle manufacturers. The company’s ATF meets or exceeds OE heat, wear, friction and extended drain requirements.

IDEMITSU LUBRICANTS AMERICA CORP. Circle 154 on Reader Service Card www.aspquiklink.com/15154

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The Toy Chest Coats Vero Series V200 balancer The Coats Vero Series V200 wheel balancer reduces balance-related comebacks with Coats’ Direct Drive technology and ProBalance Technology. Coats’ ProBalance Technology is a balancing algorithm and unbalance correction methodology that minimizes both static and couple unbalance. The industrialgrade touchscreen interface standardizes wheel balancing into a step-by-step process with an intuitive “No Touch” interface. The V200 helps you do the job right the frst time, every time, says Hennessy. The V200’s Direct Drive technology holds a 10-year warranty.

hensive, full-color data report sent directly to your smart device to share with your customer.

The internal 9V battery allows testing of deeply discharged batteries. It is compatible with both iOS and Android devices.

OTC/BOSCH AUTOMOTIVE SERVICE SOLUTIONS Circle 157 on Reader Service Card www.aspquiklink.com/15157

High torque pistol impact wench

Chicago Pneumatic Tool Co.’s lightweight CP7748 and CP7748-2 (with its 2-inch anvil extension for use with fip sockets), are economical and powerful 1/2-inch HENNESSY INDUSTRIES INC. impact wrenches with 922 ft.-lbs. of Circle 155 on Reader Service Card removal torque, a durable twin hammer clutch www.aspquiklink.com/15155 and comfortable molded grip. The power and direction controls have been moved to the rear Ken-Tool truck tire service set and the reduced sound (93dBA) and vibration The T11ES bead breaking wedge with safety (7.4 m/s2) levels of the CP7748 can help reduce handle and T35 wood handled rubber and operator fatigue. steel-faced tire hammer CHICAGO PNEUMATIC TOOL CO. have been added to Circle 158 on Reader Service Card Ken-Tool’s Deluxe Blue www.aspquiklink.com/15158 Cobra Truck Tire Service Set. The T11ES features a painted and textured handle, which provides a slip-resistant grip.

Also included is Ken-Tool’s Blue Cobra demount tool, a T45A classic tire iron and double end tire spoon to make mounting the new tire a breeze when used with Ken-Tool’s Aluminum C-Lok Bead Holder and Euro Paste tire lubricant. The set is safe for use on aluminum, chrome and steel wheels.

AutoEnginuity ScanTool 12.3 KEN-TOOL AutoEnginuity’s ScanTool 12.3 vehicle diagnosCircle 156 on Reader Service Card tics system for the Windows platform improves www.aspquiklink.com/15156 overall coverage and features enhanced Ferrari 599/612 and Maserati Gran Turismo and QuartroOTC Smart Battery porte coverage. Also included are coverage Tester improvements for Mercedes, Mazda and Nissan.

With OTC’s Smart Battery Features also include added Maserati Gran Tester, in less than three Turismo and Quartroporte instrument cluster, minutes you can test a ve- airbag and automatic gearbox system support. hicle’s battery and starting AUTOENGINUITY LLC and charging systems. You Circle 159 on Reader Service Card also will receive a compre- www.aspquiklink.com/15159

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The Toy Chest Delphi mass airfow sensors

include 263 MOOG Asia-Spec control arms and assemblies for such global nameplates as Delphi Product & Service Acura, Honda, Hyundai and Toyota. Also availSolutions now offers fve able are 74 new MOOG Euro-Spec control arms new mass airflow (MAF) for late-model applications from Audi, BMW, sensors that cover nearly Mercedes-Benz and other European vehicle 1 million vehicles built from 1990 to 2013. Ap- manufacturers, and 160 additional control arms plications cover vehicles including Nissan, Audi, for a wide range of domestic passenger vehicles.

Toyota and Infniti. When a Delphi MAF sensor FEDERAL-MOGUL MOTORPARTS is used in combination with Delphi oxygen sen- Circle 162 on Reader Service Card sors, the engine’s air/fuel ratio can be controlled www.aspquiklink.com/15162 much more accurately. All parts are tested and calibrated to OE standards.

K-Tool tin snips DELPHI PRODUCT & SERVICE SOLUTIONS K-Tool International (KTI) has added Circle 160 on Reader Service Card 8-inch tin snips to its extensive offerwww.aspquiklink.com/15160 ing of specialty tools. The KTI72380 tin snips are constructed of one-piece drop-forged high carbon steel. Designed for cutting straight and wide curves to the left or right, they have induction-hardened cutting edges 54-58 HRC. The cutting blades open to approximately 4 inches and cut up to 0.6 mm cold rolled steel or 0.41 mm AISi-304 stainless Philips replacement headlamps steel. They have a cushioned handle with smooth Philips Automotive North America, a division comfortable bows for ease in use and safety. of Royal Philips, has released its new line of The tin snips are covered by a lifetime warranty.

Philips LED headlamps for direct replacement K-TOOL INTERNATIONAL applications on a wide range of vehicles with Circle 163 on Reader Service Card traditional 5 x 7 in. rectangular and 7 in. round www.aspquiklink.com/15163 sealed beam headlamps. These new DOT-compliant LED headlamps feature the same Philips Rotary Lift Shockwave LUXEON Altilon LED technology used in the Rotary Lift is expanding its Shockwave-equipped latest luxury vehicles to deliver high-powered line of vehicle lifts to include four-post models, lighting performance, exceptional styling and providing technicians long lasting durability. substantial time savPHILIPS AUTOMOTIVE NORTH AMERICA ings and improved serCircle 161 on Reader Service Card vice bay productivity. www.aspquiklink.com/15161 The company’s Shockw a v e t e c h n o l o g y, which already drives two-post and in-ground lifts, is now available on 14,000 lb. capacity SM series and AR series four-post lifts. The 14,000 lb. capacity lifts can handle cars, vans and light trucks through Class MOOG replacement control arms 3. With Shockwave, the lifts can reach full lifting Federal-Mogul Motorparts, a division of Federal- height in just 35 seconds; descent takes only Mogul Holdings Corp., has introduced 497 new 18 seconds.

MOOG replacement control arms and assemblies ROTARY LIFT covering millions of late-model Asian, European Circle 164 on Reader Service Card and domestic passenger vehicles. The new parts www.aspquiklink.com/15164

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The Toy Chest Lisle disconnect set Lisle’s 39850 Master Plus Disconnect Set offers the most popular disconnect tools in one handy molded case. The set includes tools for fuel line quick connect and spring lock couplings, air conditioning line couplings and transmission oil cooler connectors. All disconnect tools are also available individually.

LISLE CORP. Circle 165 on Reader Service Card www.aspquiklink.com/15165

Four Seasons condensers

response and contrast, ensuring that every leak glows brightly. Powered by three AAA batteries, it has a 100,000-hour LED service life.

TRACERLINE PRODUCTS Circle 167 on Reader Service Card www.aspquiklink.com/15167

ACDelco impact wrench ACDelco Power Tools has introduced ETC (Electronic Torque Control) tools. The ARI2060 1/2-inch Super-Torque impact wrench with digital clutch is designed specifcally to prevent the risks of over-torque or unbalanced tightness for wheel applications. With fve preset torque settings, plus another setting at maximum, technicians control torques easily by a pre-programmed digital clutch just at their fngertips. The package includes: 2 x Li-ion battery packs, a charger and a carrying case.

Four Seasons is offering a high quality line of ACDELCO POWER TOOLS condensers that is priced competitively and Circle 168 on Reader Service Card built to OE standards with enhancements that www.aspquiklink.com/15168 professional technicians will appreciate. The initial launch includes 351 condensers that cover over 80% of all applications through 2013. All of the condensers are available on the e-catalog lookup on the Four Seasons website.

FOUR SEASONS INC. Circle 166 on Reader Service Card www.aspquiklink.com/15166

Airtex Spanish Fuel Pump U

Tracerline leak detection kit

Airtex Fuel Delivery Systems has launched the Spanish version of its www.FuelPumpU.com technical training website, an award-winning online resource offering real-time educational assistance, as well as current and in-depth information and fuel pump replacement support. Technicians can now visit the website for a myriad of technical resources and videos on diagnostic training and fuel delivery education in the language of their choice.

The Tracerline EZ-Ject A/C and Fluid Kit is a complete leak detection kit that pinpoints all air conditioning and fuid leaks quickly and effectively. The kit features the OPTI-PRO — a cordless, “true UV” LED leak detection fashlight AIRTEX FUEL DELIVERY SYSTEMS with power comparable to high-intensity 100- Circle 169 on Reader Service Card watt lamps. It provides optimal fuorescent dye www.aspquiklink.com/15169

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The Toy Chest Bartec update adds three TPMS sensors The latest software update from Bartec USA adds three programmable aftermarket TPMS sensors to its replacement solutions. Tool update 51 includes the ability to program Alligator sens.it sensors, Huf IntelliSens sensors, and Integrated programming of Cubelec sensors using the Tech500 tool.

Until now, programming of aftermarket sensors from 31 Inc. (Smart Sensor), Dorman (Multi-ft), ITM (Uni-Sensor) and Pilot required a separate sensor programmer. The company’s software update enables each sensor to be programmed with the Tech500.

BARTEC USA LLC Circle 170 on Reader Service Card www.aspquiklink.com/15170

CARDONE electronic throttle bodies CARDONE has introduced 48 A1 CARDONE remanufactured numbers and 21 CARDONE Select new part numbers, including the electronic throttle body 67-6014 for 2009-2013 Ford Focus/Transit 2.0L (in photo). Other products include electronic throttle bodies for 2007-2008 GMC Sierra 2500/3500, 2005-2007 Ford trucks, 2005-2012 Chrysler 300, 2010-2102 Dodge Ram 1500 V8, 2006-2008 Hyundai cars and trucks. CARDONE also now has brake calipers for 2013 Ford Taurus SHO Police and 2008-2009 Volkswagen CC/Passat and power steering pump with reservoir for 1994-2003 Oldsmobile/Pontiac with bypass.

CARDONE Circle 171 on Reader Service Card www.aspquiklink.com/15171

Centric Parts brake catalog Centric Parts’ 2014 Fleet Performance Brake Component Application Guide details its complete range of Fleet Performance brake components, which includes rotors, drums, pads, shoes, calipers, sensor wires and wheel cylinders for a wide range of feet vehicles through model year 2014, as well as certain 2015 applications.

Each brake component has been specially engineered and tested to maximize braking performance in a variety of driving conditions including high-mileage and pursuit driving situations.

CENTRIC PARTS Circle 172 on Reader Service Card www.aspquiklink.com/15172

Wagner lighting catalog Federal-Mogul Motorparts now offers an expanded offering of premium replacement headlamps and other high-quality automotive and commercial-vehicle lighting products in the new Wagner Lighting Master Catalog.

Featuring comprehensive lighting coverage for model years 1996-2014, the catalog includes the Wagner brand’s new range of TruView PLUS LED replacement sealed beam headlamps for commercial and vintage vehicle applications.

FEDERAL-MOGUL MOTORPARTS Circle 173 on Reader Service Card www.aspquiklink.com/15173

Motorcraft motor oil for hybrid electric vehicles Ford Motor Co. reports that Motorcraft has launched SAE 0W-20 Premium Synthetic Blend Motor Oil, a premiumquality passenger car motor oil recommended by Ford for 2013 model year and forward hybrid electric vehicles. SAE 0W-20 Premium Synthetic Blend Motor Oil meets engine oil recommendations for Ford, Lincoln and many other equipment manufacturers. Manufactured with a high-viscosity index, premium-quality synthetic/ hydro-processed base oils and performance additives, SAE 0W-20 helps minimize engine deposits and wear, protects against high temperatures, low-temperature gelling, rust corrosion and foaming.

FORD MOTOR CO.

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The Toy Chest Bosch DistancePlus oil flters

KYB Strut-Plus strut assembly

Bosch DistancePlus Oil Filters are high effciency/ high capacity oil filters designed to keep oil clean longer and protect a vehicle‘s engine.

They go the distance to remove more dirt and are designed with greater capacity to hold more dirt.

Plus, they feature greater burst resistance strength than conventional oil filters. DistancePlus flters perform with any formulation of motor oil — synthetic, semi-synthetic or conventional. A silicone anti-drainback valve protects against dry starts and the PTFE-coated gasket seal lasts the lifetime of the flter and provides easy installation and removal.

KYB Americas now offers expanded coverage for its complete strut assembly lineup StrutPlus. Strut-Plus now covers over 70 million vehicles on the road today, including the most popular late-model Toyota, Ford, Honda, GM and Chrysler applications. First introduced in 2008, KYB says Strut-Plus is widely recognized as the highest quality performance-restoring complete strut assembly available anywhere in the world. Since its launch, the Strut-Plus lineup has grown signifcantly by adding vehicle and ROBERT BOSCH LLC corner-specifc part numbers that help restore Circle 176 on Reader Service Card OE designed performance. www.aspquiklink.com/15176

KYB AMERICAS CORP. Circle 174 on Reader Service Card www.aspquiklink.com/15174

SMP mobile parts application Standard Motor Products Inc. has released version 1.0 of the SMP Parts Mobile App for both Android and Apple devices. It is now available for download at the Google Play Store and Apple App Store. The new SMP Parts application features a robust and fexible catalog lookup and the ability to search all SMP brands at once. It allows input by part number and year, make, model and engine, and includes a VIN scanner to make vehicle entry a snap. Plus, every search can be saved for future reference.

Counter persons and technicians can scan the UPC code on any SMP brand box and receive all of the rich content associated with that part number, such as multiple images, installation instructions, videos, part specs, related parts and more.

STANDARD MOTOR PRODUCTS INC. Circle 175 on Reader Service Card www.aspquiklink.com/15175

ContiTech replacement belts CRP Automotive is offering ContiTech replacement belts for applications that use start/stop technology. The new belts, ContiTech Silent Grip and ContiTech Tough Grip, were originally developed by ContiTech to solve specifc problems on major OE applications.

CRP AUTOMOTIVE Circle 177 on Reader Service Card www.aspquiklink.com/15177

TRICO Ice Wiper blades Engineered with a wedge-shaped spoiler, TRICO Ice is designed to distribute even pressure for clearing away snow and ice buildup, and the low-profle contour complements new vehicle models for maximized line of sight. A form-ftted boot guards critical wiper components while providing superior blade fexibility.

TRICO Circle 178 on Reader Service Card www.aspquiklink.com/15178

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