Auto Service Professional - August 2018

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Auto Service Professional ®

August | 2018 | Vol. 8, No. 4

ZIMMERMAN’S AUTOMOTIVE

Blending old-fashioned values with modern technology

Also in this issue

• DIAGNOSING LOSS OF ENGINE POWER • HID & LED LIGHTING TECH • DIESEL ENGINE SERVICE TIPS

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August 2018 • Vol. 8, No. 4

Contents Te c h nical

10 Finding the root cause of engine loss of power symptoms

Tips for restoring vehicles to their peak performance

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and LED lighting 26 HID Understanding the advancements in today’s technology light-duty diesel engines 38 Servicing A primer for dealing with today’s tug-monsters

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B u sin e s s

24 Zimmerman’s Automotive

Service Inc.: ‘Old-fashioned values keeping you and your family safe on the road’

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Departments

4 Straight talk Don’t be duped when it comes to lift inspections

8 Tech tips From BMW mounting bolts to General Motors’ LS engine flywheel bolts

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48 Technical Service Bulletins From a Ford fuse issue to a Chrysler 300 reflash

50 Quick-Link

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Your connection to free information

57 Products New and innovative equipment for your tool chest and shop A ugust 2 018

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Straight Talk

Phony lift labels

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Don’t be duped when it comes to inspections Mike Mavrigian, Editor

Believe it or not, there is at is not affiliated with ALI in any affiliated with ALI and is not least one company performing way. Representation of ALI’s authorized to use the ALI Lift mandatory lift inspections and registered mark on labels such Inspector logo/label. issuing counterfeit inspection as the one in the image attached Apparently, the inspection labels. This practice is not only is not authorized. Automotive firm involved in this deception illegal, but it poses a potential lifts bearing the label depicted had phony inspection labels safety threat to your shop’s should have this label removed made that feature the ALI logo, workers and subsequent liabil- immediately, and the lift should leading shop owners to believe ity issues for you. be re-inspected by a qualified that the inspections were done According to ALI (Automo- lift inspector.” by a legitimate ALI-certified intive Lift Institute), counterfeit According to ALI, to date spector. lift inspection labels have been there have been no reports of To locate the ALI Certified found in shops in New York damage or injury presented Inspector nearest to you, visit City and Long Island, the Directory of ALI with records going back Certified Lift Inspection to at least 2016. Whether Providers at http://www. this is occurring in other autolift.org/find-a-certiareas of the country or fied-auto-lift-inspector/. not remains to be seen.

This reminds me of Per ALI: “In recent someone knocking on months, various vehicle your door asking for doservice lifts have been nations to a charity or reported to display countrying to sell Girl Scout terfeit inspection labels cookies when in fact the bearing ALI’s Certified scam artist has no afLift Inspector mark. filiation with the specific Use of this counterorganization. feit mark unethically Not only do we need leads shop owners, ser- An example of a fake ALI lift inspection label. to be aware of countervice technicians, Department to ALI related to this coun- feit replacement parts that enter of Transportation inspectors, terfeit inspection service. The the market, but now we have to and Occupational Health and fake labels were found in mul- keep our eyes open for phony Safety Administration officials tiple automotive shop facili- equipment inspection services. to believe that an inspection ties throughout Brooklyn, the It’s a shame that we need to deal performed by an ALI certified Bronx, and Long Island that with deceptions of this type. inspector had occurred. These have had their lifts inspected Buyer beware. If an inspection fraudulent labels resemble ALI’s by a particular equipment com- company says it’s ALI affiliated, annual inspection label but have pany in the New York area. That check them out before contractbeen applied by a company that firm, according to ALI, is not ing the service. ■

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Circle 101 on Reader Service Card

WWW.AUTOSERVICEPROFESSIONAL.COM

Resources

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24/7 RESOURCE

3515 Massillon Rd., Suite 350, Uniontown, OH 44685 (330) 899-2200, fax (330) 899-2209 Website: www.autoserviceprofessional.com Publisher: Greg Smith Greg.Smith@bobit.com Editor: Mike Mavrigian Mike.Mavrigian@bobit.com Managing Editor: Lori L. Mavrigian Lori.Mavrigian@bobit.com Senior Editor & Digital Projects Editor: Joy Kopcha Joy.Kopcha@bobit.com Senior Editor: Ann Neal Ann.Neal@bobit.com Art Director: Vince Taroc Vincent.Taroc@bobit.com Production Manager: Karen Runion Karen.Runion@bobit.com Contributors: Jeff Taylor/Diagnostics & Driveability Specialist Bill Fulton/ASE Master Tech Edwin Hazzard/Mobile Tech Specialist

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

Turn to it any time you need the latest technical service bulletins, in-depth technical articles, the newest products and new tool reviews. Our site also features news from suppliers and manufac-

Advisory Board: Dan Paddy/Dan Paddy Service, Seville, OH Frank Dannemiller/Mobile Service & Repair Co., Wadsworth, OH Bob Fall/Fall Automotive Machine, Toledo, OH Scott Gressman/Gressman Powersports, Fremont, OH Greg McConiga/O’Daniel Automotive Restorations, Ft. Wayne, IN Sales: Dan Thornton / djtinc@gmail.com (734) 676-9135, mobile (313) 410-0945 Bob Marinez / Bob.Marinez@bobit.com (330) 899-2200, ext. 2217, fax (330) 899-2209 Marianne Dyal / Marianne.Dyal@bobit.com (760) 451-9216 Customer Service/Subscription Service Phone: (888) 239-2455 / Fax: (888) 274-4580 Email: bobitpubs@omeda.com

turers to keep you up-to-date on what’s happening in the automotive industry.

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

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Auto Service Professional is a Bobit Publication Executive offices: 3520 Challenger St. Torrance, CA 90503 Chairman (1961-2014): Edward J. Bobit CEO & President: Ty F. Bobit Chief Financial Officer: Armand Del Duca VP & COO: Cyndy Drummey

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Circle 102 on Reader Service Card

Te chnical

TECH TIPS BMW starter ground When you’re faced with a nostart condition on a 2006-2013 BMW vehicle equipped with N51/N52 engines, the problem may be caused by poor starter grounding. This may be caused by coatings used on some aftermarket aluminum torque-toyield starter mounting bolts.

In order to avoid this ground issue, always use uncoated starter bolts. An example are the Rein aluminum uncoated starter bolts from CRP Automotive (P/N HWK0039), ensuring a proper starter ground.

Uncoated starter bolts provide superior ground.

Rust equals no stop When a Ford diesel powered truck is on your hoist, take the time to inspect the brake lines, especially the front-to-rear hard line on the left side, under the driver door area. This is prone to rust damage, especially in northern climates where anti-icing chemicals are applied to roads.

Rust can weaken the line to the point where even a moderate brake application can cause the line to burst, resulting in the pedal immediately dropping to the floor. Replacing this line also involves dropping the fuel

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From BMW mounting bolts to General Motors’ LS engine flywheel bolts

tank, so be prepared. The 2002 F-350 Super Duty (7.3L Navistar engine) is a prime example.

Missing A/C connector If you’re trying to figure out why the A/C isn’t working on a 2007 Jeep Compass, you may discover that the wiring harness isn’t plugged into the compressor.

Sounds simple enough, right?

Just plug it back in. However, maybe you can’t find the harness.

Be aware that if the alternator has been previously replaced, there’s a good chance that whoever performed the alternator work has (for whatever reason) disconnected the A/C connector and has accidentally trapped the connector harness on top of the alternator. This is extremely difficult to see due to the cramped quarters in the Jeep engine layout.

Remove the right front wheel well liner and look at the top of the alternator. You may find the connector staring back at you.

Remove the serpentine belt, drop the alternator down, wiggle the A/C connector harness out and plug it back into the compressor. If you’re not aware of the possibility that this harness is trapped (really hidden) above the alternator, you’ll drive yourself nuts.

LS engine flywheel bolts Sometimes, people are simply too lazy to perform simple research to determine bolt sizes. GM’s LS engine series features all-metric threads, and the crank flange

is no exception. The crankshaft flange features female threaded holes size M11 x 1.5. If you order flywheel bolts from a GM dealer, or from a fastener maker such as ARP, you’ll get the correct size.

The problem lies with folks who decide to “find something that fits,” and get stymied when a 10 mm bolt is too small and a 7/17x20 is too large (some misguided folks think that 7/16-20 is interchangeable with M11x1.5, which is not the case). Since 11 mm bolts are not as “common” as, say, 6, 8, 10 or 12 mm sizes, they get frustrated.

Simply look up the specifications (this applies to any engine).

The correct flywheel bolts must be used, not only due to thread

These flywheel bolt holes are 11 mm X 1.5. Be aware that these threaded holes are open to the crankcase. To be safe, apply a bit of thread sealant or medium thread locker to the bolt before installing. size, but because flywheel bolt heads are thinner for clearance issues.

At any rate, if you’re dealing with an LS engine, the flywheel/ flexplate bolt thread size is 11 mm x 1.5 pitch.

Lengths also will vary according to the use of a flywheel or thinner flexplate. ■

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Circle 103 on Reader Service Card

Loss of Power

Finding the root cause of engine loss of power symptoms

W Tips for restoring vehicles to their peak performance

We’ve all dealt with vehicles that enter the shop with a customer complaint of a loss of power symptom. Remember the old days when tune-ups were the norm? How many times in recent years have you had a customer request a tune-up? In addition, how often is it you have a vehicle in with a misfire code and or a lack of power symptom where the odometer readings are six digits long with the original spark plugs? With that scenario in mind, how do we address theses type symptoms unless the secondary ignition system is performing properly?

A few years ago when the Service Technicians Society was still active, we approached the Society of Automotive Engineers and asked for their definition of a tune-up. They responded with the definition of restoring the secondary ignition system to peak performance.

We all know that in most cases with a lack of power compliant, the problem goes well beyond

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By Bill Fulton

the secondary ignition system. In my world we simply scope check the secondary ignition system and note the secondary spark line duration period, and if too short we initially recommend spark plug replacement and secondary leads if equipped.

In my world, how could you justify any further diagnostics if the secondary ignition system is performing poorly?

In an earlier article we covered the diagnostic value of scoping the ignition system, so we will not go into much detail in this article. Having said that, I can assure you that there is more diagnostic information from a secondary ignition waveform than any other automotive waveform.

I have always said that our initial diagnostics begins with verifying the symptom first and foremost. Now that we are focusing on the lack of power type symptom, let’s look at a list of the causes.

CAUSES OF LOSS OF POWER • Lack of fuel enrichment

• Poor performance of the mass air flow (MAF) sensor

• Mechanical integrity of the engine issues

• Torque converter clutch slippage

• Restricted intakes

• Transmission gear hunting

• Restricted exhaust systems

• Network codes from traction control systems, stability control systems or the tire pressure monitoring system which causes the powertrain control module (PCM) to electrically limit the throttle opening

• Excessive spark retard • Rich air fuel ratios • Poor performance of the secondary ignition system

the scan tool. You should see a minimum 80% calculated load value if the MAF sensor is working properly and the engine is breathing properly.

You cannot use this on the GM systems, whereas GM does not use the MAF, throttle position sensor (TPS) and rpm to calculate the load. GM systems use the manifold absolute sensor (MAP), TPS and rpm to calculate the load. The late model GM and Ford systems are now known as hybrid EFI systems whereas Figure 1: When the throttle is snapped shut, the MAP values the engine is equipped with should go well below .5 volts, which is over 20 inches of vacuum. both a MAF sensor and a This would verify that we don’t have a restricted converter.

MAP sensor.

If you have ever noticed, Let’s first begin with determining what type the GM systems will give you the MAF values in of electronic fuel injection (EFI) system the vereal MAF grams per second (GPS) and estimated hicle uses. The MAF type systems are the most MAF GPS. common.

If the MAF sensor is working properly and The typical pattern failure of these systems the engine is breathing properly, these two values are that the MAF sensor will over-estimate the should nearly match each other. air at idle with negative fuel trim corrections, but Whenever this test is used, be sure to use the as the rpm increases the MAF sensor will underrecord mode of the scan tool and lock the transreport the air and the engine runs lean with doumission in first gear to avoid a speeding ticket. ble digit positive fuel trim corrections.

When the tachometer hits 5,000 rpm, and at A good test of these systems is to drive the veWOT, hit the record button on the scan tool. hicle at wide open throttle (WOT) and at 5,000 The speed density type EFI systems were used rpm and note the calculated load parameter on on earlier GM, Ford, Honda and Toyota systems.

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Loss of Power Chrysler systems are still the speed density type EFI systems whereas they use the MAP, TPS and rpm to calculate the load. Speed density EFI systems yield the quickest throttle response, while MAF systems yield the best emission control and fuel economy.

The speed density systems will run rich with a lack of power from problems such as exhaust restrictions, too much EGR or retarded valve timing issues.

All of these problems will cause double digit negative fuel trim corrections as well as a loss of power. Figure 2: On modern CAN systems with electronic throttle control, the PCM will keep the engine in closed loop, and you cannot get Any problem that reduces anywhere near WOT, but you should see the O2 voltage momentarily engine vacuum will shift go above 800 millivolts to confirm enrichment from a MAF EFI the MAP voltage high thus CAN compliant system. Notice also that the downstream O2 causing the PCM to in- sensor voltage mirrored the upstream, indicating enrichment. crease the injector on time and retard the spark timing. downstream O2 sensors are the zirconium verAnother test that can be used on an engine sion. equipped with a MAP sensor is to graph out the Keep in mind that if the O2 voltage goes TPS and MAP sensor with the scan tool and conabove 800 millivolts this only confirms enrichduct a WOT snap test. On initial WOT condiment and not full enrichment since a zirconium tions the MAP will increase, indicating barometO2 sensor can only verify a 14.2:1 rich air fuel ric pressure (BARO) values. ratio condition.

When the throttle is snapped shut the MAP For full WOT enrichment the engine would values should go well below .5 volts, which is over need a 11.5:1 air fuel ratio for full enrichment for 20 inches of vacuum. This would verify that we best torque during a WOT condition. don’t have a restricted converter (see Figure 1 on Also keep in mind that on modern controlthe previous page). ler area network (CAN) systems with electronic Keep in mind on vehicles equipped with electhrottle control, the PCM will keep the engine in tronic throttle control, you will not get anywhere closed loop, and you cannot get anywhere near near WOT without a vehicle speed sensor (VSS) WOT, but you should see the O2 voltage momensignal. tarily go above 800 millivolts to confirm enrichThe initial check for enrichment could be easment (see Figure 2) from a MAF EFI CAN comily done by monitoring the upstream O2 sensor pliant system. with a scan tool.

Notice also that the downstream O2 sensor During a WOT power brake condition the O2 voltage mirrored the upstream indicating ensensor voltage should go above 800 millivolts. richment.

This would only apply to the zirconium type O2 On earlier OBD II systems with cable opersensors and not apply to the five different type ated throttle during a WOT power brake condiwide range air fuel ratio sensors. tion, the O2 voltage will consistently stay above In these cases we could always view the 800 millivolts with enrichment from a speed downstream O2 sensors for enrichment since all density EFI system (see Figure 3).

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Circle 104 on Reader Service Card

Loss of Power When a weak fuel pump is suspected, you may want to perform a fuel pressure test, but how many late model vehicles have you noticed as of late where a fuel pressure test port is no longer available?

Most level A technicians will opt to current ramp the fuel pump using a low inductive current probe interfaced with a lab scope.

The amperage values are directly proportional to fuel pressure. In addition, Figure 3: On earlier OBD II systems with cable operated throttle during the mechanical and elec- a WOT power brake condition, the O2 voltage will consistently stay above 800 millivolts with enrichment from a speed density EFI system. trical integrity of the fuel pump can be determined by analyzing the waveform (see Figure 4).

Notice the initial 23 amp current surge and the loss of current flow across two open commuter bars of the electrical fuel pump.

Also, notice the uneven oscillations once the pump was on line (see Figure 5).

This vehicle came in with a hard starting complaint after an extended cold soak and a lack of acceleration complaint.

The fuel pressure test matched the specs when using a conventional fuel pressure gauge. It would be understandable to see dou- Figure 4: The mechanical and electrical integrity of the fuel ble digit positive fuel trim pump can be determined by analyzing the waveform. values under acceleration.

On gasoline direct injection systems with returnless systems you can read this value via the a lack of power complaint, one important test scan tool. would be to monitor the high side fuel pressure On mechanical returnless systems the conthat is generated by the camshaft driven high ventional fuel pressure gauge would be used or pressure pump. This pump is controlled by the as we stated earlier we can current ramp the fuel PCM. pump with our low inductive amp probe interThe fuel rail pressure during high load and faced with a digital storage oscilloscope (DSO). high rpm will exceed 2,000 psi. Don’t forget Mechanical integrity issues most often will about the low side supply pressure. On electronic set a misfire code or cause the PCM to set mul-

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If a cylinder is low on compression the crank will speed up as the problem cylinder comes up on the compression stroke. The scan data does not give you a compression value, so we just look at the cylinder with a low value.

Another popular test would be to conduct a relative compression test by using a high inductive current probe clamped around the positive battery cable.

This test is done during a WOT cranking condition.

If the clear flood mode Figure 5: Notice the uneven oscillations once the pump was on line. is not available you would need to disconnect the injectors or remove the fuel pump relay to prevent the engine from starting. The peak current oscillations should all be uniform.

This is a relative compression test and will not represent actual compression values. When a low oscillation is indicated, use a synch signal around the #1 plug wire or probe the trigger signal to the number 1 coil on plug (COP) unit.

With the knowledge of the firing order you can easily pinpoint the weak cylinder or cylinders.

Figure 6: Here’s a screen capture of cranking amps during a Figure 6 was a capture WOT cranking test on a V6 engine with retarded valve timing on of cranking amps during bank 1. Notice that every other cylinder shows a lower cranking WOT cranking test on a V6 amps value. Note the #1 cylinder trigger on the bottom left hand trace. With a firing order of 165432 we have identified the engine with retarded valve cylinders on bank 1 with lower cranking amps values from an timing on bank 1. engine with a retarded valve timing problem on bank 1.

Notice that every other tiple cylinder misfire codes. Some modern day cylinder shows a lower cranking amps value. You systems such as found on GM and Ford vehicles will notice the #1 cylinder trigger on the bottom will allow the technician to do a WOT crankleft hand trace. ing compression test using a scan tool. The PCM With a firing order of 165432 we have identimonitors the crank angle values during this profied the cylinders on bank 1 with lower crankcedure. ing amps values from an engine with a retarded A ugust 2 018

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Loss of Power valve timing problem on bank 1. Not enough can be said of the pressure transducers for doing dynamic compression testing. Dynamic compression testing using a pressure transducer hooked to a conventional compression gauge hose and interfaced with a lab scope will allow us to do the standard cranking compression test as well as an idle, cruise and a WOT snap compression test (see the chart in Figure 7).

Notice that the idle compression will be 30% Figure 7: The idle compression will be 30% to 40% of the cranking to 40% of the cranking val- value due to the fact that at idle the throttle plates are mostly ue due to the fact that at idle closed so the engine is simply not breathing much air. the throttle plates are mostly closed so the engine is simply not breathing much air. As we increase the rpm to 1,200 rpm you will notice another slight drop because the throttle plates are barely open and the engine speed has increased while the cruise compression drops slightly.

Notice the chart indicating that the WOT snap values should equal the cranking compression values. In cases of retarded valve timing problems on 1 bank, the idle and cruise compression values will be significantly Figure 7A: Note we can chart the point of exhaust lower. valve opening and intake valve opening.

In addition, we can chart the point of exhaust valve openings (EVO) and the first compression stroke may have followed intake valve opening (IVO) (see Figure 7A). an incomplete intake stroke, By the second burp When doing this test, remove the Schraeder we would be assured a complete intake stroke valve from the compression hose so as to observe would have occurred. all four strokes occurring.

Notice that as more compression strokes ocWhen doing a cranking compression test you cur, the compression values increase. This is what can leave the Schraeder valve in the hose. The enyou will see if the Schraeder valve is left in the gine should be warm and at WOT cranking conhose (see Figure 8 on page 18). ditions. The second burp of compression should On engines equipped with variable valve timbe used for diagnostics. The reason for this is that ing, GM will give you a variance value on both

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Circle 105 on Reader Service Card

Loss of Power the intake and exhaust cams. Most GM engines will allow a spec. of + or – 5 degrees. This parameter is very robust or reliable.

When monitoring this parameter the rpm must be steady.

Note Figure 9 captured from a GM engine with variable valve timing values from all four cams. Notice that the cam variance values are right at zero.

Ford also gives us this parameter but elects to call it “cam error.” The other manufacturers will give you the desired position of the cam and the actual position Figure 8: This is what you will see if the of the cam. You simply have Schraeder valve is left in the hose. to do the math. One tooth off of the timing chain would cause a 13.4 degrees retard.

In cases of exhaust restrictions, the normal procedure to detect excess exhaust back pressure is the use a conventional exhaust back pressure gauge or a vacuum gauge.

We previously mentioned the electronic pressure transducer. Excess exhaust back pressure can be Figure 9: Here’s a screen capture from a GM engine with detected through the spark variable valve timing values from all four cams. Notice plug hole using the pressure that the cam variance values are right at zero. transducer. fuel trim values under loaded conditions points This is done and captured during a WOT snap to the bank with the restricted converter. Keep in test (notice Figure 10, page 20). At the point of mind that you could see the same results from a exhaust valve opening, notice the 19 psi of back retarded valve timing problem. pressure caused from a clogged converter.

Lack of power can also be caused by a drive On MAF equipped engines with dual contrain issue (for example, the transmission). verters, the bank with the clogged converter will Notice a scan tool capture from a vehicle with run rich with double digit negative fuel trim a bucking symptom and lack of power (Figure 12, adjustments, while the bank with no restriction page 22). will run lean with double digit positive fuel trim The top scan graphic shows normal O2 senadjustments under engine loaded conditions (see sor activity and good short term fuel trim values Figure 11). indicating the lack of power was not caused by an The bank that indicates double digit negative engine issue.

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Loss of Power

Figure 10: Excess exhaust back pressure can be detected through the spark plug hole using the pressure transducer. This is captured during a WOT snap test shown here.

The bottom gauges show the torque converter commanded on but notice the black needle on the torque converter clutch solenoid (TCC) slippage parameter indicating a converter slippage problem.

This was all captured using the scan tool.

Poor performance of the secondary ignition system is a leading cause of misfires.

Scoping secondary, in my opinion, is a must. Notice the secondary waveform in Figure 13 on page 22. Figure 11: On MAF equipped engines with dual converters, Notice the spark duration period the bank with the clogged converter will run rich with captured during idle no load condi- double digit negative fuel trim adjustments, while the bank with no restriction will run lean with double digit positive tion indicates a .8 millisecond spark fuel trim adjustments under engine loaded conditions. duration period.

• Lean conditions After the plugs, wires, rotor and • Internal engine noise distributor cap was replaced notice the longer spark duration period which fixed the misfire and lack of power symptom (see Figure 14). NoEarly OBD II systems used a single knock tice the good 1.5 millisecond spark duration pesensor. When the knock sensor becomes active, riod. the PCM will retard the spark timing for all cylOne of the most overlooked parameters is the inders. Some modern day PCMs will retard the spark retard parameter. Causes of excessive spark spark timing for individual cylinders that proretard are as follows: duce spark knock.

In most cases you will have individual cyl• Loss of EGR inder retard parameters that indicate if spark • Excessive high engine temperature retard in occurring. This seems to be an early • Wrong heat range spark plugs problem on the GDI systems from combustion • Carbon build up in the combustion chamber chamber carbon buildup.

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Circle 107 on Reader Service Card

Loss of Power Figure 12: Here’s a scan tool capture from a vehicle with a bucking symptom and lack of power. The top scan graphic shows normal O2 sensor activity and good short term fuel trim values indicating the lack of power was not caused by an engine issue. The bottom gauges show the torque converter commanded on but notice the black needle on the torque converter clutch solenoid slippage parameter indicating a converter slippage problem.

Figure 13: Poor performance of the secondary ignition system is a leading cause of misfires.

Notice the secondary waveform in this illustration. The spark duration period captured during idle no load condition indicates a .8 millisecond spark duration period.

Figure 14: After the plugs, wires, rotor and distributor cap was replaced, notice the longer spark duration period which fixed the misfire and lack of power symptoms. Notice also the good 1.5 millisecond spark duration period.

Keep in mind that a DTC will not exist for excessive spark retard. Normally on initial acceleration you will see a 2 to 4 degrees retard and then good spark advance values will come in as rpm increases.

When viewing this parameter it is always best to view the rpm, TPS and spark retard parameters during a normal acceleration.

There is so much more diagnostic information available when using a pressure transducer coupled to a conventional compression gauge such as docu-

menting the four types of compression tests we talked about earlier. In addition, we can chart when the exhaust valve opens and closes in cases where we have a retarded valve timing issue.

In future articles of Auto Service Professional we can cover the complicated topics of pressure transducer diagnostics as well as vacuum waveform analysis and pressure pulse at the tail pipe.

Look for it!

Until next time, thank you for your commitment to this very resilient industry. â–

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Charging Systems Bill Fulton is the author of Mitchell 1’s Advanced Engine Performance Diagnostics and Advanced Engine Diagnostics manuals. He is also the author of several lab scope and drivability manuals such as Ford, Toyota, GM, and Chrysler OBD I and OBD II systems, Fuel System Testing, many other training manuals in addition to his own 101 Lab Scope Testing Tips. He is a certified

Master Technician with over 30 years of training and R&D experience. . He was rated in the top three nationally in Motor Service Magazine’s Top Technical Trainer Award and has instructed for Mitchell 1, Precision Tune, OTC, O’Reilly Auto Parts, BWD, JD Byrider, Snap- He has instructed for Mitchell 1, Precision Tune, OTC, O’Reilly Auto Parts, BWD, JD Byrider, Snap-on Vetronix and Standard Ignition programs. You may have also seen Fulton in many Lightning Bolt Training videos and DVDs and read his articles in many auto service magazines. He owns and operates Ohio Automotive Technology, which is an automotive repair and research development center.

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SERVICES UP TO

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TO L E A R N M O R E , S C A N Q R C O D E O R V I S I T: W W W. T R AC E R P RO D U C T S . C O M

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Business Profile

Zimmerman’s Automotive Service Inc.

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‘Old-fashioned values keeping you and your family safe on the road’ Mechanicsburg, Pa., located eight miles west of Harrisburg, has a population of less than 10,000.

Founded in 1806, it is known as a small town with a big sense of community — and it drops a huge wrench every New Year’s Eve as a nod to its mechanic roots.

ASP asked Judith Zimmerman Walter, owner of Zimmerman’s Automotive in Mechanicsburg, to tell us about her shop.

“The original Zimmerman’s garage was opened by my dad, Norman Zimmerman, in 1958. The oldest of seven children, he had goals of providing a family income, offering a needed service to the community, and securing flexibility for his time — he also served as a volunteer pastor at a local church.

The shop consisted of one bay and two gas pumps.

“Eventually, my dad enlisted the help of his father, Paul Zimmerman Sr. Their houses were located on the same plot of land as the business.

“In the 1960s, my uncles Paul Zimmerman Jr. and Jay Zimmerman spent their high school afternoons helping out at the shop. Paul and Jay’s daily duties included pumping gas, fixing cars, and working on all types of engines from lawn mowers to farm tractors. By the mid-’70s, both brothers would be working for the shop full-time and joined my father on the ownership team after their dad’s retirement.

“I started working at the company in 1974, performing many different jobs, including pumping gas and accounting duties. Two years later, my dad brought on my husband, Jeff Walter, as a service technician.

“The 1970s and ’80s saw lots of expansion for the Zimmerman family. The business moved in 1975 and saw three separate expansions in the mid-’80s alone. As the business grew in success and in reputation, more and more family members joined to help. Services expanded — and the community grew to depend on Zimmerman’s for quality auto service and repair. In 1986 we began selling quality pre-owned vehicles following requests from customers. In 1994, my brother and

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Zimmerman’s Automotive is a family business, including (left to right), Jeff Walter, Judy Zimmerman Walter, Paul Zimmerman and Jay Zimmerman.

The repair business was started in 1958 and has undergone multiple expansions over the years. It also sells used vehicles.

I joined the ownership team, when our dad decided it was time to retire.

“Company success lead to the ground breaking of our current location in the winter of 1999, and the grand opening in October 2000. The 20,000-square-foot facility includes a 12-bay service shop, a 35-car auto sales lot, and a two-bay quick-lube oil change center.

“Since 1958, we’ve grown and kept pace with ever-changing automotive technology. We added services that will be real assets for our customers, but we never changed the values in be-

ZIMMERMAN’S AUTOMOTIVE MECHANICSBURG, PENNSYLVANIA

Zimmerman’s Automotive is now in a 20,000-square-foot building housing 12 service bays and a two-bay quick-lube oil change center. ing a family-owned business. Trust, respect and integrity define how we do business. Sixty years ago, our dad never dreamed his goal of providing income for his family would grow into a business with 29 employees on the verge of being run by a third generation of owners!

“When you walk into the Zimmerman’s Automotive building, you are greeted by not only the staff at the front desk, but by the pictures lining each wall chronicling the history of the family business. In between numerous candid photos of families, employees and clients, are plaques of industryspecific and community awards won over the years.

“This year is a big year for the family business.

Zimmerman’s Automotive is celebrating its 60th year of business with a community-wide celebration.

In August, we will be hosting our annual car show which includes over 40 cars, food, games, participation of local emergency responders, and lots of fun.”

Does your shop offer general automotive repair or do you specialize?

We offer full-service for all domestic and most foreign makes. We also carry an inventory of used vehicles and offer a quick lube service.

What is your business philosophy?

We are all about family at Zimmerman’s Automotive. We want our clients to feel a part of our family because they trust us with one of their most important assets, their vehicles. We also strive to keep our customers informed and provide them with the basic car knowledge needed to get the best performance out of their assets over the years.

What do customers expect from your shop?

Our customers expect the same from us as we expect from them — honesty and integrity. We firmly believe in family and family values. We

Owners: ........Judith Zimmerman Walter, Jeff Walter, Jay Zimmerman and Paul Zimmerman Year founded ..................................................... 1958 Number of bays:..................................................... 12 Number of certified technicians: Service shop (ASE) ...... 6 Lube shop (AOCA) ...... 5 Number of vehicles serviced per month:............. 725 Average job ticket price: Service shop ........... $415 Lube shop ........... $60 Average spent yearly on tools/equipment:...$20,000 Vehicle makes serviced: ......... U.S., Asian, European

love helping families remain safely on the road, whether it’s through vehicle maintenance, repair, or purchasing a newer car.

Where do you buy your parts?

We source our parts from a number of different vendors. Our main vendors are Fisher Auto Parts and Advance Auto Parts. We have incredible working relationships with both of these companies.

Parts purchases: What influences your parts buying decisions? Rank 0-3.

Price.............................................................. 2 Brand recognition...................................... 0 Perceived quality........................................ 3 Availability/time ........................................ 3 Quality and availability are very important for us. We want to know what kind of warranty the parts are backed with and how quickly we can get them. If a company won’t stand behind their own parts with a decent warranty, we move on.

What is your approach to training?

We firmly believe in continuing education — not only for our technicians (5 are ASE Master Technicians), but also all of our other staff. The automotive world is constantly changing. It is our responsibility to keep up with updated technology, procedures and standards.

How has ASP benefited your business?

ASP is one of the many different resources that aids in our knowledge of the industry. Reading about issues from other shops helps us to be able to push through unique situations. ■ A ugust 2 018

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LED Lighting Systems

HID and LED

lighting

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Understanding the advancements in today’s technology

By Jeff Taylor

A steady evolution of automotive lighting started in the 1980s, when the U.S. government deregulated the use of the standard square and round headlights. This change permitted the automotive manufacturers and their designers to produce more aerodynamic, fashionable and even signature lighting assemblies that would soon be associated with their brands.

But it was not merely the form that changed.

Regular incandescent headlight bulbs changed to halogen. Then HID (high intensity discharge) lighting became popular. Now the trend is to use LED (light-emitting diodes) lighting.

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And even the direction of the headlight’s aim is variable these days, with manually controlled, fixed or static headlights giving way to adaptive or dynamic lighting systems, even on economy models.

Manufacturers are thinking about forward and rear illumination... and LEDs are heavily involved.

Using tungsten to make light The familiar incandescent bulb uses a filament of tungsten in a glass envelope and when current is applied across this filament it heats up and gives

off light. This style of headlight bulb was used in over 80% of all vehicles manufactured up until 2012.

The halogen bulb is an incandescent bulb that contains a small amount of halogen gas that extends the bulbs life to about 1,000 hours under normal use. The incandescent light (halogen included) is cheap to produce but inefficient. The average incandescent halogen bulb will consume 55-65 watts (110-130 watts per vehicle) and only about 10% of this power is making light, while most of the power consumed is making heat.

High-intensity discharge (HID) lamps generate light by creating an arc between two tungsten electrodes inside a special glass bulb filled with Xenon gas. A transformer is required to provide the high start-up voltage needed to ionize the Xenon gas between the electrodes and create a spark.

This spark raises the temperature inside the bulb high enough to vaporize the enclosed metallic salts (classically mercury, but its use is now limited). Once this sequence of events happens, the metallic salts lower the resistance between

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the electrodes that continue to arc and create visible light.

As an OEM light source, HID headlights produce over three times the light output of typical halogen bulbs, allowing improved beam pattern and road visibility, overall lower system wattage (30-42 watts per bulb), higher color temperature (4,200K vs. 3,100K), and longer life (2,000 hours).

On the other hand, they’re more expensive, require electronic controls, and have more space constraints. These have limited HID headlights to a smaller market.

Something more efficient and flexible The HID bulb is more efficient and produces a brighter light then a halogen bulb, but the manufacturers are always looking for efficiency, and if it allows styling, that’s a bonus.

A LED is not a bulb at all. Like all diodes, this two-lead semiconductor diode is polarity specific, allowing current to flow in one direction only.

When a suitable voltage is applied across its connector, it will emit energy in the form of electroluminescence — which we see as light.

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LED Lighting Systems

This 2018 Ford Mustang is using a combination of technologies in its headlights: LED DRL and HID for regular headlights.

Today’s LED headlight assembly will typically consume 15-22 watts of power and will last about 10,000 hours. This is a significant reduction in power consumption, which is very important to car manufacturers trying to achieve their Corporate Average Fuel Economy (CAFE) targets.

This longevity and significant drop in power consumption is something the manufacturers work very hard to achieve. Lower power requirements mean better fuel economy, fewer emission and less electrical load on the alternator.

This savings in power consumption does come at a cost. LED lighting has two issues: LED assemblies are more expensive to produce than the older incandescent lighting, and the light produced by an LED is one directional.

Both issues have been overcome using different methods, but there are many other advantages to using LED illumination over the previous incandescent technology.

Addressing the cost issue

This 2018 Acura shows its signature Jewel Eye Headlight, a full LED headlight assembly.

A taillight like this, on the 2018 Chevrolet Bolt, could not be achieved using traditional incandescent light bulbs.

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The savings in energy consumption across a fleet of vehicles being produced has many manufacturers embracing the use of LED lighting. Many are mixing technologies: using incandescent headlight bulbs for headlights and LED units for DRL (daylight running lamps) or other combinations of new and old technology in lighting, reducing initial manufacturing costs while incorporating the new LED technology for fuel savings. Because 75% of all vehicular driving around the world is done during daylight hours, the use of an LED-equipped daytime running lights system will reduce not only the amount of energy consumed, but also the amount of CO2/ mile produced. The conventional incandescent low beam DRL system consumes 20 times the energy of a comparable LED DRL system.

While the use of incandescent bulbs is still very popular, a major producer of headlight assemblies in North America that produced no LED headlight assemblies in 2012 expects LED headlight assemblies to surpass 50% of their total output in 2018. This unprecedented growth in LED lighting is something that can easily be seen on the roads today.

Focusing the beam Unlike an incandescent bulb that will flood light in all directions, the light that an LED creates is

only emitted in one direction. This means that more than one LED light source is typically needed to give the proper illumination. But this problem can be addressed by using special reflective devices and lenses to distribute, focus and project LED created light to provide the needed illumination.

Toyota tackled this issue on the 2015 Toyota Corolla, the first economy car equipped with LED headlights as standard equipment. The Corolla uses a single 22.6 watt LED with a bifunctional projector for low beam, and a 60 watt HB3 halogen bulb for high beam.

Safety, longevity and colors LED lights are highly resistant to vibrations and they are virtually maintenance free. LEDs can be designed into moisture-proof containments and then used in very severe environments.

LEDs illuminate almost instantaneously, something an incandescent bulb can’t do. This ability to provide instant illumination could be considered a safety feature. It typically takes 0.2 seconds to turn on an incandescent brake light

bulb and that’s not much of a time delay. But that small delay translates to 21 feet of extra road space at 75 mph, more than enough distance to be the difference between a crash and a near-crash.

Another safety aspect is the closeness to natural sunlight that today’s white LED headlights create.

These LEDs generate a beam of light that is very close to the daylight that we receive from the sun. This allows our eyes to see the road and other things illuminated at night in their natural colors and contrasts, something an incandescent bulb typically doesn’t provide.

LEDs can also be made to produce distinct colors; this means it is possible for a multi-color LED to create the red brake light, a white reverse light and an amber signal light all in one unit.

LED turn signals can be made to flash sequentially, creating a running turn signal, or as a single unit, depending on what that manufacturer wants.

LED brake light assemblies can be made to change illumination intensity or flash and pulsate to get a following driver’s attention if the

Automotive lighting

Safety they can see.

Philips upgrade headlights show your customer what’s ahead sooner, so they can see more clearly at night.

Vision, VisionPlus and X-tremeVision upgrade headlights Circle 110 on Reader Service Card

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LED Lighting Systems Style can define a vehicle brand LEDs are lightweight, compact and can be installed in areas that were previously untouchable with an incandescent assembly. Sublimely illuminated door handles, mirror covers that incorporate signals and projection-specific puddle lights are just the tip of the LED lighting iceberg.

Thin strips of LED lighting can now be designed into aerodynamic shapes and even trademarked forms of lighting that can become a vehicle’s signature. LEDs can have a distinctive look both at night and during the day, giving vehicle designers vast possibilities that simply didn’t exist with the older incandescent bulbs.

Cadillac, Audi, Nissan, Dodge and many others now have unique DRL lights that are sculpted into fenders or around headlight assemblies, all giving the vehicle a distinctive look. These lights were standard on $100K-plus hybrids and other luxury models, but now even the more common Nissan Rogue has its own identity just from DRL lighting.

HID diagnostics Even Ford’s pickup truck is using LED technology in the taillights.

This VW power stage was contaminated with water from an access cap being left off. After replacement, the lighting module needed to be recoded to enable the light’s function. vehicle is equipped with a rear-facing camera or other rear object detection device. LED brake lights could be programmed to form a pattern or even change color depending on the vehicle operating state: stationary, turning or driving normally.

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Safety precautions must be followed when diagnosing an HID system due to the high voltages, temperatures and high pressures (a cold HID bulb may have 100 psi in the glass envelope rising to 1,450 psi when at the operating temperatures of 1,292 degrees Fahrenheit) that are used during operation.

HID bulbs that have reached their end-of-life tend to flash or cycle (on and off), change color or just stop functioning. The constant flashing or cycling of a dying HID bulb may result in failed, burned or damaged components.

Most HID service will involve replacement of a burnt-out HID bulb. My failed HID bulb diagnostics frequently start by moving the working bulb to the failed side to verify that it is just a bulb (I know this isn’t always easy). If the known good bulb doesn’t work, it’s a bigger problem that will require further diagnostics, and the customer will be notified.

If the issue is more than a bulb, other parts involved in making the HID bulb function need to be tested. A common test light won’t be used for anything other than checking system fuses, due to the voltages involved, and a scanner may be needed. The ballast, starter, or power stage (the name varies with manufacturers) and the

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LED Lighting Systems

These caps and vents must be intact, clear of debris and properly installed to prevent water and moisture intrusion and condensation. igniter, that may be part of the bulb assembly, or a separate unit need to be tested following the manufacturer’s specific instructions. Again, if possible, moving known working parts to the non-functioning side can be the easiest form of diagnostics.

Many HID headlight systems can generate trouble codes aiding in diagnostics. Some adaptive VW/Audi HID systems can produce as many as 80 trouble codes for each HID unit.

After a bulb replacement, HID diagnostic or component replacement, it’s very important to remember to replace all the covers and seals removed to gain access, sealing up the lenses. Most headlight assemblies (not just HID) have a positive air flow through them when the vehicle is in motion, removing heat and moisture. Not replacing a cover or knocking off a vent tube can lead to condensation, foggy lenses or corroded parts.

Some failed component replacement may not restore full lighting function or turn off dash failure lights until module coding or programming is performed.

VW/Audi products require that the Xenon range light control module be coded, and basic settings procedures followed to remove trouble codes and extinguish dash warning lights after power stage replacement.

module (BCM) or a dedicated lighting control module for operational function.

Diagnosing a non-functioning LED unit will require a scan tool to gain access to the information contained and shared in these modules. The scanner will enable diagnostics, trouble code access and possibly bidirectional control to aid in diagnostics.

Current factory LED technology is robust and if an LED lighting assembly has failed, unit replacement is the most likely repair required.

For example: A non-functioning left LED headlight on a 2015 Acura RLX generating a trouble code B1081 (left side LED headlight malfunction) requires these simple diagnostic steps.

DIAGNOSTIC STEPS FOR NONFUNCTIONING LED HEADLIGHT 1. Clear the code.

2. Turn on the headlights.

3. Wait at least 6 seconds.

4. Does the code (B1081) return?

5. If yes: then replace the left headlight.

6. If no: the issue is intermittent. Check for loose or poor connections.

LED diagnostics Characteristically, LED headlight/taillight assemblies will contain a dedicated module in the actual lens assembly for voltage filtering, voltage regulation and LED operation control. This lens module will be networked to the body control

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Yes, there are diagnostics and codes generated for shorts, opens and failed ground or control circuits, but complete assembly replacement is typical because replacement parts and sub-assemblies aren’t commonly available.

When aiming a full LED headlight assembly, the proper LED must be used. This Acura requires aiming from the center LED, but each model is different.

Aside from the fact that these LED systems are robust, there have been some small pattern failures. Some 2016 Honda Accord headlight failures have been noted as well as some 2016 Mazda CX-5 LED DRL flickering concerns: Complete LED headlight assembly replacement is the fix.

GM has an issue with LED taillights on some pickup and SUV models. These taillights suffer

from an internal board failure that the illuminating LEDs are mounted on (they crack). The GM fix is to replace the entire assembly. These failed lens assemblies can now be repaired by several facilities at a substantial cost savings from the $450 to $900 OE replacement units.

The BMW X3 LED tail light has an issue with the constant current driver (inside the tail light)

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LED Lighting Systems

This screen shot from a Ford Escape shows some of the bi-directional capabilities that are available, which can be used for testing and diagnosis.

This is another screen shot from the Escape, showing how the LED DRL lights can be controlled using a scanner and commanded to the desired duty cycle. for the LEDs. The driver board overheats and melts the connection.

Headlight aiming LED or HID Proper headlight aiming is required for both HID and LED headlights. Some jurisdictions require headlight aiming for yearly inspections or transfer of ownership and understanding how this procedure is properly performed is mandatory.

LED aiming will require a headlight aimer that can handle an LED headlight, so checking the aimers operating manual is important. But you will also need to know exactly what LED you are aiming. Multiple LED headlamp units like the Acura Jewel Eye headlight will have a specific LED light that will be used for aiming. The proper service information is needed to find this out.

Adaptive or active headlights will often require realignment and initialization after replacement or reinstallation after repair. Proper service information, a scan tool (often the factory tool) and possibly other pieces of equipment to perform the procedure may be needed. Special

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aiming equipment or test boards for onboard camera realignment are frequently required to complete repairs. Note that even the setting of the rear toe on some VW/Audi models requires that the adaptive headlight module be reset.

Ensuring that you have all the proper equipment and information before you start a repair can help prevent an illuminated dash warning light or an angry customer.

Technology and the future LED technology is allowing the forward lighting and headlight systems to adapt to road speed, weather conditions and provide the driver with the best possible lighting under varying circumstances day or night, all while producing a light that more closely simulates actual daylight conditions.

Automatic dimming, leveling and even directional headlight systems have been used for some time, but they all have involved some form of motorization for proper operation. Using LEDs chips greatly simplify this technology.

LED matrix headlight or high definition headlights can actively illuminate specific sections of the roadway, pedestrians, road obstacles or brighten road signs for better visibility without hindering oncoming traffic.

Laser headlight technology will likely be next in the natural order of vehicle illumination, and the possibilities are mind boggling. Laser headlights can provide 10 times the luminescence of today’s best LED headlights.

But for now, we’re seeing a huge increase in LED lighting applications, and many predict it will become as popular as the halogen bulb ever was, until the next technology becomes prevalent. ■ Jeff Taylor boasts a 33-year career in the automotive industry with Eccles Auto Service in Dundas, Ontario, as a fully licensed professional lead technician. While continuing to be “on the bench” every day, Jeff is also heavily involved in government focus groups, serves as an accomplished technical writer and has competed in international diagnostic competitions as well as providing his expertise as an automotive technical instructor for a major aftermarket parts retailer.

Discover YOUR difference with a turn-key solution.

1-800-727-8112 Email: ccc@networkhq.org Circle 114 on Reader Service Card

Diesel Engine Ser vice

Servicing light-duty

diesel engines

D

A primer for dealing with today’s tug-monsters Compiled by Mike Mavrigian

Diesel engines, specifically turbo-diesels, are incredibly popular among those “lightduty” truck owners who tow, recreationally or commercially. Whether pulling a tag, fifthwheel or gooseneck car trailer, horse trailer, boat trailer or commercial rig, a big-breathing diesel provides the torque and longevity to get the job done with a reasonable degree of fuel economy.

Diesels are long-living brutes, and with the proper amount of preventive maintenance, serve owners well into the hundreds of thousands of miles.

Late model diesels require increased atten-

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tion because of ever-expanding and evolving management systems due to increased pressure to lower harmful emissions.

While the pursuit of cleaner air is commendable, the emission control systems are not without potential problems which increase the need to avoid common pitfalls.

In this brief article, we’ll provide a few insights and tips on servicing your customers’ diesel-powered light trucks.

Included in this article are various tips provided by APC Automotive Technologies and Standard Motor Products.

A simplified example of the emissions-reducing exhaust system for light/medium duty diesel trucks.

(Photo courtesy of APC Automotive Technologies)

Diesel emissions nomenclature The now-mandated diesel exhaust “after-treatment” is designed to reduce and remove harmful emissions particulates.

DOC: diesel oxidation catalyst. Similar to a catalytic converter in a gasoline engine system, a DOC is designed to oxidize carbon monoxide, hydrocarbons and diesel particulate matter (DPM) to CO2 and H2O. When exhaust temperatures reach approximately 392 degrees Fahrenheit, the catalyst “lights off,” initiating the conversion.

The DOC is the first component in the aftertreatment process. It serves as a flow-through “filter” that begins the oxidation process (regeneration) of cleaning up hydrocarbons and CO, as well as any unburned fuel (and any oil carried by the fuel).

DPF: diesel particulate filter. After the DOC, exhaust enters the DPF, which is intended to grab any exhaust soot that the DOC didn’t oxidize.

Any soot trapped in the DPF is oxidized when exhaust temperature reaches about 400 degrees F. This is referred to as passive regeneration that takes place automatically as exhaust temperature rises. Active regeneration is signaled by sensors when excess particulates build up in the DPF, wherein diesel fuel is injected into the exhaust in order to raise exhaust temperature in the DPF to around 800 degrees F, serving to burn off any remaining soot.

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Diesel Engine Ser vice

2007 and later diesel light trucks feature emissions systems which must be maintained in order to avoid expensive repairs. sively high exhaust temperature and potential turbocharger damage. If ash is allowed to build up, enough can be trapped to harden and plug the DPF. A clue to DPF contamination is shorter regeneration intervals. The DPF can be removed and cleaned (unless clogged to the point of requiring replacement). If the DPF is due for cleaning, it makes sense to also clean the DOC at the same time.

DEF: diesel exhaust fluid (also called diesel emissions fluid). DEF consists of a mixture of high-purity urea and deionized water. Controlled by a “dosing” module, DEF is injected into the diesel engine’s exhaust stream. DEF consists of a mixture of 32.5% high-purity synthetic urea and 67.5% deionized water.

DEF dosing is controlled by the engine’s ECU. When heated, DEF splits into ammonia and carbon dioxide, which is then atomized and vaporized. Once DEF enters the exhaust, the water in the DEF vaporizes, leaving ammonia molecules to travel to the catalytic converter where it neutralizes NOx molecules.

This reaction converts NOx to harmless nitrogen and water, substantially cleaning up diesel emissions.

The EPA has mandated that all on-road diesel-equipped vehicles manufactured after January 2010 must reduce NOx emissions. The most

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common method to achieve this reduction is by injecting DEF into the exhaust path. All dieselequipped vehicles that feature an SCR (selective catalytic reduction) system utilize DEF injection.

SCR: selective catalyst reduction. The use of SCR systems reportedly provides an additional benefit of a 3% to 5% increase in diesel fuel economy. This is a result of enhanced combustion as exhaust temperature rises, especially in the heavy-duty applications. SCR is the final component in the after-treatment system. DEF is dosed into the SCR catalyst, serving to further reduce NOx as oxides of nitrogen pass through the SCR filter.

The regeneration (regen) process is triggered when the diesel particulate filter becomes clogged to the point of entering a threshold where the engine is commanded to over-fuel in order to clean out the filter. The problem is that if the system enters regen and cleans the filter out only to the point that’s just under the threshold, the over-fueling stops, then starts up again soon afterward when the filter becomes contaminated just enough to again trigger regen again. This on/ off repetition causes excessive fuel dilution in the engine oil.

To avoid this, when the regen occurs, keep driving the truck (at 35 mph or greater) until the complete regen has finished, resulting in a clog-

An example of a diesel emissions control system (Delphi system show here). Note that the SCR tank (containing DEF) runs through a heated feed line, using an injector to provide a dose of DEF into the exhaust prior to the SCRF. (Photo courtesy of Delphi)

Some makers, such as Ford, position the DEF fill tube next to the diesel fuel fill. In spite of the DEF fill cap color-coded blue, an inattentive user can mistakenly add DEF into the fuel system, which can cause catastrophic damage to the entire fuel and exhaust system.

free filter. Regen won’t occur again until the trigger threshold takes place, vastly extending the interval times.

The short-cycle regen, if allowed to continue, requires changing engine oil in as little as 2,000

miles. In the process, fuel economy suffers due to the continual cycles of over-fueling.

Editor’s note: The following service tips are provided as a courtesy of APC Automotive Technolo-

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Diesel Engine Ser vice gies. The firm’s technology team has prepared select troubleshooting tips and diagnostic examples of diesel engine faults that can affect emissions and drivability as well as causes of after-treatment device failures. These tips will be helpful to automotive technicians in serving light-duty diesel engines.

Service examples — Diesel engine faults affecting emissions and drivability Example of a DPF (diesel particulate filter assembly) for a Ford application. (Photo courtesy of APC Automotive Technologies)

Here are a few examples of specific faults that can cause emission and drivability issues as well as after-treatment device failures.

Vehicle – 2012 Ford Super Duty 6.7L engine DTCs: P1291 or P1292 Condition — Engine runs very rough with hard starting and/or no start at times.

Shown here are examples of APC’s Durafit filter/converters. DPF (diesel particulate filters) were added to diesels in 2007 and serve to burn off/remove approximately 85% of ash deposits. As filters clog, fuel economy and power will suffer if they reach a point of over-saturation of contaminants. (Photo courtesy of APC Automotive Technologies)

Filters collect exhaust soot. Over time, the soot builds up to the point where regen is triggered to clean the filter. Short stop-and-go driving during a regen can result in only partial cleaning and shorter regen intervals. Once regen is triggered, the vehicle should be operated until the regen process is allowed to complete. (Photo courtesy of APC Automotive Technologies)

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Check points and action steps: • Check for an internally shorted fuel injector.

• Check engine and injector wiring harness for breaks or insulation damage.

• Check continuity between injector wiring and pins and injector body.

• Replace affected injectors and repair wiring as needed.

If no electrical problems are found, check for the presence of diesel exhaust fluid in the fuel system.

Check points and action steps: • Remove the fuel filter from the fuel conditioning module.

• Drain the fuel filter body and filter and let air dry for several hours.

NOTE: If the filter and filter body are covered in a white colored substance, it is contaminated with DEF. • Consult your service manual for full information on the fuel system as well as flushing and component replacement.

Vehicle – 2010 to 2018 Chevrolet Silverado/ GMC Sierra DTC – P2463 Condition — Customer complains that check engine light is on and that truck may have reduced power.

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Diesel Engine Ser vice • Check with the vehicle’s service manual to see exactly how the vehicle needs to be driven to complete the readiness monitors.

The following criteria need to be satisfied to make certain the vehicle can complete the testing procedure, these include.

The DOC (diesel oxidation catalyst) is located before (upstream) of the DPF (diesel particulate filter). (Photo courtesy of APC Automotive Technologies) Check points and action steps: • Check scan tool and see DFP regeneration status.

• Also check to see the last time DPF was regenerated.

NOTE: If the vehicle is equipped with a driver information center display, check to see if a DPF warning message is displayed.

If the DPF status shows that regeneration is needed, or the driver information center displays a DPF message, then manually command a regeneration as the system will not be able to automatically complete a regeneration.

Talk to your customer.

• Ask them about their driving routine.

• Do they drive short trips? Low speeds?

• Is the customer ignoring the DPF message?

Explain to the customer that in order for the filter to clean itself sufficiently, the vehicle needs to be driven over 35 miles an hour until the message clears itself. The system is set up to monitor certain conditions and determine when the filter needs to regenerate. If the filter is not allowed to regenerate, then it will be damaged and require replacement.

Vehicle – 2011 Dodge Ram 3500 6.7L engine DTC – None present Condition – Vehicle fails state smog or emission test due to incomplete readiness monitors.

Check points and action steps: • Check and see if customer has disconnected battery power prior to the emission test. If so, ask how many miles have been driven since.

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• Fuel level at /4 tank or more.

• Battery voltage 12 to 16 volts.

• Coolant temp over 140 degrees F.

Diesel tech tips Following is an array of tech tips from Standard Motor Products’ team of ASE-certified Master Technicians: • Tech tip for Cummins 6.7L turbochargers: Carbon buildup inside the turbo can prevent proper movement of the nozzle and will often set a P2262 insufficient boost code.

• Tech tip for Ford 6.0L fuel injectors: Prior to installing the injector, it is critical to remove any oil or debris that may have fallen into the threaded injector clamp hole in the cylinder head. Failure to do so can cause the injector not to be fully seated, which can lead to compression leakage in the fuel system and catastrophic damage.

• Tech tip for 6.4L piezo fuel injectors: If one of the injectors leaks, the fuel will enter the crankcase and raise the oil level. To check for excess oil, you can “short stick” the oil dipstick.

Simply insert the dipstick partway until the bottom edge of the handle contacts the top of the dipstick tube.

• Tech tip for Ford 6.4L high pressure fuel pumps: If you must remove or install the highpressure lines from the pump to the cylinder heads, take special care to hold the pump fitting in place with a wrench while using another wrench on the line. Failure to do so can result in catastrophic damage to the pump.

• Tech tip for Ford 6.4L horizontal fuel conditioning modules: The PCM cannot monitor the flow of fuel volume supplied from the HFCM to the high-pressure pump.

Restricted fuel filters (or anything else that may limit the flow of low-pressure fuel to the high-pressure pump) can cause catastrophic pump failure, which may result in debris in the fuel rails and injectors.

• Tech tip for Ford 6.0L fuel injection con-

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Diesel Engine Ser vice trol modules: Fuel injection control modules and glows plugs can both cause hard start or rough running on a cold engine. Here’s one way to tell the difference: If there’s white smoke coming out of the exhaust after a long crank, it indicates unburned fuel and points to the glow plugs as the problem. If there’s no smoke, the FICM is the problem.

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Ford 6.4L Powerstroke The 6.4L engine is known for common EGR and DPF issues. The Exhaust Gas Recirculation (EGR) system consists of a pair of EGR coolers and an EGR valve. Exhaust gas enters the lower (horizontal) EGR cooler from the driver’s side exhaust manifold. Exhaust gas then passes through the vertical EGR cooler. This cooler connects to the EGR valve that controls exhaust that enters the intake manifold. The DPF, located near the front of the exhaust system, connects to the

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catalytic converter. Signaled by a series of sensors, the EGR and DPF systems work together to help the engine meet emission standards. Sensors monitor the exhaust gas temperature prior to the DPF, inside the DPF and after exhaust leaves the DPF. In addition, an exhaust back pressure sensor is located on the DPF. When the sensors determine that the DPF has reached a predetermined threshold of soot contamination, the regen process begins, alerting the driver that regen has started.

When regen begins, the EGR valve opens to allow hot exhaust into the engine in order to increase exhaust gas temperature, which in turn raises the temperature of the DPF. At a predetermined trigger point, the engine’s fuel injectors release excess fuel during the exhaust stroke, sending fuel into the exhaust system, which burns soot out of the DPF. Once the filter cleanout trigger point is reached, the regen process stops. Naturally, while regen takes place, fuel economy will be reduced, since extra fuel is being used to clean the filter.

Now for the bad news: Because fuel is being sprayed into the cylinders during the exhaust stroke, fuel wash down and oil dilution occurs.

Even with a properly functioning EGR and DPF, a gallon (or more) of fuel can be introduced into the crankcase, revealed by an overfill on the oil dipstick. For this reason, it’s vital for your customers to understand that the engine oil and oil filter should be changed at least every 5,000 miles. Ignore Ford’s spec of the 10,000 mile oil change interval.

While we’re on the subject of fuel dilution of engine oil, the 6.4L Powerstroke has another potential issue. This engine features a commonrail fuel injection system which includes a high pressure injection pump that pushes as much as 24,000 psi of fuel to the fuel rail on each cylinder head.

Each injector features a feed line from the rail, and the rails, lines and injectors are mounted under the rocker covers. If a fuel leak occurs at the lines or any of the injectors, raw fuel will be delivered into the engine’s oil circuits and sump.

Regardless of the cause of fuel entering the oil system, if an overfill is seen on the oil dipstick, the oil and oil filter should be changed immediately. Obviously, if a fuel leak is the cause, this must be repaired prior to the oil change. ■

USING EXHAUST COLOR TO DETERMINE LIGHT-DUTY DIESEL PROBLEMS In addition to using the scan tool to identify DTCs, the color of the vehicle’s exhaust can also provide helpful telltales in determining a drivability or engine problem.

Addressing and correcting all DTCs and troubleshooting any of the exhaust issues found in this color diagnosis chart will help make the job easier and more efficient.

Color Black Black Black Black Black Black Blue Blue Blue Blue Blue Blue White White White White

Probable cause Dirty air filter Air intake blockage/leak Fuel contamination Fuel injection system malfunction Turbo charger malfunction Exhaust system/malfunction Dirty air filter or restricted intake Plugged turbo oil drain tube Crankcase ventilation system Valve seals/guides Rings or pistons or cylinders Exhaust system malfunction Coolant leaking in combustion chamber Internal engine damage Fuel issues Valves out of adjustment

Remedy Clean/replace filter Check system/repair Check fuel quality Check fuel system Check /repair Check and repair DOC/DPF/SCR Check and repair/replace Repair Repair/replace Repair/replace Repair/replace Check and repair DOC/DPF/SCR Repair Repair Check fuel and injection system Check adjustment

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Te chnical Ser vice Bulletins FORD

HONDA

PROBABLY JUST A FUSE

THROTTLE BODY RELEARN

Some 2011 Ford Fiesta vehicles may exhibit a MIL on with DTC U029F set in the powertrain control module (PCM) and/ Note the location of the inline fuse installed. or a no-crank condition, with no communication with the PCM. Here is the way to fix it.

Disconnect the battery. Insect fuse F27 in the BJB (battery junction box) for a possible open condition. Replace the fuse if necessary.

Remove the rear seat cushion.

Determine the vehicle build date. If the build date is on or before 3/29/2011, install the in-line fuse that’s included with the natural vacuum leak detection (NVLD) service kit.

If this build date does not apply, inspect the existing inline NVLD fuse. If the fuse is open, replace the 1A fuse and install the new NVLD service kit.

If the fuse is closed, install the rear seat cushion, connect the battery and refer to the powertrain control/emission diagnosis manual, pinpoint test HZ for normal diagnostics.

P/N AE8Z-9J279L AE8Z-9J279-M 9L3Z-14526-BA BE8Z-14526-AA

PART NVLD module and hose assembly, 4-door NVLD module and hose assembly, 5-door BJB fuse 1A fuse

This bulletin applies to 2005-2013 Honda Pilot vehicles. If you’ve cleaned or replaced the throttle body, and now you have a fluctuating idle, a MIL on with DTC P 2279 (intake air system leak) and/ or P0507 (idle control system rpm higher than expected), it’s likely that the throttle plate is now in a different position from the one the engine control module (ECM)/PCM had previously learned.

To fix the problem, the ECM/PCM must relearn the current closed throttle position.

Go to INSPECTION MENU in the HDS (Honda Diagnostic System) and select ETCS TEST. Select TP POSITION CHECK, and clear the throttle position learned value.

Turn the ignition off, and then back on.

Reset the ECM/PCM. Perform the idle learn procedure.

Recheck for DTCs. If codes re-appear, continue with normal troubleshooting.

CHEVROLET

HISTORY MISTAKE This bulletin applies to 2010-2013 Chevy Equinox. A technician may note history DTCs stored immediately after vehicle service if the ECM wakes up (activates) while a 5-volt reference sensor is unplugged and the ignition is off.

This may occur on any 2010-2013 vehicle that requires the GDS2 scan tool to establish vehicle communication.

Here is an example of how this concern could cause a history DTC P0113 during underhood service: If a technician were to leave the intake air temperature (IAT)/MAF sensor disconnected and open the driver’s door with the battery connected, ignition off and ECM “asleep,” the BCM could wake up the ECM, causing the ECM to sense the open IAT sensor and set a DTC P0113 in history. This is just one example that may occur when other 5-volt reference sensors are disconnected and the ECM wakes up.

If this concern occurs during unrelated vehicle repairs, do not replace any parts. Simply clear the DTCs and verify that they don’t reset.

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Te chnical Ser vice B ulletins FORD

JEEP

ELECTRIC POWER STEERING GLITCH

NO DAY LIGHTS

Some 2012 Ford Focus vehicles equipped with electric power assisted steering (EPAS) and built on or before April 19, 2011, may exhibit a lack of power steering assist upon engine startup and may exhibit DTC C102D. The customer will see a “Steering Assist Fault Service required message, the steering wheel icon, and a yellow dot in the instrument cluster, and will hear a soft warning chime.

Steering assist will remain for that key cycle.

For the next key cycle at engine startup, the same warnings will be observed, along with a red dot in the instrument cluster. Steering assist will be removed for that key cycle and all future key cycles.

Reprogram the power steering control module (PSCM) to the latest calibration using IDS release 72.04 and higher or 73.01 and higher. Files are available at www.motorcraft.com.

Owners of a 2014 Jeep Compass or Patriot equipped with a 2.0L engine, built on or after Feb. 4, 2012, or before April 14, 2013, and equipped with daytime running headlamps, may note that the daytime running lamps will not illuminate.

No DTCs may be found.

Using a scan tool, verify that no DTCs are set.

If DTCs are found, record and repair as needed.

Using wiTECH, reconfigure the vehicle. This routine is available under the “Diagnostic Procedures” tab found on the home, “Vehicle View” page of wiTECH. The software level must be at release 13.04 or higher.

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Ad Index

Instant information from ASP advertisers

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

Of course, you can always use the Reader Service Card to the right and send it to us, and we’ll connect you to the advertiser.

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IT’S WHAT’S INSIDE…

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Te chnical Ser vice Bulletins ACURA

SUBARU

NUT UPDATE

TENSION REMINDER

Just in case you’re working on a 2014 Acura MDX, pay attention to the wheel nut specs, as nut size and torque differ from those on the 2013 MDX. While the 2013 MDX requires a 22 mm wrench, the 2014 model features 19 mm hex size wrench. Wheel nut torque has also changed. The 22 mm hex-size nuts require 94 ft.-lbs., the 2014 model’s 19 mm hex nuts require 80 ft.-lbs.

If you’re accustomed to working on the older MDX, you’ll naturally quickly discover the need for a different wrench, but be aware of the reduced torque value requirement.

This bulletin applies to all Subaru models equipped with 1.8, 2.0, 2.2 and 2.5L EJ engines with regard to automatic timing belt tensioners. These tensioners must be compressed very slowly, and with the rod in a vertical position. Compressing them too quickly, with too much applied force, or compressing with the rod in a horizontal position may result in weakening or tensioner damage.

When inspecting a tensioner, a slight amount of residual oil seepage present at the rod seal is normal. A significant amount of oil passing through the seal requires tensioner replacement. In other words, pay attention to the tensioner’s rod seal for signs of oil seepage.

CHEVROLET

FROZEN SPARK Owners of 2013 Chevy Spark vehicles may comment on the A/C blowing warm air intermittently out of the ducts when driving at highway speeds and more noticeably on longer commutes with high humidity.

This condition may be caused by the evaporator freezing to the point that air flow may not be able to pass through the evaporator. If the vehicle was built after Nov. 21, 2012, verify the vehicle has the latest calibrations in the body control module (BCM) for the heating, ventilating and air conditioning (HVAC) system. If not, update the BCM software with the current calibration in TIS2Web. Refer to Body Control Module Programming and Setup in the service manual.

If the vehicle was built prior to Nov. 21, 2012, replace the temperature cam link and the evaporator air temperature (EAT) sensor as follows: Replace the white temperature cam link with a black cam link. If the temperature cam link is black and the vehicle was built prior to Nov. 22, 2012, this procedure has already been performed.

Remove the EAT sensor by turning the top of the sensor left and pull out.

Disconnect the wiring connector from the sensor.

Install the new sensor with the arrow at the 9 o’clock position, and then turn right to the 12 o’clock position.

The white cam link is shown Connect the wiring connector.

To determine if a new EAT sensor has already been installed, here at lower right, featuring a bent slotted ear. the new EAT sensor will be bent upwards and to the left of the base arrow. The new sensor is natural in color.

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New networking opportunities.

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Te chnical Ser vice Bulletins DODGE

A SIMPLE CHALLENGE This bulletin applies to 2011-2013 Dodge Challenger vehicles built on or before May 1, 2013, and equipped with speed control. The customer may experience no response or slow response to the cruise control switch activations. Issues will be experienced by customers who activate/press the switches in a very fast manner.

The solution is to reprogram to the latest software using release 14.02 or higher. Using a scan tool (wiTECH), verify that no DTCs are set. Address any DTCs before proceeding.

Install a battery charger to ensure that the battery does not drop below 13.2 volts or rise above 13.5 volts during the flash process.

Reprogram the steering column control module (SCCM) and clear any DTCs that may set as a result of reflashing.

CHEVROLET

CHEVY SAYS DON’T WORRY This bulletin applies to 2007-2014 Chevy Equinox vehicles. Technicians may diagnose the following two conditions on propeller shafts as concerns or issues: The rear flange yoke on the propeller shaft may exhibit a “notchy” feeling in the U-joint as it is actuated. A slight “notchy” feel is A bit of grease pushed out of the The technician should look considered normal.

CV cap vent hole is normal is the shaft is heavily compressed for obvious looseness in the joint or seizure of the joint beyond the “notchy” feeling dur- during service or inspection. ing joint actuation. This can wrongly be diagnosed as a brinelled bearing. These propeller shaft conditions that may appear to be product defects or durability issues are actually normal conditions.

The front CV joint has a vent in the center of the cap that may expel grease if the propeller shaft is heavily compressed at the front CV joint during service. This grease expulsion under these conditions is normal and does not cause any significant loss to the joint.

CHRYSLER

300 REFLASH A “small number” of customers owning a 2014 Chrysler 300 equipped with a 5.7L engine and built on or before Sept. 4, 2013, may experience a MIL on. The technician may find DTC P1621 (O2 sensor reference voltage circuit low) and P1622 (O2 sensor reference voltage circuit high).

Using a scan tool, verify that all engine systems are functioning as designed. If other DTCs are found, address these before proceeding.

Install a battery charger to prevent battery voltage from dropping below 13.2 volts or rising above 13.5 volts. Reprogram the PCM with the latest software using release 14.01 or higher.

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Products Federal-Mogul expands Wagner coverage Federal-Mogul Motorparts has expanded its Wagner QuickStop product line to include four popular Ford and Toyota models.

The company says the new QuickStop brake pads provide first-to-market coverage for the 2018 Ford F-150 (ZD2087, front; and ZD1790A, rear) and Expedition (ZD1790A, rear); and the 2018 Toyota Camry (ZD2076, front) and C-HR (ZD1879A, rear). With these additions, Wagner QS provides coverage for 99% of North American vehicles in operation.

FEDERAL-MOGUL MOTORPARTS Circle 140 on Reader Service Card WWW.ASPQUIKLINK.COM/14140

Premium Guard has new air filters for Ford F-Series trucks Premium Guard has released air filters for Ford F-250/350/450/550 Super Duty 6.7L (2017-2018) and Ford F-250/350 Super Duty 6.2L (20172018). The company says it offers nearly complete coverage for late models as well as older vehicle models. The air filters feature up to 12,000 miles of engine protection from dust and harmful particles; up to 99% efficiency; and low-pressure drop to ensure optimal air flow, says the company.

PREMIUM GUARD INC. Circle 141 on Reader Service Card WWW.ASPQUIKLINK.COM/14141

Ken-Tool introduces wheel centering sleeves Ken-Tool has unveiled the Pilot Sleeve line of wheel centering sleeves for steel or aluminum commercial truck steer wheels, drive wheels and inside/outside dual wheels which use twopiece flange nuts. The sleeves are used to correct off-center wheel stud alignment on wheel mount-

ing holes, which if uncorrected, can lead to outof-tolerance radial wheel runout. Ken-Tool says the self-sizing sleeves take up the gap between the 22 mm wheel studs and the 26 mm wheel mount holes, regardless of wheel condition.

KEN-TOOL CORP. Circle 142 on Reader Service Card WWW.ASPQUIKLINK.COM/14142

Branick offers utility tire inflation cage Branick Industries’ new patent-pending Model 2010 Utility Tire Inflation Cage is designed to improve safety when inflating non-highway service (NHS) tires such as lawn and garden, golf cart, scooter and other small tires. The company says the slotted sides and top give visibility to the tire while providing protection from small debris common with utility tire failures. The tire inflation cage holds tires up to 16 inches wide and 20.5 inches in diameter with pressures up to 100 psi, yet only requires 20 inches x 20 inches of floor space.

BRANICK INDUSTRIES INC. Circle 143 on Reader Service Card WWW.ASPQUIKLINK.COM/14143

Lumileds has new Philips X-tremeUltinon LED Fog Lamp Lumileds designed the new Philips X-tremeUltinon LED Fog Lamp to be an easy plug-and-play replacement for H8, H11, and H16 halogen fog bulb applications for European vehicles. For improved safety, the Philips X-tremeUltinon LED Fog Lamp features patented SafeBeam technology, which helps eliminate glare to other drivers by creating the same beam pattern as standard halogen fog lights. Lumileds says this ensures that the light emitted is directed onto the road and not into the eyes of oncoming drivers.

LUMILEDS LLC Circle 144 on Reader Service Card WWW.ASPQUIKLINK.COM/14144

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Products VDO fan assemblies are ready to install VDO fan assemblies are ready to install right out of the box with no assembly required. Continental Commercial Vehicles and Aftermarket says they are OE-quality, vehicle-specific assemblies built and tested to OE specifications. VDO’s exclusive “dual bearing” design provides quieter, efficient motor operation. Original equipment grade plastic resin compounds ensure superior durability and thermal stability. Continental says below dealer pricing for VDO fan assemblies offers an economical choice for shops.

CONTINENTAL COMMERCIAL VEHICLES AND AFTERMARKET Circle 145 on Reader Service Card WWW.ASPQUIKLINK.COM/14145

Rancho 2-inch sport suspension system fits 35-inch tires Tenneco has released a new Rancho 2-inch performance suspension system for the 2018 Jeep Wrangler JL 3.6L V6. The new system also introduces new RS5000X shocks with Dynamic Rebound Spring (DRS) technology to the off-road market.

Tenneco says this latest Jeep Wrangler JL kit offers the new Jeep owner an all-around performance suspension system that increases off-road capabilities, installs easily, runs 35-inch tires and enhances the overall look. The Rancho kit was designed for full compatibility with the Jeep Electronic Stability Control System.

TENNECO INC. Circle 146 on Reader Service Card WWW.ASPQUIKLINK.COM/14146

Lisle offers jaw filter wrenches Lisle’s new jaw filter wrenches feature heat-treated arms with gripping jaws designed to grab even the most stubborn filters. Model 63830 covers the most common filter sizes.

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Model 63850 works on smaller filters. A removable adapter provides lower clearance in tight spots. The wrenches are designed to be used with 3/8-inch or 1/2-inch square drive sockets as well as a 21 mm wrench or socket.

LISLE CORP. Circle 147 on Reader Service Card WWW.ASPQUIKLINK.COM/14147

Cordless impact wrench has two shut-off positions The new CP8849 ½-inch cordless, brushless impact wrench from Chicago Pneumatic Tool Co. delivers 850+ ft.-lbs. (1,150+ Nm) and has four settings in forward — two of which are shut-off options — and one in reverse.

The company says CP8849 is ideal for general maintenance on light and heavy vehicles, tire changing on passenger vehicles, SUVs and light pickup trucks, and MRO (maintenance, repair and operations) applications. The CP8849 is available with a 1-inch or 2-inch anvil.

CHICAGO PNEUMATIC TOOL CO. Circle 148 on Reader Service Card WWW.ASPQUIKLINK.COM/14148

Circlip pliers are designed to prevent overexpansion Knipex Tools has released a series of circlip pliers with an overstretching limiter for all snap rings with a diameter of 1/8 inch to 3-15/16 inches.

The series includes internal circlips for bore holes and external circlips for shafts.

Both series of Knipex Precision Circlip Pliers feature an overstretching limiter with an adjustable screw stop to prevent overexpansion of circlips and a bolted joint for precision operation. The external circlip pliers have a spring inside the joint, which prevents the spring from getting dirty or lost.

KNIPEX TOOLS LP Circle 149 on Reader Service Card WWW.ASPQUIKLINK.COM/14149

Products

Hunter adds low-profile, high capacity lift rack The new RX14 scissor lift from Hunter Engineering is designed to provide massive capacity with a small footprint. The RX14 is equipped with Hunter’s Fully Integrated Alignment (FIA) system, which provides direct communication between the lift and aligner to automate tasks once performed by the technician. Hunter says the FIA capability speeds alignment service by 60% with the synchronized aligner and lift rack. Features include extra-wide runways, low drive-on height, comfortable raised height and two swing air jacks each with 9,000-pound capacity.

HUNTER ENGINEERING CO. Circle 150 on Reader Service Card WWW.ASPQUIKLINK.COM/14150

Dill introduces TPMS hex nut removal kit The new 5010 TPMS Hex Nut Removal Kit from Dill Air Controls Products is designed to remove a seized TPMS valve stem in 30 seconds or less. The kit includes a drill bit with specialized stop feature, a custom CNCmachined drill guide, easy-out tools, and wheel protecting O-rings. The company says the U.S.made 5010 is safer than a cut-off wheel, faster than a hammer and chisel, and there’s no risk of damaging the wheel.

DILL AIR CONTROLS PRODUCTS LLC Circle 151 on Reader Service Card WWW.ASPQUIKLINK.COM/14151

Graco expands fluid reclaim systems line Graco has added 24-gallon vacuum-assisted used oil evacuation packages to its Oil Ace family of portable and pressurized fluid reclaim systems. The company says the large-capacity collection systems are invaluable when oil

and automatic transmission fluid drain plugs are not easily accessible or available. All packages include vacuum probes and adapters that allow technicians to easily and safely extract oil from the topside of the engine, and only require standard shop air supply to power. A large, offset collection bowl can be purchased for gravity-fed evacuation.

GRACO INC. Circle 152 on Reader Service Card WWW.ASPQUIKLINK.COM/14152

Steelman socket set comes with four half sizes The new Steelman Pro 60443 5-piece half-size flip socket set comes in a convenient storage case with the four common half sizes for damaged or distorted caps and a knockout bar. JS Products says the ½-inch drive impact flip style sockets are for use with extended anvil impact wrenches or with a ½-inch drive impact extension. The half size impact flip sockets also feature a thin wall design and are covered by the Steelman Pro lifetime warranty.

JS PRODUCTS INC. Circle 153 on Reader Service Card WWW.ASPQUIKLINK.COM/14153

Mahle adds 10-ton wheel lift to ShopPro line Mahle Service Solutions has introduced an air operated mid-rise 10ton commercial wheel lift for shops with low ceiling heights. The new ShopPro CWL-10 is designed to provide flexibility and quick access to major components on all types of vehicles.

Mahle says the CWL-10 is ideally suited for shops with low ceiling heights and features a built-in vehicle support stand that allows complete open access under the vehicle. The portable design eliminates the need for a dedicated bay.

MAHLE SERVICE SOLUTIONS Circle 154 on Reader Service Card WWW.ASPQUIKLINK.COM/14154

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Products Paris updates Weego 66 portable jump starter Paris Corp. has released the Weego 66, a 12V lithium-ion jump starting power pack weighing 2.5 pounds. The four-inone Weego 66 is made for 12V gas and diesel engine systems; jump starts with 2,500 peak amps and 600 cranking amps; is capable of bringing phones, tablets, laptops or other mobile devices back to life via 5V USB and 19V outputs; powers 12V portable accessories; and provides ultra-bright lighting functionality with a 600-lumen dual LED flashlight.

PARIS CORP. Circle 155 on Reader Service Card WWW.ASPQUIKLINK.COM/14155

Autel adds two wireless tablets Autel Intelligent Technology Corp. has two new wireless advanced diagnostic systems, the MaxiSYS MS908S and MS908S Pro. The company says the MaxiSys MS908S and MS908S Pro scan tablets feature a higher quality 8 MP (megapixel) camera, two USB ports, and upgraded hardware as well as an Android 4.4.2 operating system.

The new 1.3 GHz + 1.7 GHz hexa-core processor and double-the-memory size 64G solid state drive make these tablets more powerful. Autel says the new tablet tools use existing MaxiSys system applications and easy-to-follow navigation.

AUTEL INTELLIGENT TECHNOLOGY CORP. LTD. Circle 156 on Reader Service Card WWW.ASPQUIKLINK.COM/14156

Lang Tools has light-duty truck diesel compression tester The new Lang Tools light-duty truck diesel compression tester is designed to work on the most popular vehicles on the road. The company says the gauge (0 - 1,000 psi; 0 – 70 bar) maintains the

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highest compression test reading and is easily reset. The wire-reinforced hydraulic hose is engineered to withstand the high pressure during testing, and has a swivel end for easy access under the hood. Included adapters service Cummins, Dodge, Ford, GM, GMC, Hino, Hummer, International, Isuzu, Land Rover, Navistar, Nissan and Sprinter.

LANG TOOLS Circle 157 on Reader Service Card WWW.ASPQUIKLINK.COM/14157

Bosch releases bead breaking tool set Bosch Automotive Service Solutions has introduced the OTC 5726 Bead Breaking tool set to break down automotive, motorcycle, ATV and small garden tractor tires. The twotool set includes a locking plier and pry tool. The locking plier features a wedged jaw that is forced into the tire bead when clamped on the wheel rim. The pry tool is then hooked with the plier jaw, acting as a second wedge to break the bead and separate the tire from the rim.

When the pry tool is pushed down, the tire bead is easily broken.

BOSCH AUTOMOTIVE SERVICE SOLUTIONS Circle 158 on Reader Service Card WWW.ASPQUIKLINK.COM/14158

Wrenches offered in 3 styles The new line of GearWrench slugging/ striking wrenches from Apex Tool Group are available in three styles (6 point slugging, 12 point slugging, and 12 point 45 degree offset striking). The wrenches are designed for applications where the force or torque needed to loosen or tighten large fasteners is so great that a hammer or sledge is required.

The company says the large striking surface allows for more efficient hammer contact while the compact handle length permits usage in confined areas.

APEX TOOL GROUP LLC Circle 159 on Reader Service Card WWW.ASPQUIKLINK.COM/14159

www.redi-sensor.com

In the bay, time really is money.

VDO and REDI-Sensor – Trademarks of the Continental Corporation

With VDO REDI-Sensor, there’s no waiting for parts delivery. Keep REDI-Sensor on hand and you have coverage for over 100 million vehicles.

Plus there’s no wasted time on programming or cloning – because time is money! www.redi-sensor.com

Circle 123 on Reader Service Card

Problem.

Solution.

Open. Insert. Squeeze.

NO MESS. NO HASSLE.

All trademarked names and images are the property of their respective owners and may be registered marks in some countries. No affiliation or endorsement claim, express or implied, is made by their use. All products advertised here are developed by AMSOIL for use in the applications shown.

Buy it at: amsoil.com/easypack Circle 124 on Reader Service Card