January/February 2014

January/February | 2014 | Vol. 4, No. 1

BRAKE TECH CHECK ENGINE LIGHT DIAGNOSTICS ADVANCES IN RIDE CONTROL BATTERY TESTING BASICS

Circle 101 on Reader Service Card

January/February | 2014 | Vol. 4, No. 1

The Technicals

Battery testing basics Page 13 | Regular testing prevents problems for your customers and increases battery sales

Brake pad and rotor technology B Pa 24 | What you need to know about formulations Page an and legislation to help your customers

Advances in ride control Page 34 | Getting up-to-speed on electronic suspension control

Check engine light diagnostics C Pa 50 | Ignoring simple procedures greatly complicates the Page di diagnostics that need to get done fast

Departments Straight Talk You added what? | Page 6

Tech tips From a battery drain to the fuel pump blues | Page 66

Tool Review Mac Tools cordless 3/8-inch wrench | Page 60 Technical Service Bulletins New TSBs from Mazda, GM, Volkswagen and more | Page 64

Quik-Link Your connection to free information | Page 68 The Toy Chest New and innovative equipment for your tool chest and shop | Page 71

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You added what?

Mike Mavrigian | Editor

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he ignorance of some customers continues to amaze. A buddy’s shop recently took in a 2001 Honda Accord with a “no brakes” issue. The car was towed in on a fatbed, since the customer was afraid to drive it to the shop.

The female owner complained of a “grinding noise.”

Initially the problem seemed simple enough — inst new rotors install and pads, top off the ma master and kick it out the door.

A As it turns out, th the woman had be been driving the ca car with no front b brakes, and had bbeen stopping the ccar by using only tthe handbrake. The rrotors were shot to the point of leaving a mere 1/16 inch or so of thickness on 1/16-inch each side of the rotor vanes.

The pads were gone, with only the backing plates scrubbing against the rotors.

Again, no big deal, right?

Replace the rotors and pads.

However, the caliper pistons had worked themselves all the way out, with the seals and boots destroyed.

OK, install new calipers, rotors and pads, bleed and go, right? Wrong. The system simply would not bleed. And

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the master cylinder would build no pressure at all.

Upon examining the master cylinder reservoir, the “fuid” was gray and swirly looking, and felt like syrup. The owner mentioned that she had been reflling the master cylinder reservoir, and the fuid she had been using was in the trunk.

After peeking into the trunk, the shop found several empty and near-empty quarts of 10W-40 engine oil. Instead of laughing or lecturing her, the tech mustered every ounce of politeness and professionalism possible, and asked her why she had added engine oil to the brake system. Her reply: She assumed that any “automotive” fuid would suffce.

After fushing the lines, replacing the rear cylinders, master cylinder, ABS actuator, calipers, rotors and pads and bleeding, the rocket scientist (obviously smart enough to be a federal politician) was sent on her merry way.

Regardless of what havoc they wreak on their vehicles, we continue to pacify and professionally accommodate these customers, even though we’d often prefer to strangle them with our bare hands.

At the end of the day, ya gotta love it. It’s this type of customer who keeps us in business. ●

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

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

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Photo courtesy of K. Brown/Midtronics Inc.

After examining the photo, what do you think? Is it time to replace this customer’s battery?

Battery testing basics Regular testing prevents problems for your customers and increases battery sales

By Bob Weber Weber is president of Virginia-based Write Stuff. He is an award-winning freelance automotive and technical writer and photographer with over two decades of journalism experience. He is a National Institute for Automotive Service Excellence (ASE)-certifed Master Automobile Technician, and has worked on automobiles, trucks and small engines. Weber is a member of the Society of Automotive Engineers (SAE) and numerous other automotive trade associations. He has worked as an automotive service technician, a shop manager and a regional manager for an automotive service franchise operation.

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he cold snap that recently swept through most of the nation caught many folks unprepared as roads closed, pipes burst and batteries failed.

Many technicians began their career because they marveled at things mechanical. We like to watch things going ‘round and ‘round, and up and down. We understand the mechanical stuff, but when it comes to electricity, some techs tend to stumble. Electrical system diagnosis seems to be the bane of many technicians.

You can neither see electrons fowing through a wire nor the chemical’s ions moving in the battery. This is an area of auto service resulting in far too many

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guess-and-replace attempts at fxing. That includes batteries, alternators and starters.

It should not be so.

You need a window into the system. That window can be oscilloscopes, digital multimeters or special testing tools.

It usually starts with a customer on the other end of the phone complaining that their vehicle will not start (naturally, they’re referring to an engine no-start). The battery is dead. Even before you send your wrecker to get the car, you check your battery inventory to see if you have one to ft.

It may be a guess or a hunch, but not all starting problems are the fault of the battery. But how do you know?

You perform a diagnosis, just as you would with any vehicle problem. It helps to understand the basics of battery technology to understand what your tests are revealing, even if you use a modern battery-chargingstarting system tester.

Battery basics A battery’s chemistry is a storehouse of electrical potential. Upon request, ions move from one place to another and electrons fow from the battery post to power a circuit. Regardless of the item being powered, whether a lamp, a control module or

a starter, it is referred to as a load. Batteries have a limit to how long they can supply a load before requiring recharge. That, of course, is the function of the alternator and its regulator. Electronic control modules that offer more precise control are quickly replacing discrete regulators. Someday, ECMs may even be able to predict impending battery failure and alert the driver.

So there we have the starting problem trinity: the battery, the starter and the alternator.

How do you test the battery? There are two common methods. The frst is to use a voltmeter along with an ammeter. The second method is to use a dedicated battery system tester.

Voltage is the electromotive force (EMF) and amperage is the rate of fow. Using the analogy of water fowing through a pipe, voltage is the pressure and amperage is the rate of fow. For the frst method, all you need is a digital multimeter and a current clamp to create your window.

First, check the open circuit voltage at the battery. With your DMM on the voltage scale, connect the leads to the battery posts, not to the cable clamps. Any corrosion between the clamps and posts will cause a bad reading.

Illustration shows the typical construction of an absorbed glass mat (AGM) battery.

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Photo courtesy of K. Brown/Midtronics Inc.

For battery and electric system testing, you need a window. Equipment provides it.

But take care with side-post batteries found in GM vehicles. A common mistake is to screw a bolt into the battery’s terminal and clamp the leads to the bolt. This will give an erroneous reading. It also runs the risk of screwing the bolt all the way through the terminal and into the battery case. Instead, use screw-in lugs that contact the lead pads (these will serve as stoppers to prevent excessive depth).

Open circuit voltage is checked with no loads. A fully charged battery should read 12.66 volts. If it reads between 12.70 and 12.80 volts, you are probably seeing a surface charge created because the battery just came off a charger or because the customer just fnished a long trip. Remove the surface charge by turning on the headlights for about 20 seconds. Then, after allowing a minute or so to stabilize, check the open circuit voltage again.

If the open circuit voltage is above 13.00 volts, the electrolyte (mixture of water and sulfuric acid in the battery) may be too strong. The battery may have been overcharged and the electrolyte may have

cooked down. In this case, the battery’s plates may be exposed above the electrolyte solution and the battery cannot be saved. It must be replaced.

If the voltage is between 12.58 and 12.66, the battery is fully charged. With maintenance-free batteries, it is not uncommon to see 12.70 to 12.80 at full charge, however.

If the open circuit voltage is below 12.58 volts, the battery must be recharged and retested. These voltage readings are often the result of frequent short trip driving where the alternator does not have time to fully charge the battery If the battery’s open circuit voltage is zero, there is likely an internal short.

Shorted batteries are about 10 times more common than sulfated batteries. It is usually due to material breaking off the plates and falling to the bottom where it may create a bridge (a short). In years gone by, this may have been diagnosed by shaking or dropping the battery a few inches to the foor to jar the material loose. It should be obvious that it’s a bad idea to place a previously shorted battery back in service.

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the charging system and crank the resistance up to test the alternator. Doing so will almost certainly damage the alternator.

Old-timers used to swear by this test, but do not do it.

Photo courtesy of K. Brown/Midtronics Inc.

An easier way

Printouts prove the need to your customer and can be kept with their vehicle records.

Clamp your current probe around the battery’s negative cable. If there is more than one cable, put the clamp around all. If your current clamp has an arrow on it, be sure the arrow is pointing away from the battery. The arrow points in the direction of current fow, away from the battery’s negative post.

Start the engine and observe the current reading. Do not be alarmed if it jumps up to 50 to 60 amps, as this is the surge of power to recharge the battery following the starter’s draw. The amperage reading should quickly drop down to about 10 amps. The battery essentially becomes a load on the charging system when the engine is running. That is in addition to the other loads such as the fuel pump, electronic control units, ignition, fuel injectors and so on.

By the way, the battery has a dual personality. Not only does it supply power, it acts as a capacitor to cushion power spikes that could cause damage to other systems or circuits.

If the resistance does not drop, the alternator will eventually fail due to burned out diodes. Unless the battery is replaced and creates suffcient resistance to charging, the new alternator will soon fail as well.

At this point, we should caution that it is a bad practice to connect a carbon pile to

Although testing a battery using a DMM and current clamp is not very diffcult, it takes a few minutes. There is an easier way.

Hand-held battery and charging systems are readily available from many companies.

Generally, all you need to do is hook the equipment to the battery and push buttons to get the battery’s state of charge. Some, to cite the MDX series testers from Midtronics as one example, report the battery’s state of health by using AC voltage conductance to come up with various battery ratings.

The beauty of the new generation of testers is not only their ease and speed, but also the reports they generate.

After testing, the results can be printed out and shared with the customer. People seem to trust machines’ reports over a service technician’s oral report. However, it is up to a skilled technician to explain what the report means.

Replacement considerations You can’t go wrong by replacing a battery with one of identical specs. Find the Group Number, select the same Cold Cranking Amps (CCA) rating and Reserve Capacity (RC) rating. Choose one with top post or side post or universal battery with both confgurations.

What if your customer isn’t satisfed with an original equipment, direct ft replacement?

Historically, we would sell up to a battery with a higher CCA rating. After all, it provides that oomph required when the weather turns cold. But that is history. The cold cranking amp test is done at zero degrees for 30 seconds. Very few engines crank for 30 seconds unless there is something seriously wrong. It was once commonplace to hear starters whining away for 10, 15 or 30 seconds at a time. But electronic fuel injection, coil-on-plug ignition,

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Photo courtesy of K. Brown/Midtronics Inc.

electric fuel pumps, computer engine controls and gear reduction starters have reduced cranking times to just a couple revolutions of the crankshaft — or less.

Growth of absorbed glass mat (AGM) batteries is also the result of the growth of stop/start vehicles. AGM batteries are very charge-receptive and are able to handle what is referred to as high cycling. While starting demands have been reduced, power demands from comfort and convenience accessories, infotainment systems and other accessories have grown exponentially. It was not long ago that power locks and power windows were bragged about in used car sales ads. Today these features are common even in entry-level vehicles.

Today, many components and systems are kept alive long after the engine has been shut off. You may discover current draws in the 500-milliamp range even after the vehicle has been sitting for nearly a half-hour.

In addition, there are the drivers who leave their proximity sensing key fob transmitters near, or even in the vehicle, where they constantly ping the system. Added to that may be a factory update delivered or downloaded telemetrics while the owner sleeps. A car that is not driven often enough could easily suffer a discharged battery and a no-start.

If your customer wants a better battery, suggest one with more reserve capacity.

Even carmakers are touting RC over CCA. Reserve capacity provides more key-off energy. That means the battery can hold a higher state of charge for a longer time. In addition, the battery does not get cycled too deeply too many times, which can lead to premature failure.

AGM batteries are another upgrade over fooded wet cell batteries. The electrolyte in AGM batteries is held like a sponge. There is no free liquid sloshing around. Even if the battery case is punctured or cracked, the electrolyte is unlikely to leak.

As such, AGM batteries are great if the automotive designer chooses to locate the battery somewhere other than the engine compartment. They can be cycled more deeply than a fooded battery without sulfating and failing.

Customers prefer a machine’s report, but it takes a skilled technician to explain results.

Replacing the battery Once you have decided which battery to install, test the replacement before you install it. Batteries lose charge while sitting on the shelf. You’ll never hear the end of it if a customer encounters a no-start the day after the installation.

When installing a replacement battery, check the condition of the battery tray or box and replace questionable ones. If the cables are shabby or there is corrosion around the insulation near the clamp, replace the cable. Band-aid type replacement cable ends are not the proper choice.

They invite future problems and are to be used only as a temporary measure.

Unless you provide external power during the battery swap, many memories including the radio presets and various ECM memories may be lost. In some cases, power equipment such as windows will need to be re-initialized. One carmaker (Mercedes) even requires that the replacement battery information is recorded with the ECM. A typical 9-volt dry cell battery memory keeper that plugs into the cigarette lighter

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Routine testing benefts Automotive batteries are designed to provide a short burst of high current. It may take up to 500 amps to start an engine. But they cannot keep doing this forever. The typical life expectancy of an automotive battery is roughly 500 cycles at a 20% discharge.

Batteries face their roughest times during very hot and very cold weather. Replacing a marginal battery before leaving your customer stranded may make you a hero. Offer

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Photo courtesy of K. Brown/Midtronics Inc.

may not be suffcient. This circuit is typically fused at around 10 amps or less.

Memory savers the plug into the OBD II connector are facing a fve amp fused circuit.

A regulated power supply is the best choice to maintain memories. If you choose to use your jump-start box or battery charger, be extremely careful to insulate the positive battery cable after it is disconnected. A couple shop rags and a rubber band is not enough, nor is it safe.

To avoid damage, AGM batteries must be charged at no higher than 14.5 volts.

free battery testing as a seasonal promotion, perhaps as an add-on to other routine services such as oil changes.

Like tires, engine oil and antifreeze, batteries wear out. Testing your customers’ batteries on a regular basis may reveal when the battery is approaching the end of its life. Not only is this information useful to your customers, it will result in increased battery sales. �

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Brake pad and rotor technology What you need to know about formulations and legislation to help your customers

By Mike Mavrigian

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oday’s brake pad formulations continue to evolve, but the basics include organic, non-asbestos organic (NAO), semi-metallic and ceramic.

Organic pads (even today, some aftermarket pads may still contain a degree of asbestos) contain less than 20% metallic content, so they’re easy on rotors, are

relatively quiet and perform best at lower temperatures.

NAO pads are made using so-called organic materials such as fberglass, Kevlar and a host of other materials. Like organic pads, they’re relatively soft and quiet, but the wear rate is low and they create plenty of brake dust. They can include small levels of metals (copper, steel) to help with heat transfer.

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braking noise, since the ceramic content tends to dampen noise by generating a noise frequency that’s not discernible by the human ear.

Be aware that not all pads labeled as “ceramic” may actually feature ceramic content. That’s one more reason to always stick with reputable and established brands, and to steer clear of pads of questionable origin.

Ceramic pads, generally speaking, tend to generate less noticeable “brake dust,” due to the lighter color of the friction material compounds. All brake pads will generate dust as they wear, but overall, ceramic pad dust is less noticeable. Many of today’s pads feature a “ceramic-metallic” structure.

A hot topic: copper content

Vented rotor vanes allow heat to escape and are too often ignored. Inspect for any blockage, such as rust scale, dirt, rocks, etc. Isolated vane blockage can lead to disc warping.

Semi-metallic pads contain approximately 30% to 65% metal and are tougher. They last longer and perform better at higher temperatures, but they’re relatively aggressive and can wear rotors faster.

Brake pads that are touted as ceramic are not made of 100% ceramic. Rather, the compound is comprised of ceramic fbers/ powders and manufacturer-specifc binding and fller materials, often instead of the steel fbers used in semi-metallic pads. The ceramic content (again, this depends on the specifc maker’s pads) is able to handle higher braking temperatures with theoretically less brake fade and faster braking recovery time, and depending on the specifc formulation, may provide reduced

Today, copper content is a hot topic in the brake industry. Copper is traditionally used in brake pad formulas as part of the friction material binding agent, as a highly effective heat transfer material, and is used to help reduce brake pad noise.

The copper content in brake pads (and shoes) has been reduced, due to state and federal mandates. Why? Because of pad dust. All pads release a small amount of dust as they wear. This dust, partially comprised of copper, is released onto the roads, which eventually is washed into the water system (creeks, ponds, lakes, oceans, etc.).

Copper is considered a pollutant that can have adverse effects on aquatic vegetation and specifc marine species, such as salmon.

Legislation known as Senate Bill 346 (SB346) dictates that the use of copper in brake pads sold in California must be reduced to no more than 5% by 2021 and further reduced to 0.5% by the year 2025.

The state of Washington also passed a similar bill, SB6557, requiring the same reduction, but the deadline for reaching a 0.5% copper content seems to be vague at this time. Both bills were passed in 2010, giving the brake pad industry almost 15 years to meet this goal. Since all states are likely to pass similar legislation at some point, the brake manufacturers have already begun to reduce copper content in their brake pads. The challenge for pad makers is

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Always measure disc thickness from the specifed location. Commonly this will be about 5/16inch to 3/8-inch inboard from the outer edge. Avoid any un-worn outer lip areas.

to develop alternatives for copper. Leading pad makers have reportedly already reduced the copper content in their friction material to zero. At this time, the materials being used (and considered) as replacements for copper are tightly held secrets due to the competitive nature of the business.

It’s not as easy as it sounds to simply “replace” copper, which has been a proven mainstay in friction material makeup.

Typically, about a 22% copper content was featured. Unfortunately, there is no direct or easy replacement for copper. A combination of materials must be developed in order to achieve the same performance attributes. Brake pad manufacturers are working diligently to develop formulas to meet the reduced-copper content.

Brake pad codes The edge of a brake pad will feature a list of engineering codes. If you know how to

read these codes, you can determine who made them, the composition of the friction material and the pad’s CF (coeffcient of friction) based on SAE standards.

The frst group of characters indicates the manufacturer. The second group indicates the formulation of the pad composition.

The third group indicates the pad’s CF. The CF rating isn’t a guarantee of how the pads will function on a specifc vehicle or application, but will provide a rough idea.

Coeffcient of friction (CF) codes: – C.........less than 0.15 – D.........0.15 to 0.25 – E.........0.25 to 0.35 – F.........0.35 to 0.45 – G.........0.45 to 0.55 – H.........over 0.55 – EE.......0.25 to 0.35 at 250 and 600 degrees Fahrenheit. Fade at 600 degrees F possible.

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– EF.......0.25 to 0.35 at 250 degrees F; 0.35 to 0.45 at 600 degrees F. 2% to 44% fade possible at 600 degrees F. – FF.......0.35 to 0.45 at both temps. 0-22% fade possible at 600 degrees F. – GG......0.45 to 0.55 – HH......0.55 to 0.65 carbon/carbon only.

OK up to 3,000 degrees F. FE pads tend to fade when hot. EF pads may tend to not grab when cold.

Physical pad design Depending on the vehicle or intended application, pads may feature one or more slots. These slots in the friction material pad help to clean dust out of the rotorto-pad contact area, and provide thermal expansion of the friction material segments, which aid in preventing pad material stress cracking.

Pads may feature chamfers at the leading and exit edges of the pad. This is often used to eliminate or “tune” certain noise frequencies.

Pad bedding/break-in As the pads mate with the rotor disc surface, and depending on the type of pad formula, a small amount of friction material is transferred to the disc surface, which increases braking effciency. If the replacement pads differ from the original pads (in terms of friction material formulation), and are to be used with the original rotors (when changing pads but not the rotors), an initial break-in is recommended.

Drive the vehicle through a few moderate braking exercises in order for the new pads to “wipe” the disc surfaces of the previous embedded friction material. Then continue to drive with moderate braking (at speeds of around 35 to 40 mph) in order to “bed” the new pads to the disc surfaces. However, some brake pad manufacturers note that no bedding-in procedure is necessary with certain pads, so don’t make assumptions. Read the instructions (if provided) that come with the new pads.

Regardless of the type of pad formula, it’s still not a bad idea to perform a few

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moderate braking procedures before the need to perform more extreme braking, if for no other reason than to “mate” the pads to the disc surfaces.

A note regarding rotor disc surface preparation is applicable when discussing the installation of any new set of brake pads.

The rotor disc surfaces should be clean.

That does not mean simply wiping the surfaces down with a rag.

In order to remove residue (dirt and potential oils/grease from used rotors, and packing/shipping rust inhibitors on new rotors), the disc surfaces should be washed and scrubbed thoroughly with a fast-drying solvent, and if time permits, this should be followed up with a hot scrubbing bath with a detergent (Dawn dish washing detergent is a favorite). A hot soapy bath followed by a thorough hot rinse will aid in removing any contaminants that the solvent didn’t remove.

Also, if you do treat the rotors to a hot bath and hot rinse, it’s a good idea to immediately follow this with a cold water rinse (this will reduce the chance of light

surface rusting on the bare metal), followed by blow-drying with compressed air.

Rotor technology A process referred to as “Ferritic Nitro Carburizing” is gaining in popularity, primarily to reduce or eliminate rotor disc surface rusting, both from a standpoint of appearance and performance. The surface of the rotor is impregnated with nitrogen and carbon, which hardens the surface (increasing the density of the surface with less

To aid in identifcation, the edge of the pad material will feature a code that indicates the manufacturer, the friction material composition and the SAE-rated coeffcient of friction.

porosity) and prevents surface oxidation/ corrosion. This will appeal to appearanceconscious vehicle owners whose vehicles are equipped with alloy wheels, where the rotors remain visible. From a performance standpoint, the hardened surface provides a more uniform surface for the friction material (partly as a result of reduced or eliminated rust buildup), which offers the beneft of avoiding pad bounce and resulting brake pedal vibration.

In addition to surface hardness treatments for the disc areas, some rotor manufacturers also offer a specialty coating to the rotor hats that prevents or reduces rust buildup on the hat surfaces. This offers both enhanced appearance and more importantly, While the use of a generic micrometer with oppos- less chance of electrolysis, reducing the ing fat anvils will suffce for disc thickness meapossibility of dissimilar metal bonding (for surement (as long as great care is used to hold the example, alloy wheels sticking to steel or anvils fat against the disc surface), a dedicated iron rotor hats). This is what should be an brake disc micrometer is a better choice, as the obvious time-saver for technicians during pointed anvil will allow a slightly more accurate wheel removal. The coating, depending on measurement, for more precise contact.

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the manufacturer, might involve powder coating, Tefon coating, vapor deposition or other non-sticking/rust preventive coating approach (as but one example, Raybestos refers to their rotor hat treatment as a “Black Fusion” coating).

While brake rotor diameters are generally decreasing in size in order to help automakers reduce overall vehicle weight, rotor diameters have, in select vehicle applications, increased over the years, primarily in domestic and import performance cars, trucks and SUVs. Increased surface area of vented rotors results in faster heat transfer, which also relates to the specifc brake pad compound formulation. By increasing disc surface area and increasing heat transfer (removing braking heat at a faster rate), it is possible for the pads to not reach their optimum operating heat range. This is yet another reason to follow brake pad manufacturer recommendations for each application, to ensure that the proper formula of pad is used with specifc type and size of rotors.

Rotor treatments to consider Cryogenics, in terms of metal treatment, is a tempering process that makes metal stronger by making its molecular makeup more dense and uniform. Cryogenics is a process that involves freezing the component in a bath of liquid nitrogen to (approximately) 300 to 400 degrees below

If a set of pads feature chamfered leading and trailing edges, this is a result of testing and research to reduce unwanted pad harmonics and resulting potential noise.

Center slots in the friction material (featured as a result of manufacturer testing and development) are often used to prevent friction material cracking where backing plate defection is a concern, and to aid in self-cleaning.

F in a controlled manner, and then slowly raising it back to room temperature.

This tempering process changes the “brittle” deposits (called austenites) within the metal to “martensites” which are more uniform. The process results in a metal that is less porous and less prone to warping or cracking. Some manufacturers may employ the use of cryogenics on their rotors. While certainly not a mandatory process for the average brake customer, this process is readily available to treat rotors if the customer so desires. A number of cryo shops throughout the U.S. offer this service. While racers commonly take advantage of cryo treatment for their rotors, this is a service to consider as an add-on upgrade for severe-duty feet customers as well (police vehicles and other emergency vehicles).

Another process that will achieve the same result (of making the molecular structure stronger and less prone to cracking or warping) is known as vibratory stress relief.

This process uses computer-controlled frequencies (vibrations) to remove internal stresses and to increase metallurgical uniformity/stability. Both processes have been used for severe-duty engine, driveline and braking components with great success. ●

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Advances in ride control Getting up-to-speed on electronic suspension control

By Mike Mavrigian

Magneto-rheological damper

Gateway control unit/CAN bus

Switch

Control unit with control algorithm

Status indicator on dash

Travel sensors

Example of the magneto-rheological (MR) fuid system shown here on an Audi TT.

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Courtesy of Audi of America

O

nce upon a time, ride control simply referred to providing a vehicle with a comfortable driving experience while limiting excess body roll. This was primarily addressed by the automakers by the selection of the appropriate springs, shock absorbers that would dampen spring movement and anti-roll bars that somewhat tamed, or limited, excess body lean during turns or steering maneuvers.

A properly controlled suspension system, or “ride control” system, is enlisted with the responsibilities of controlling spring and suspension movement, enhancing tire life, providing consistent and predictable handling and braking, maintaining wheel alignment, and minimizing excessive body lean and body dive.

It should come as no surprise that with today’s ever-advancing and ever-encroaching computer control and management systems, the once mechanically operated suspension systems have now entered the management-by-ECU realm.

Generically, suspension systems that are “controlled” or “managed” by means of electronic aid may be referred to as “adaptive” or “active” suspensions.

Examples of vehicles that feature some sort of adaptive suspension system include such models as the 2008 Lexus GS350 with its adaptive ride control (this uses small electric motors attached to the upper tips of the shock rods to rotate the rods, changing damping characteristics much in the way that was once handled by manual adjustment on some adjustable performance shocks), 2002 and later Cadillac STS, GMC

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Magneto-rheological fuid in non-magnetic state

High pressure Rebound direction

Electromagnetic coil

Magneto-rheological fuid in magnetic state Line of magnetic feld

MR medium Magnetic feld

Low pressure

An example of a magneto-rheological piston. At the top left, an example of the MR fuid in a non-magnetized state. Below left is an example of the MR fuid when a magnetic feld is applied.

Yukon and Corvette with GM’s MagneRide system that uses a magnetic fuid approach, 2003 Volkswagen Phaeton’s continuous damping control, 2003 and later Mercedes Benz Airmatic, 2004-2007 Volvo 4-C active chassis system, Audi’s magnetic ride, just to name a few.

Basically, everyone’s getting into the act in terms of offering advanced ride control systems that may still be mechanically operated, but electronically controlled.

As this trend continues, shops, both dealer and independent, will begin to see more vehicles that are equipped with these systems.

Here, we’ll provide an overview of select systems in order to offer a bit of insight into their workings.

magnetic particle-infused polymer liquid.

An electrical charge is delivered to the liquid (timed and controlled by an ECU that receives input data from a series of sensors), causing the magnetic particles within the fuid to change their shape, or density, which quickly changes the liquid’s viscosity (thinner when the system wants freer movement, thicker when damping needs to be more frm). The special “magnetic fuid” can change from a relatively thin viscosity to an almost plastic state faster than you can fick your fnger. This altering of the state of viscosity changes (or is capable of changing) at an astonishing rate of up to 1,000 times per second as commanded by the system’s ECU.

Electro-hydraulic control Magnetic ride control Magnetic ride control, also known as “magneto rheological” technology, involves shock absorber units that feature electromagnetic oils within the shock’s piston, and are flled with a very sophisticated

Rather than pouring through every system out there, let’s take a look at the CES (Continuously Controlled Electronic Suspension) system developed by Tenneco for the OEM market. This is a semi-active system that is triggered by a dedicated ECU

36 | January/February 2014

Courtesy of Audi of America

MR effect

that receives and interprets data from a range of sensors including front and rear mounted acceleration sensors that detect body up/down movement, a steering angle sensor, vehicle speed sensor, brake pressure sensor and sensors that detect lateral body movement Summary view Considering the advanced (and everevolving) electronic-hydraulic and magnetic suspension control system technology, the capabilities of these systems may very well do away with the need for anti-sway bars, as these systems become more capable of controlling lateral body movement in relation to the suspension.

As these systems become more incorporated into mainstream vehicles, the aftermarket is beginning to respond with direct replacement shock absorber units.

The trend of OE control systems will continue to proliferate beyond applications for high-end luxury and performance vehicles.

Vehicle-specifc example: Lexus AVS A specifc example of an adaptive variable suspension (AVS) is the 2008 Lexus GS350.

This system approach features control actuators that are mounted to the top of the struts/shocks. By monitoring the various vehicle sensors, the absorber ECU controls the actuators, varying the damping control of the hydraulic shocks/struts.

Monitoring and actuating components for the system include front and rear acceleration sensors, yaw rate sensor, steering angle sensor, skid control ECU, and the ECM (which sends a drive torque signal to the absorber control ECU).

The AVS, as a system, includes each shock’s absorber control actuator, a front acceleration sensor which detects vertical acceleration of the left front of the vehicle, a rear acceleration sensor, a yaw rate sensor that monitors lateral (side to side) and longitudinal movement, a steering angle sensor, and a dedicated shock absorber ECU. By the way, the absorber control ECU houses the right-front acceleration sensor.

The skid control ECU and the front steering

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Circle 115 on Reader Service Card

Magneto-rheological fuid in an unmagnetic state

Courtesy of Audi of America

Magnetic feld lines

Magnetic feld lines

Magneto-rheological fuid in a magnetic feld

Another view of a magneto rheological piston. The MR oil fows through channels in the piston, with the fuid fow restricted when the magnetic feld is energized.

control ECU send data that is incorporated into the ECM’s decision-making process to control damping.

Where are these system sensors located?

The front LH acceleration sensor is located under the left side of the dash, requiring removal of the instrument panel undercover, the instrument side panel, the LH door scuff plate and front door opening trim cover, behind the carpet.

NOTE: In order to inspect the front LH acceleration sensor, connect three 1.5-volt dry batteries in series. Connect terminal 3 (SGB) to battery positive and terminal 2 (SGG) to battery negative (do not test this with the vehicle’s 12V system — you must use three 1.5V batteries connected in series). With the batteries connected to the sensor terminals, connect a voltmeter between terminals 1 (SGFL) and 2 (SGG).

With the sensor stationary on a workbench, voltage should read approximately 2.3V. Next, hold the sensor in a vertical position

and vibrate it. The voltage reading should change between about 0.9 and 3.6V. NOTE: If the sensor is tilted, a different voltage value may be output. Don’t apply more than 6V to the sensor, and don’t drop it. If dropped, chances are the sensor will be damaged and must be replaced. Also, never place the sensor upside down at any time.

The rear acceleration sensor is located in the right side of the trunk, just ahead of the right hinge, behind the trim cover. As with the front sensor, it’s advised not to place the sensor upside-down, and avoid dropping it.

The procedure for testing the rear acceleration sensor is similar to testing the left front sensor. With the sensor removed and laying on a workbench, connect three 1.5V batteries in series, with the positive connected to the sensor’s terminal 3 (SGV) and negative to terminal 2 (SGND). Connect the voltmeter to terminals 1 (SGRR) and 2

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Circle 116 on Reader Service Card

Circle 117 on Reader Service Card

wait at least 90 seconds in order to disable the airbag (SRS) system. By the way, if this ECU is being replaced, you’ll need to perform a registration of vehicle identifcation information.

Vehicle identifcation information is automatically acquired when the system enters its test mode.

The yaw rate and acceleration sensor is located in its traditional location, under the center console box.

The shock absorber actuators are mounted atop each shock’s rod, under the upper shock absorber cap. The actuator engages to the top of the shock’s rod, keyed to an internal damping adjustment driver. This is similar to an aftermarket shock that’s manually adjustable. In this case, electronic actuators turn the adjusters, commanded by the ECU as a result of information provided by the system’s vertical, lateral and longitudinal sensors.

Use a jumper wire to connect terminals 12 (TS) and 4 (CG) of the DLC3 diagnostic port.

Turn the ignition switch to the on position.

The “SPORT S+” indicator in the information display should blink in the Test Mode Cutaway view of a typical magneto rheologiblinking pattern, blinking once every 0.125 cal damper. seconds. If the display does not blink, The absorber control ECU (which includes there’s a problem with the indicator light. the right front acceleration sensor) is Check the absorber control actuator located under the right side of the dash, operation. Starting with the SOFT position, mounted vertically. Here’s a tip: Don’t depress the brake pedal. Using the approsimply begin to remove this ECU. After priate scan tool, determine if the absorber turning the ignition switch off, disconnect actuator position increases by two steps, the vehicle battery negative cable, and then every time the brake pedal is depressed. You ECU

Acceleration sensor

Steering sensor CES sensor

CES sensor Output Input Displacement sensor

Acceleration sensor

Tenneco’s CES (continuously controlled Electronic Suspension). Note the front and rear acceleration sensors, steering sensor, CES dampers and displacement sensor.

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Courtesy of Tenneco Inc.

Courtesy of Audi of America

(SGND). With the sensor stationary, voltage should read approximately 2.3V. While holding the sensor in its normal vertical position and while vibrating the sensor, the reading should change between about 0.9 and 3.6V.

Circle 118 on Reader Service Card

should see the actuator position move from SOFT to 3, to 5, to 7, to 9, to 11, to 15, to 17 (the HARD position). Bounce the vehicle and confrm that the shock absorber(s) is getting stiffer on compression.

Every time the brake pedal is depressed, the absorber control actuator rotates in 15-degree increments to a maximum angle of 120 degrees. If the actuator does not rotate, suspect the actuator circuit.

Once the inspection is complete, turn the ignition switch to the off position, and then disconnect the jumper wire from the DLC3. Then you can turn the ignition switch to the on position. If the ignition switch remains on after the jumper wire has

been removed, the vehicle will remain in the Test Mode.

In order to remove the shock absorber control actuator, remove the shock cap and disconnect the actuator wire connector. Turn the actuator counterclockwise 40 degrees.

In order to inspect the control actuator, use a multimeter to measure the actuator resistance. Citing the front actuators as an example, note that connections on the right front differ from that of the left front actuator.

In order to install the actuators, engage the actuator to the shock rod and turn the actuator clockwise 40 degrees. ●

Computer-controlled adaptive suspension glossary Absorber control actuator Small actuator motor connected to the top of the shock piston rod in an adaptive system where a signal from the ECU adjusts shock damping. An example of this is found in the 2008 Lexus G350.

Absorber control ECU Dedicated ECU for an adaptive suspension system.

AVS Lexus term for their Adaptive Vehicle Suspension system.

CES Tenneco’s Continuously Controlled Electronic Suspension system developed for a variety of OEM applications.

CDC Continuous damping control. This is the

term used for many of Ford Motor Corp.’s European applications.

4-C active chassis Volvo’s terms for the active suspension featured in the S60R and V70R models.

FlexRide TThe trm used by Opel for their active suspension.

Acceleration sensor Detects the vertical acceleration of the body.

Front steering control ECU This ECU sends the VGRS (variable gear ratio steering) operation angle signal to the absorber control ECU. MagneRide GM’s name for their magneto-rheological systems.

Magneto rheolocical A magneto-rheological fuid (generally called MR fluid) is a highly specialized type of fuid containing dense magnetic particles that quickly changes viscosity when subjected to a magnetic feld.

This fuid can change from free-flowing to an almost solid plastic state by varying the strength of the magnetic feld. When used to control shock absorber damping, it reacts very quickly, as fast as 1,000 times per second.

Rear acceleration sensor Detects the vertical acceleration of the rear of the body.

Skid control ECU (brake actuator assembly) This ECU sends the vehicle speed signal

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to the absorber control ECU as part of the data used to determine suspension damping. It also sends the brake pedal depressed signal to the absorber ECU. It sends a request for damping force control to the absorber ECU. Steering sensor Detects the steering direction and the angle of the steering wheel.

Another aspect of input information used by the adaptive suspension system to control shock damping.

Yaw rate sensor Detects the vehicle’s longitudinal and lateral acceleration and deceleration. This is another integral bit of data fed to the adaptive suspension system in terms of detecting body movement.

Circle 119 on Reader Service Card

How electronic stability control can improve ride control sales

By Ann Neal

E

stopping distances. Replacing worn shocks and struts will ensure the vehicle’s safety systems continue to work as intended.”

ESC depends on the tires’ ability to grip the road. “All of these crash avoidance systems’ effectiveness is largely attributed to ride control components,” says McGovern.

A crash-avoidance system’s instructions to change the vehicle’s behavior, such as braking individual wheels, occur whether or not the vehicle is capable of executing them.

lectronic stability control (ESC) is nothing new. Introduced as optional equipment on luxury cars in the mid-1990s, it’s been standard on light-duty truck and passenger vehicles since 2012.

What is new is the proft potential built around helping motorists understand how ESC works and depends on ride control components to function effectively.

You need to be aware of the relationships of the supporting mechanical systems that allow the crash avoidance technology to function, according to Mac McGovern, director of marketing and training, KYB Americas Corp.

For example, tires slow and turn a vehicle, not ESC. As suspension, springs, shocks and struts wear, their ability to control the tires lessens.

“ESC and other crash avoidance ZF Services says the Sachs brand original replacement systems will work properly, but shocks and struts are engineered to restore original may have to work too hard or dynamics while meeting the highest safety standards. too often or may not be effective if there are worn or miscalculated parts in “If the technology is expecting the vehicle the steering, suspension, brakes or tires,” behavior’s to stay within vehicle design says McGovern. And this gives you the so it can contribute to consumer safety, it opportunity to show customers their worn only makes sense that the service provider parts and explain what it is doing to their understand that technology and make recvehicle. ommendations around this safety system so Vehicle safety systems such as antilock the customer has a better sense of the value brakes and ESC depend on input from the proposition.” wheels to work properly, according to Eric ESC is a technology that you certainly Banas, product marketing manager for ZF should be aware of but not afraid of, Services LLC, manufacturer of Sachs shocks according to Bill Dennie, director, ride and struts. “As shocks and struts wear, control channel management for Tenneco the damping characteristics are reduced, Inc., the manufacturer of Monroe shock increasing the chances of excessive wheel absorbers and struts. “If you are relying hop over bumps or hydroplaning in wet on a quality brand of shocks and struts, conditions, which can lead to extended you can be confdent that there will be

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Circle 120 on Reader Service Card

no compatibility issues whatsoever with a vehicle’s ESC system, just as you should not worry about which brand of brake pads you are installing on a vehicle equipped with antilock brakes.”

Properly functioning shocks and struts not only smooth out the bumps in the road, they help the vehicle’s safety systems do their job when needed, says Banas.

As consumers bring ESC-equipped vehicles to shops for servicing, what do you need to do to ensure the crash-avoidance technology functions properly? “A shop can’t assure that ESC will operate properly, they can only look for electronic trouble codes, look for wear or failure of any ride control component and road test the vehicle. The shop’s role is to keep the motorist informed about conditions that could prevent ESC from being as effective as possible when a sudden need occurs,” says McGovern.

McGovern suggests helping the motorist understand that electronic safety systems depend on ride control components that wear and that replacement parts should always meet or exceed OEM performance capabilities. “Crash avoidance can’t avoid and stability control can’t control if the tires can’t grip the road or the body control isn’t stable. KYB’s focus is on products that restore designed performance because it’s critical to the vehicle’s safety systems.”

The OESpectrum line represents Monroe’s latest ride control technology. It is engineered to ensure OE-quality performance of the electronic stability control system.

Because ESC and crash avoidance systems are electronically looking at the steering, suspension, brake and tire systems at once, a shop can put together a sales plan that

complements vehicle technology, according to McGovern. “The relationship between mechanical and electronic is critical to overall vehicle performance so that’s the beginning of the value proposition. The customer understands tires and the customer understands safety systems, so let’s build a selling culture around that.”

KYB Americas Corp. says its shocks and struts are engineered to work properly with ESC-equipped vehicles.

McGovern says earning a sale is a process and suggests looking at sales of ride control components from the customer’s perspective.

“They don’t like surprises and they can’t make high-dollar decisions on the spot.

So earning shock and strut sales is about planting the appropriate seeds. Do that by reporting on current vehicle conditions. Do that by setting goals or expectations of the vehicle which usually needs to be designed vehicle performance.

“You help them understand what it takes to keep their vehicle within those performance capabilities. Then you offer shocks and struts and the opportunity to think about it.”

Closure on a sale usually happens on the frst follow-up visit, according to McGovern.

“So the advice to the store is not to create a selling plan; it is to create a planting seeds plan because you have to concentrate on the frst follow-up visit.” ●

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Circle 121 on Reader Service Card

Check engine light diagnostics Ignoring simple procedures greatly complicates the diagnostics that need to get done fast

By Craig Truglia Craig Truglia is an ASE A6 and A8 certifed technician who presently works as a service writer for Patterson Autobody, a repair facility in Patterson, N.Y. A former shop owner and editor of several automotive repair magazines, Truglia combines his Columbia University education with the real-world experience he sees daily in the automotive repair feld. Technicians Truglia and Fred Byron took part in diagnosing the different vehicles in this article.

F

or most auto repair shops, diagnostics are not where the money is. A good diagnosis is needed to fgure out what parts (and these days, sometimes software fles) are needed to repair a drivability issue.

It is safe to say that the most proftable feld of diagnostics involves the skills and knowledge necessary to fgure out what is required to allow the monitors to pass a state emissions inspection. As states such as New York adopt CARB emissions standards, emissions diagnostics may become increasingly important (yes, that means no more 49-state legal catalytic converters as of 2014).

Many experienced technicians get needlessly fustered diagnosing check engine lights. With the right diagnostic strategy that takes advantage of service information and proper procedure, many routine mistakes and time wasters can be avoided.

Step 1. Scan codes using generic OBD II. Don’t waste timing booting up a big and

Figure 1: Here’s a screenshot of a DTC scanned using a quick code reader.

expensive scan tool, unless it is the only one in the shop (or all the repair information resources are already on the tool.)

Let’s be honest — sometimes we can almost complete a diagnostic by seeing a DTC alone (see Figure 1). Misfre codes on Fords, due to bad ignition coils, come to mind.

Many technicians make the mistake of using OEM enhanced functions on a scan tool as opposed to generic OBD II to diagnose check engine lights. There are two problems with this. First, it takes too long.

Second, some aftermarket scan tools have a tendency to say there are current DTCs that really are not current. No one wants to chase down a code that is not going to turn off the light.

The reason many scan tools do this is that many OEM scan tools (such as GM and VW) have very sensitive criteria for picking up pending codes.

Now, this can be very useful in some

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circumstances, but also very confusing in others, especially if the “additional” DTCs are from a problem or event that is months old and not relevant.

Furthermore, when the technician actually begins diagnosing the vehicle using PIDs (parameter identifcations) on his scan tool, OEM enhanced tends to substitute values for sensors in certain situations.

For example, a bad ECT sensor might read -40 degrees Fahrenheit in generic OBD II, but in OEM enhanced this may read as a normal temperature. For reasons such as these, do not use OEM enhanced functions until all the options generic OBD II offers are exhausted.

Don’t forget to check Pending DTCs when the scan tool is plugged in. Huge amounts of time can be saved with this information.

For example, a misfre DTC coupled with a pending P0420 DTC would indicate either a misfre created by an exhaust back-pressure issue, or more likely, a misfre that has ruined the catalytic converter. It always

helps to have an advanced heads up on things like this.

Furthermore, it cannot be emphasized enough how important Freeze Frame information can be. On many 1.8L Toyotas with a P0171, Freeze Frame is often the clue that allows the technician to suspect if there is a bad MAF sensor or a leaking intake manifold gasket. Oftentimes, vehicles that set the DTC when cold involve a very hard-tocatch leaking intake manifold gasket.

When diagnosing P0420 DTCs, the diagnostic can be done in a matter of minutes simply with the help of Freeze Frame. If a P0420 exists and long-term fuel trims are elevated positive or negative, the frst thing that has to be diagnosed is why the engine is running lean or rich and thereby killing the converter (for an example, see Figure 2).

Now, more commonly, if long-term fuel trim is not above +/-7, it is time to check two different things: rear oxygen sensor operation and technical service bulletins (TSBs) for PCM refashes. Don’t get dazed looking at anything else, even the front

Figure 2: Freeze Frame on this 2001 Audi A6 shows that converters are ineffcient on both banks, with normal fuel trims Bank 1 and Bank 2. Commonly, there is nothing else wrong with the vehicle other than a rear oxygen sensor giving no response or a bad catalytic converter.

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Circle 122 on Reader Service Card

Figure 3: A catalytic effciency test on the EScan, a generic OBD II scanner made by Automotive Test Solutions, verifes that the rear oxygen sensors on this Audi have response and are oscillating violently under load, refecting bad catalytic effciency.

O2 or air-fuel ratio sensor if long-term fuel trims are good.

Long-term fuel trims would be off if these

sensors, or the things that affect them such as vacuum leaks, were causing issues (see Figure 3).

Figure 4: Mitchell ProDemand is one popular auto service information resource, as it allows technicians to look up TSBs (technical service bulletins), features repair tips within original equipment manufacturers’ repair information, and has wiring diagrams that are in many respects easier for technicians to use and manipulate than those from the OEMs.

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Step 2. Make use of automotive repair information resources.

Information resources are indispensable when it comes to diagnosing vehicles.

The most important thing an information system offers technicians are technical service bulletins (TSBs). Oftentimes, the OEM admits that there is a very common problem on a vehicle, or the TSB tells you what to test in order to fgure out what is wrong in a list of several different common problems. Mitchell ProDemand (see Figure 4) is one such popular information resource. It allows technicians to look up TSBs, features repair tips within OEM repair information, and has wiring diagrams that are in many respects easier to use and manipulate than the OEM ones.

Illustrative of this is an issue on a 2008 Ford F250 6.4L diesel, as seen in Figure 5 on the next page. The vehicle has a P2084, which is a DTC for a “side 2” exhaust gas temperature sensor. These sensors are used to calculate the effciency of the DPFs (diesel particulate flters.) On these Fords, all these sensors have the same part number and are located one after another, as seen in Figure 6 (on page 57). These 6.4L diesels tend to have DTCs related to them at very low mileages. On this pickup, it had a P2084 at less than 20,000 miles.

The TSB informs us simply to “replace the faulty EGT sensor based on the DTC present.” That’s right. No test plans or anything. Apparently these EGTs drop like fies, but without working on tons of diesels, this might have not been obvious to many technicians.

Obviously it is not good to simply succumb to an OEM parts-changing routine, as many astute technicians would know that far too many modules have been needlessly replaced that way. So, after looking up service information such as TSBs and test plans, it is wise to start performing tests on the vehicle.

Step 3. Perform tests, beginning with PIDs on a generic OBD II scan tool and working one’s way up to other tools, such as a labscope, compression gauge, etc.

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Circle 123 on Reader Service Card

Figure 5: Check for common problems. An example involves the 2008 Ford F250 6.4L diesel.

The vehicle has a P2084, which is a DTC for a “side 2� exhaust gas temperature sensor.

Now it is time to start testing the vehicle.

While the frst two steps are elementary and by the book, the third step is at the discretion of the technician (and the tools he has at his disposal). Diagnosing a check engine light at this point can be simple, such as swapping a coil and checking mode 6 to see if the misfre counter is changing to the cylinder in which the ignition coil was moved to. It can also pose diffculty, such as the need to trace wiring back to a PCM, or checking sensor waveforms. No matter what the test is, the idea is always to defnitively prove something is good or bad, so as to narrow down the list of possible culprits.

Narrowing down the list is the most

important thing about diagnosing a vehicle.

This is why it’s wise to start with looking at Freeze Frame and TSBs before beginning step three. Otherwise, the list of possible culprits is so large, it is simply not time effcient to test everything.

Now, returning to the example of the 2008 Ford F250 6.4L, the technicians simply looked up repair information and found that Ford recommends looking at all the sensors at room temperature and condemning the one that does not match the temperature of the other ones.

It is important to note that the technicians working on this vehicle do not work on a lot of diesels, nor have they experienced this problem before. Yet, by sticking

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Figure 6: EGT sensors on a Ford DPF. The DPF is a “catalytic converter� like component on newer diesels. These 6.4L diesels tend to have DTCs related to them at very low mileages.

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Circle 124 on Reader Service Card

Figure 7 and 8: As seen on a Launch X431 scan tool, the Bank 1 Side 2 EGT sensor here is caught in the act of giving the PCM inaccurate data, obviously causing the P2084 DTC.

to the basics of diagnosing a check engine light, they were able to nail the problem.

A quick look at PIDs showed that all the sensors had identical temperatures. Being that the sensors are all identical part numbers, a meter was used to check ohms on each one.

However, being that none of the sensors were failing, the results were all identical. The simplest way to diagnose the issue was to swap the sensors and see if the DTC would change positions, but from a time perspective this was not a good idea.

Instead of doing that, the sensors were simply graphed with a scan tool for about 15 minutes until one of them started acting up for a very short period of time.

Not surprisingly, the one that the TSB said would be bad had a temperature of almost 1,000 degrees F and a voltage of almost 5V. See Figures 7 and 8 for an example of this.

As seen on a Launch X431 scan tool, the Bank 1 Side 2 EGT sensor here is caught in

the act of giving the PCM inaccurate data, obviously causing the P2084 DTC. Now, this is when common sense needs to kick in. The TSB says that the sensors go bad all the time and the chances of a short to power somewhere further up the circuit was exceedingly low, especially because the vehicle was so new and a true short to power would have resulted in a reading closer to 5V. The reason why it would be silly to assume that the PCM is faulty is because bad PCMs usually have bad drivers or consistently inaccurate PIDs with accurate sensor feedback. Being that none of these were the case, the sensor can be installed with a very high degree of confdence that it will fx the problem.

Next time you have a check engine light, try applying these three simple steps to your diagnostics.

A lot of time can be saved and maybe a headache avoided. â—?

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Circle 125 on Reader Service Card

Mac Tools cordless 3/8-inch wrench Size, balance and weight prove handy for working in tight areas

By Mike Mavrigian

T

he range of high-quality cordless electric power tools is quickly expanding. Torque and battery life is increasing, and the toughness and durability demanded by pro technicians is increasingly being met. To provide insight into a new offering, here we’ll review one of the latest Mac Tools cordless impact wrenches.

The Mac Tools BWP038-S2 kit includes the BWP038 a 3/8-inch-drive cordless impact wrench, a pair of MB120 12V Max rechargeable lithium ion batteries, an MCB101 battery charger and an MTB001 tool bag.

The wrench is extremely well-balanced and feels great in your hand. The handy forward/reverse button is easily operated with the fore-fnger or thumb without the need to re-position the wrench in your hand. The body is made of glassflled nylon for toughness and chemical The 3/8-inch-drive Mac Tools cordless wrench is relaresistance, and the grip’s coating is tively compact, at 7.1 inches tall by 6.7 inches long oh-so-comfy. and a mere 2.5 inches wide.

Since this impact wrench is just handsdown-pretty with its ergonomic design and to six feet. The thick-skinned little bugger eye-catching red/black/silver color scheme, I just kept on tickin’ and never missed a beat. really had to force myself to abuse this little Naturally, if you whack any exposed battery tough guy. With a whopping 725 ft.-lbs. of pack around hard enough, you’re eventually available grunt and its nifty compact size, going to break it, but during my on and off it’s defnitely a workhorse and ideal when testing over a period of almost a week, she you don’t wish to (or can’t) drag an air hose never argued with me and just kept on slamaround. But it’s so darned curvy and cute, I min’ (even though on two of the drops, the felt that it would break my heart to intenbattery pack popped off, but after snapping tionally scratch it or get it dirty. In the end, it back on, she kept operating like new). For I sucked it up and put it through its paces, any cordless tool, that’s a good enough proof intentionally dropping it onto my shop’s con- of durability to suit me. NOTE: After testcrete foor several times from heights of two ing, I carefully wiped her clean and felt like

60 | January/February 2014

The large, heavy-duty, zippered carry case is defnitely plus-sized, with more than enough room to store the cordless wrench, charger, extra batteries and more.

The grip is ergonomically perfect, with an extremely comfy feel that nestles into the hand.

The directional switch is easily accessible without relocating your hand.

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This cordless wrench, as with all of Mac’s new cordless lineup, shares commonly available DeWalt lithium ion battery technology.

I needed to apologize before slipping the wrench into its storage bag.

Impact wrench specifcations:

The intelligent charger (which is based on DeWalt technology) will handle any DeWalt lithium ion rechargeable battery.

Anvil size 3/8-inch (square drive w/hog ring) Breakaway torque 725 ft.-lbs.

Blow rate 1,900 bpm Free speed 1,700 rpm Weight 2.6 lbs.

Height 7.1 inches Length 6.7 inches Width 2.5 inches

Battery interchange

The charger features a bright red indicator light that provides charging status, hot/cold delay alert, and notifes the user if there’s a problem with the battery or power source.

A very cool, considerate and user-friendly feature of this kit’s batteries (and for Mac’s entire line of new cordless electric tools) is a direct interchange for DeWalt batteries. Since Mac and DeWalt are business partners, design engineers decided to do what makes sense — to build all of Mac Tools’ cordless tools using the already-established DeWalt battery technology.

As a result, if a battery is damaged or worn out, there’s no need to special order a proprietary Mac battery. You can simply pop over

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At an astoundingly light 2.6 pounds, the compact wrench proved light enough for extended use in arm-reach locations.

The kit includes the wrench, battery charger, two batteries and a sturdy zippered carrying case.

to your nearest discount hardware store and grab a DeWalt battery.

The battery charger

of footprint support rails, and a very roomy approximately 12 x 7.5 x 7.5-inches of storage space that will accommodate much more than the wrench, charger and batteries.

Unlike some tools that include cases or bags that will barely ft the tool alone, this bag is pleasingly huge (with enough room left over to easily stash your lunch). Side pockets are also featured at each end of the bag.

Manufacturer’s list price for the BWP038-S2 kit at the time of this writing is $299.99. ●

The MCB101 battery charger is designed to charge Mac Tools and Dewalt 12V and 20V MANUFACTURER INFORMATION Max lithium ion battery packs. The charger MAC Tools also serves as a battery analyzer, designed to 505 N. Cleveland Ave. detect potential battery problems. Any probWesterville, OH 43082 lems are indicated by the red charging light 800-MAC-TOOLS (622-8665) fashing at a fast rate. www.mactools.com The charger features a hot/cold delay operation. If the charger detects a battery that is hot, it automatically starts a delay, suspending charging until the battery has cooled, at which time it automatically starts the charging process. The red light fashes long, then short while in the hot/cold delay mode. If the battery is faulty, the charger won’t attempt to charge and the red indicator will either refuse to light or it will display a warning for problem battery.

The tool bag (which was a surprise for me, as I didn’t know this would be included) is a very nice touch. The zippered heavy-duty nylon bag features twin carry handles, a Torque is more than adequate, providing a reinforced fat bottom beefed up with a pair whopping 725 ft.-lbs. when needed.

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Mazda MAZDA HIGH IDLE

made to those calibrations for service-related concerns.

• When reprogramming a PCM, IDS will always display the “latest” calibration P/N available for that vehicle. If any calibration has been revised/updated to contain new information for a new service concern/issue, it will also contain all previously released calibrations.

Some 2007-2009 B2300 49 State/Federal Specifcation vehicles equipped with automatic transmissions may exhibit higher than expected engine idle speeds of 1,5002,400 rpm at cold start up. A new powertrain control module (PCM) calibration has been developed to correct this condition.

Customers having this concern should have their vehicle repaired using the following repair procedure.

When performing this procedure, we recommend that a battery charger be installed on the vehicle battery and turned ON to a maximum charge of no more than 20 amps to keep the vehicle battery up to capacity. If you exceed 20 amps, it could damage the VCM.

Repair procedure 1. Reboot the IDS to clear memory before reprogramming.

2. Using IDS 61.17 or higher or 62.05 or higher software, reprogram the PCM to the latest calibration (refer to “Calibration Information” table) by following the “Module Reprogramming” procedure.

This new calibration is not included in the VCM 2009.7 DVD. NOTE: • This bulletin does not apply to California spec vehicles.

• Always update the IDS tool frst, then follow on-screen instructions to download the needed calibration fle for PCM reprogramming.

• It is not necessary to remove any fuses or relays during PCM reprogramming when the IDS screen prompts you to do so. You may accidentally stop power to one of the PCM terminals and cause the PCM to be blanked, or you may receive error messages during the IDS reprogramming procedure.

• IDS shows the calibration part numbers after programming the PCM. • Please be aware that PCM calibration part numbers and fle names listed in any Service Bulletin may change due to future releases of IDS software, and additional revisions

General Motors USB STATIC

Subject: Static Noise When Using USB Port Models: 2010 – 2011 Buick LaCrosse 2010 – 2011 Cadillac SRX 2010 – 2011 Chevrolet Camaro, Equinox 2010 – 2011 GMC Terrain 2010 – 2011 Opel Insignia 2011 – Buick Regal 2011 – Chevrolet Cruze, Malibu The following diagnosis might be helpful if the vehicle exhibits the symptom(s) described in this TSB. Condition/concern: A customer may comment of static noise heard when using the USB port to play audio from a portable device Recommendation/instructions: Important: For iPhones and iTouch devices frst attempt to perform a reset of the device by selecting: Settings>General>Reset>Reset All settings.

Verify that song data/information is still

64 | January/February 2014

displayed (song track, title, artist, genre, etc.) when playing audio through the USB port. Then disconnect the USB cable and connect the 3.5 mm jack.

Verify that a portable device can play audio correctly through the 3.5 mm input jack. If the vehicle displays song data when playing audio through the USB port and has clear audio when playing through the 3.5 mm jack, replace the MPIM following published repair procedures.

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

Volkswagen BUG HAS A MIL This TSB applies to 2007-2008 VW Beetle vehicles equipped with the 2.5L engine. A DTC P3047 may be displayed for a MIL ON condition. This DTC indicates activation Starter Relay 2 Short to B+.

test plan for DTC P3047. Test procedure should be performed with Digital Oscilloscope (DSO) after relay – J434 –, which is located in the 13 position of the auxiliary relay panel, above the relay panel (reference stamping 465). Use the DSO to verify the correct delay time (210ms-300ms).

P3047 fault occurs at less than 180ms or greater than 1,000ms.

TIP: DTC P3047 “Activation Starter Relay 2 Short to B+ CAN” is displayed on VAS 5051/5052 scan tool or other enhanced scan tools.

NOTE: DO NOT replace the Engine Control Module (ECM) – J220 – for this concern.

Once the concern has been identifed, repair as necessary, see ElsaWeb. Loose or poor connections may illuminate the MIL. Inspect the ECM – J220 – at the T121/30 pin location.

Subaru SUBARU HARSH DOWNSHIFT

This TSB applies to 2010-2011 and early production 2012 Subaru Legacy and Outback vehicles equipped with the 3.6L engine and When the ECM identifes a signal differ5-speed automatic transmission. ence on the starter circuit outside monitored TCM reprogramming fles are now available parameters, (i.e., too slow or too fast), the to rectify a harsh downshift on 3-2 downMIL will illuminate and DTC P3047 Activation shifts while slowing to 12-14 mph and then Starter Relay 2 Short to B+ will be stored in accelerating. ● Engine Control Module (ECM) – J220 – fault COUNTERMEASURE IN PRODUCTION memory. The monitored signal for the starter MODEL VIN PRODUCTION DATE is supplied to the ECM at the T121/30.

Legacy C2008348 10-12-2011 Currently there is no Guided Fault Finding Outback C2217396 10-17-2011 Relay – J434 – is located in the auxiliary relay panel, stamped “465.”

SUBARU PACK FILE APPLICABILITY PACK P/N NEW OLD P/N MODEL 30919AA073.pak 30919AA073 30919AA072 30919AA083.pak 30919AA083 30919AA082

FILE NAME Legacy 3.6L Outback 3.6L

65 | January/February 2014

REPROGRAMMING 5AT 5AT

Tech tips From a battery drain to the fuel pump blues YUKON EXHIBITS MYSTERY Y BATTERY DRAIN A customer rolled in (or should I say was towed in) with a 2002 GMCC Yukon, complaining of a constant battery drain. The engine won’t start in the morning, she charges the battery, starts and runs it, but after parking it for a few hours, the battery’s dead again. To make a long story short, the charging system was working fne, but there was a parasitic draw somewhere.

We traced the problem to a he autofaulty blower motor processor for the matic temperature control system, which was causing the blower motor to run continuously, even with the key off.

The faults were traced to the automatic climate control processor (actually a resistor) and the blower motor. As it turns out, the processor was fried, so we initially assumed that replacing it would do the trick. However, during investigation, we noticed that the blower motor was bad, which in turn seems to have taken out the processor. The processor was obtained for $280 (which seems way too much for this little guy).

After replacing the blower motor and processor (easy access), the repair was complete.

HONDA CHARGING Even though Honda has used the Electronic Load Detection (ELD) System since 1988 on the Civic and 1990 on the Accord, there is still a lot of confusion on how this system operates and controls the charging system.

The ELD system inputs the electrical load to the engine control module (ECM), and then the ECM controls the output of the alternator under various electrical loads, and is capable of shutting the alternator off completely under very low or no load

situations.

When the vehicle is frst started, the alternator may not begin charging for up to three minutes.

Before performing any tests on the charging system, be sure to put an electrical load on the vehicle’s electrical system by turning on the headlights or turning on the blower motor or rear defogger. The ELD unit, located in the underhood fuse box, must sense current fow through the fuse box so it can correctly indicate the electrical load on the vehicle to the engine control module (ECM). The ELD unit has three wires leading to it, a 12-volt power supply wire, a ground wire and a signal wire. On the signal wire the ECM will send a reference voltage of approximately 4.5 to 5 volts to the ELD unit. The ELD will pull this reference voltage towards ground depending upon the amount of load on the electrical system.

With no or little current fow through the ELD, the ECM will see approximately 3.5 volts on the signal wire. At this time, the ECM can ground the control wire at the alternator and the voltage regulator will turn off the alternator without illuminating the charge light. If the current fow is high, the voltage on the signal wire will be close to one volt.

66 | January/February 2014

The ECM will then see a high electrical load and stop grounding the control wire so the voltage regulator will allow the alternator to charge.

Disconnecting the control wire from the alternator will disable the ELD control of the charging system, thus allowing the alternator to charge normally. The most important thing to remember when testing the charging system is to be sure to add an electrical load (such as headlights).

(Information courtesy of Identifx Inc.)

FUEL PUMP BLUES Last December I ran into the car from the deep dark underworld. It was a 1987 Chevrolet Celebrity, 2.5L, VIN R, automatic transmission with A/C. Symptoms: Car ran great 90% of the time.

The other 10% it stalled with no restart, or if it did restart right away, it would stall again or run very rough with no power. The tech tried to get the best description possible from the owner of when the problem occurred and on what type of road surface. The owner’s “wealth” of information amounted to, “I don’t know — it just happens. Fix it!”

Following the rules of good car repair, the frst step is to try to duplicate the symptom. After driving the car for an hour, the technician was not able to do this. Nothing on the scan tool or fuel pressure gauge indicated a problem so the tech removed all the test equipment and started work on another car. When he brought the car into the shop two hours later, the problem was duplicated to a T. Of course!

(FACT: When no tools are hooked up to help fnd the problem, the problem will always show up!)

Maybe it was a lack of fuel. He sprayed some carb cleaner at the air cleaner and the car picked up and ran much better. But after hooking up the fuel pressure gauge again, the car had 12 psi, restarted, and ran great. Next he checked for a shorted injector.

Resistance and current fow of the injector were OK, but the readings were on the low end of the specs. If it wasn’t a shorted

injector, then the ECM must not be allowing enough fuel delivery.

Since injector resistance was at the low end of the spec, the tech replaced the injector thinking it might have damaged the ECM. After replacing the fuel injector and the ECM, he returned the car to the owner.

That same afternoon, the owner brought it back with the same problem. The tech disconnected the EGR valve to eliminate the possibility of it sticking in the applied position, installed a fuel pressure gauge, grabbed a fre extinguisher “just-in-case” and set off on a second test drive. This time he saw the fuel pressure drop to 7 psi. He replaced the fuel pump and got the same results. He replaced the fuel pump again and the fuel pressure regulator and fuel flter.

Same problem. Finally the shop owner asked the tech to call our hotline. After listening to everything he had tried, I assumed that the replaced parts were good and asked him to check the fuel pump circuit. The voltmeter registered good power supply to the tank. The ohm meter checked the ground at 5 ohms, so that circuit seemed OK. Often checking ground circuits with an ohm meter will not load the circuit enough to fnd a ground problem. Since this was an intermittent problem, the circuit may have been fne when tested.

I had him check the ground circuit with a voltmeter and do a voltage drop from the ground to the case of the alternator. Why the alternator? Remember, this is the voltage source with the car running.

The technician found a 0.5 volt drop with the car running, but intermittently it jumped to around 6 volts. At the same time, the fuel pressure gauge dropped to around 7 psi. I suggested that the tech examine the ground in the trunk for the fuel pump — it was corroded.

With repairs made to the fuel pump ground, the car ran fne with no other symptoms.

It took two phone calls to our hotline to repair this car. Total time: 11 minutes!

(Information courtesy of Identifx Inc. See www.identifx.com.) ●

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

Advertiser

Page

R.S #

Quik-Link

31 Incorporated

22

108

www.aspquiklink.com/11108

ACDelco

19

ADVICS North America Inc.

27

111

www.aspquiklink.com/11111

Aftermarket Auto Parts Alliance Inc.

7

103

www.aspquiklink.com/11103

Aftermarket Auto Parts Alliance Inc.

59

125

www.aspquiklink.com/11125

Airtex Products LP

33

113

www.aspquiklink.com/11113

Arnott Inc.

55

123

www.aspquiklink.com/11123

Blackburn’s Hubcap & Wheel Solutions

39

116

www.aspquiklink.com/11116

CARQUEST Auto Parts

OBC

128

www.aspquiklink.com/11128

CRP/AJUSA

53

122

www.aspquiklink.com/11122

DENSO Products and Services Americas Inc.

31

Drew Technologies

49

121

www.aspquiklink.com/11121

Federated Auto Parts

5

102

www.aspquiklink.com/11102

Ford Parts

51

Homak Manufacturing

45

119

www.aspquiklink.com/11119

IMC Parts

IFC-3

101

www.aspquiklink.com/11101

Intermotor

21

107

www.aspquiklink.com/11107

Interstate Batteries

8-9

104

www.aspquiklink.com/11104

King Tony America

15

105

www.aspquiklink.com/11105

KYB Americas Corporation

47

120

www.aspquiklink.com/11120

Mahle Aftermarket Inc.

35

114

www.aspquiklink.com/11114

Monroe Shocks & Struts

37

115

www.aspquiklink.com/11115

O’Reilly Auto Parts

23

109

www.aspquiklink.com/11109

Perfect Equipment

25

110

www.aspquiklink.com/11110

PGM Recovery Systems

61

126

www.aspquiklink.com/11126

Philips Automotive Lighting

57

124

www.aspquiklink.com/11124

SKF USA Inc.

IBC

127

www.aspquiklink.com/11127

Tenneco Inc. (Monroe & Walker)

29

112

www.aspquiklink.com/11112

Toyota Motor Sales U.S.A. Inc.

40-41

117

www.aspquiklink.com/11117

VDO OE Replacement Parts

43

118

www.aspquiklink.com/11118

Walker Emissions Control

17

106

www.aspquiklink.com/11106

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Reman steering, rack/pinion lines ACDelco says it has signifcantly enhanced its power-steering lineup with a new line of Professional Remanufactured steering components designed to provide consumers the ft, form and function of OE service parts at an attractive price. The lineup includes power-steering pumps and steering gears, as well as ACDelco Professional Remanufactured Rack-and-Pinion Gears (pictured), all designed to provide years of trouble-free service, notes ACDelco. The parts are remanufactured using the TS16949 process, an international quality management standard developed by the automotive industry, the company notes. ACDelco offers a limited lifetime warranty on parts.

ACDELCO

Takeda Air Intake System for Accord Advanced Flow Engineering (aFe Power) now offers the Takeda USA Retain Air Intake System for the 2013-14 Honda Accord L4-2.4L, part number TR-1019B (for the black tube) and part number TR1019P (polished tube). This intake system produces up to 9 hp and 9 ft.-lbs. of torque over stock, while out-flowing the factory intake by 24%, the company says. A one-piece powder-coated heat shield is used to protect the flter from unwanted hot engine air for maximum performance.

off of 120 volts with an in-line step-down transformer to 12 volts. It is suitable for exposure to vapors and dusts and is ideal for use as a general portable lighting solution for confned spaces like fuel tanks. This twofoot-long, 15-watt, explosion-proof LED work light comes complete with 100 feet of explosion-proof cord for convenience of navigating around the work space.

LARSON ELECTRONICS Circle 152 on Reader Service Card www.aspquiklink.com/11152

Quick sensor access with Autel MaxiTPMS Autel Intelligent Technology Co. Ltd. says the MaxiTPMS TS401 is a new generation TPMS diagnostic and service tool with unparalleled sensor coverage and an easy-to-use interface. The tool is ergonomic and provides quick access to faulty TPMS sensors. The tool can activate and decode all magnetic-, frequencyand tire defation-triggered sensors on all vehicles sold worldwide, notes Autel. It receives both 315MHz and 433MHz signals and interprets data including sensor ID, tire pressure, temperature and battery condition.

AUTEL INTELLIGENT TECHNOLOGY CO. LTD. Circle 153 on Reader Service Card www.aspquiklink.com/11153

VDO Contisys Check Service Tool

Larson Electronics Explosion-Proof LED Aluminum Drop Light

Continental Commercial Vehicles & Aftermarket has added a new diagnostics and services category to its aftermarket program with the new hand-held VDO Contisys Check Service Tool. The compact and powerful service tool covers a wide range of everyday service and diagnostic tasks. The new tool can also be used for air conditioning troubleshooting and service, CR diesel injector coding and steering-angle sensor service.

Larson Electronics has released a new Explosion-Proof LED Aluminum Drop Light, the EPLFL1524-LED-120X12-C1D2-100. The light is equipped with a 15-watt LED bulb that runs

CONTINENTAL COMMERCIAL VEHICLES & AFTERMARKET Circle 154 on Reader Service Card www.aspquiklink.com/11154

AFE POWER Circle 151 on Reader Service Card www.aspquiklink.com/11151

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CORSA Subaru cat-back exhaust systems CORSA Performance Exhausts says Subaru enthusiasts can now love their vehicles a little more by enjoying the benefts of an exhaust system acoustically tuned to match the performance of the Subaru Boxer engine. Featuring its Sport sound level, CORSA’s Subaru cat-back exhaust systems offer an unrestrictive, straight-through design with a 3-inch diameter air path with dual rear exits. These systems are available in multiple tip confgurations with either dual 3.5-inch or single 4.5-inch tips.

CORSA PERFORMANCE EXHAUSTS Circle 155 on Reader Service Card www.aspquiklink.com/11155

Cummins engine flter coverage

European passenger applications. The Anco brand’s Contour Narrow (N) series blades are available in nine lengths ranging from 14 to 26 inches. The blades are available for late-model Volkswagen Beetle, Jetta and Passat and several Audi models equipped with 19 mm bayonet connections, as well as BMW applications with 19 mm side-pin connections.

FEDERAL-MOGUL CORP. Circle 157 on Reader Service Card www.aspquiklink.com/11157

Spot-clean with Herkules Sparkle Clean Herkules Equipment Corp. says that its Sparkle Clean aerosol spray cleaner can quickly spotclean all painting equipment and now includes two different-length straws with each can. One straw is built-in to the can’s cap and the second, much longer straw is accompanied with its own cap.

Depending on the cleaning task, switching the caps is easy, notes Herkules. A low VOC content supports a safe work environment and is effective with either solvent or waterborne paints, the company says.

Donaldson Co. Inc. offers complete filter coverage for Cummins ISX enHERKULES EQUIPMENT CORP. gines, including Circle 158 on Reader Service Card replacement flters www.aspquiklink.com/11158 for fuel, air, lube and liquid designed to meet the performance requirements of each application.

The company says its flters provide dependable protection for Cummins ISX engine components.

Durable, rugged and built to last, Donaldson says its replacement flters are manufactured to the same quality standards as original frst-ft flters, protecting engine components and reducing operating costs.

ACDelco introduces sub-zero

DONALDSON CO. INC. Circle 156 on Reader Service Card www.aspquiklink.com/11156

Winter Beam blades

ACDelco has introduced a new Specialty Winter Beam wiper blade line designed to take on snow, ice and sub-zero temperatures. The new line consists of 10 part numbers covering 98% of vehicles on the road. The blades range from 16 inches to 28 inches and combine premium beam blade technology, a heavy-gauge wiper Expanded Anco wiper blade line Federal-Mogul Corp. has expanded its Anco line element that resists tearing in cold weather, and of profle-type wiper blades to include cover- a sleek, wedge-shaped spoiler that clears away age for the 19-millimeter bayonet and side-pin snow and ice. connections featured on several late-model ACDELCO

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FRAM Pro Series oil flter program FRAM Group IP LLC offers the FRAM Pro Series product line, a set of specially designed oil flters that align oil flter selection with the mostfrequently used oil types by installers. FRAM Pro Synthetic is engineered for synthetic oil with long-life protection up to 15,000 miles.

FRAM Pro Plus is designed as a tradeup flter aligned with synthetic blend and premium convention oils for extended change intervals up to 10,000 miles. FRAM Pro provides a quality flter engineered for vehicles that use conventional oil with more regular change intervals of 3,000 to 5,000 miles.

FRAM GROUP IP LLC Circle 159 on Reader Service Card www.aspquiklink.com/11159

SMP releases TechSmart import solutions video Standard Motor Products Inc. has released a TechSmart Tech Session video on import automotive repair highlighting all-new electronic throttle bodies for Nissan and Infniti (pictured), and VVT chain tensioner kits for VW and Audi. The video also covers power distribution centers for VW and Audi, an ignition coil harness repair kit, expansion tank service kits for BMW and more.

STANDARD MOTOR PRODUCTS INC. Circle 160 on Reader Service Card www.aspquiklink.com/11160

JohnDow modular storage system JohnDow Industries Inc. has added the Smart Wall Modular Storage System to its JohnDow Automotive Service Equipment brand. The company says Smart Wall is a better option for storage of tools and parts. The system

keeps workshop tools and supplies organized, secure and accessible at all times while maximizing available storage space. Smart Wall panels accommodate a variety of tools, supplies and parts, and storage layouts can be customized using accessories including shelves, parts, bins and hooks.

JOHNDOW INDUSTRIES INC. Circle 161 on Reader Service Card www.aspquiklink.com/11161

Rotary speeds up SPO12 lift for trucks, vans Rotary Lift says its patent-pending Shockwave technology is now available for the frst time on a 12,000-lb. capacity lift, making it possible to service pick-ups, work trucks and vans faster than ever. Rotary Lift has expanded its productivity-enhancing Shockwave offerings beyond 10,000-lb. capacity two-post and SmartLift in-ground lifts to include its popular SPO12 two-post lift.

ROTARY LIFT Circle 162 on Reader Service Card www.aspquiklink.com/11162

Mighty Innovative air tools King Tony America offers the Mighty-Seven Mighty Innovative air tool, the NE-399 3/8-inch and NE-499 1/2-inch impact air ratchets. The NE-399/NE-499 gives the power of an impact with the accessibility of a ratchet, the company notes. The tools feature Mighty’s ergonomic design with reverse and two-position forward ring control. King Tony says let the NE-399/ NE-499 increase productivity by getting the power demand in tight spaces.

KING TONY AMERICA Circle 163 on Reader Service Card www.aspquiklink.com/11163

73 | January/February 2014

Liqui Moly Diesel Filter cleaning kit

are recommended, including rubber, plastic, nylon, upholstery, vinyl, wood, cardboard and Liqui Moly GmbH an- other nonmetal surfaces. nounced that its Diesel AMSOIL INC. Particulate Filter (DPF) Circle 166 on Reader Service Card cleaning kit is now www.aspquiklink.com/11166 available in the United States and Canada.

The company says the kit is an economical and effective alternative for garages. With it the flter can be cleaned without removing it from the vehicle. The entire procedure requires only 30 to 60 minutes. The company says technicians can take this new critical service away from the dealer, and customers will feel the difference immediately after this service.

TPMS Sensor Storage Cabinets LIQUI MOLY GMBH The JohnDow Dynamic division of JohnDow Industries Inc. has introduced a line of TPMS SenCircle 164 on Reader Service Card sor Storage Cabinets. The single door TPMS-90 www.aspquiklink.com/11164 cabinet will hold up to 90 Dual Valve Technology (DVT) sensors that are stored in separate rows Lista tire for easy identifcation. Up to 72 DVT-sensors carousel holds can be stored in the TPMS-72P two-door deluxe 352 tires cabinet along with up to 28 boxes of service kits Lista International and accessories. A pullout drawer is added to Corp. says its new hold essential TPMS service tools. Both cabinets automated tire carcan be locked for additional security. ousel maximizes storage space and presents a clean, organized JOHNDOW INDUSTRIES INC. and professional appearance in auto repair facili- Circle 167 on Reader Service Card ties. The fully motorized tire carousel makes it www.aspquiklink.com/11167 easy and fast to store and retrieve various styles of tires. The carousel handles tires up to 32 inches Matco impact wrench is most in diameter and can hold between 147 and 352 powerful of all time tires. Only one operator is required to rotate the Matco Tools says its new carrier frames and locate the desired set of tires. MT2769 offers technicians the most powerful 1/2LISTA INTERNATIONAL CORP. inch impact wrench Circle 165 on Reader Service Card on the market with a www.aspquiklink.com/11165 best-in-class breakaway torque of 1,300 ft.-lbs. and AMSOIL Silicone Spray an exclusive easy-change muffer design lubricates, protects that allows for easy servicing and sound AMSOIL Inc. says its reformulevel adjustment. The MT2769 features a onelated Silicone Spray effectively hand forward/reverse push button design. A lubricates and protects nonmetal reinforced clutch mechanism, rear housing power surfaces with a dry lubricating adjustment and a tip valve variable speed throttle flm, making it ideal for applicaprovide techs with the power and speed they tions that may be damaged by are looking for in an impact wrench. conventional lubricants such as grease or oil. AMSOIL Silicone MATCO TOOLS Spray provides protection where Circle 168 on Reader Service Card light-duty or silicone lubricants www.aspquiklink.com/11168

74 | January/February 2014

line of Philips X-tremeVision LED Exterior Lighting. The Philips X-tremeVision LED Exterior bulb replacements use high-powered LEDs to deliver fve times more light output than standard 1156, 1157 and 921 incandescent bulbs, while using 13 times less energy. The extra light output provided by these new LEDs helps increase safety and speeds driver response during braking.

Mayhew expands tool production operations

PHILIPS AUTOMOTIVE NORTH AMERICA Circle 171 on Reader Service Card High-quality hand tool manufacturer Mayhew www.aspquiklink.com/11171 Steel Products Inc. has expanded its Massachusetts operations with the acquisition of the land and buildings adjacent to its facility in Turners Falls. The expansion creates a 12-acre smoke-free campus with 80,000 square feet of manufacturing, warehouse and offce space.

Mayhew manufactures high-quality hand tools under the Mayhew Tools name. Mayhew Steel Products Inc. markets Mayhew Tools, as well as other private brands around the world.

MAYHEW STEEL PRODUCTS INC. Circle 169 on Reader Service Card www.aspquiklink.com/11169

Permatex single-use Rotor Cleaning Wipe Permatex says its new Permatex single-use Rotor Cleaning Wipe towelette makes it easier to clean and prepare new brake rotors for installation. The Brake Rotor Wipes are water-based cleansing wipes designed to remove oil residue and impurities from the rotor surface and help protect the rotor from corrosion. The formula contains no VOCs and helps to promote pad wear-in. The wipe also leaves a thin protection correction coating, which prolongs rotor life and helps prevent brake squeal.

PERMATEX Circle 170 on Reader Service Card www.aspquiklink.com/11170

X-tremeVision LED Exterior Lighting Philips Automotive North America says it is first to market with street legal applications for stop, tail and back-up lighting with its new

Bosch adds wipers, alternators Robert Bosch LLC has added a new wiper blade program for heavy duty vehicles and 50 part numbers to its remanufactured alternator line. The program consists of 19 wiper blade part numbers covering 6.4 million heavy-duty vehicles. The introduction of 50 new remanufactured alternator part numbers to the rotating electric product line adds coverage for Asian and domestic vehicles from model years 2001 through 2013. Applications include Honda, Toyota, Nissan, Subaru, General Motors, Ford and Chrysler.

ROBERT BOSCH LLC Circle 172 on Reader Service Card www.aspquiklink.com/11172

Rotary Lift Mobile Wheel Lift Rotary Lift says for shops that cater to performance-based vehicles with ceramic brakes, Rotary’s new MW-200 Mobile Wheel Lift takes the worry out of the wheel removal and installation process. Because they are lighter, can withstand higher temperatures, and offer other benefits, ceramic composite disc brakes are offered as factory options on a growing number of performance vehicles. However, the same properties that make ceramic disc brakes desirable also make them susceptible to accidental chipping and cracking during service, notes Rotary.

ROTARY LIFT Circle 173 on Reader Service Card www.aspquiklink.com/11173

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Headlight restoration made easy Search Automotive Technologies LLC introduced LightRite, a premium headlight restoration kit that restores polycarbonate headlight lenses after the factory coating wears off. UV exposure then causes the lens to become cloudy and faded, reducing the optical illumination. LightRite provides for chemical, water, heat and abrasion resistance for a clear, hard and durable lens coating. This formula is over 65% solids, which forms a coating that is superior to the original factory coating.

SEARCH AUTOMOTIVE TECHNOLOGIES LLC Circle 174 on Reader Service Card www.aspquiklink.com/11174

Shure introduces HeavyDuty Drawer System Shure Manufacturing Corp. says its High-Density Heavy-Duty Drawer System features endless confgurations. All drawers include dividers and partitions, and it is available in two widths, two depths and three drawer heights. Widths include 36 and 48 inches, with 18- and 24-inch depths. Drawers are available in 3-, 6- and 9-inch heights. Three-inch drawers have a 250-lb. capacity, and 6- and 9-inch drawers have 400-lb. capacities. Additional drawers can be purchased as single or multiple units.

SHURE MANUFACTURING CORP. Circle 175 on Reader Service Card www.aspquiklink.com/11175

SMP releases 412 new parts for Intermotor line

parking brake, trunk ajar, cruise control, fog lamp, power seat memory and power window, covering 80 million additional VIO. Intermotor also added more than 125 sensors, including signifcant coverage for clone-able TPMS sensors, secondary air injection, exhaust gas temperature, camshaft and crankshaft, ABS speed, brake pad wear, turbocharger boost, and vehicle speed sensors.

STANDARD MOTOR PRODUCTS INC. Circle 176 on Reader Service Card www.aspquiklink.com/11176

Snap-on Software Upgrade 13.4 Snap-on Diagnostics says the new Software Upgrade 13.4 is packed with high-performance diagnostics specifcally formulated to help professional technicians fix more cars faster. With the most current diagnostic capabilities for over 64 million vehicles on the e road today, today this powerful upgrade expands repair shops’ service reach by delivering the latest features and new coverage for all major makes back to model year 1998.

SNAP-ON DIAGNOSTICS Circle 177 on Reader Service Card www.aspquiklink.com/11177

Get value from service transactions with SwervePay SwervePay LLC says SwervePay Auto is a cloud-based solution to stronger customer relationships, reduced operating costs and increased proftability for repair service departments through the payment transaction process. SwervePay Auto enables auto dealers to leverage their payment data to more effectively deliver “concierge service” to their customers, while reducing operating costs, increasing revenue opportunities and better securing the payment transaction process.

Standard Motor Products Inc. has added 412 new part numbers to its Intermotor line of import parts. The Intermotor line expansion features over 175 new switches, SWERVEPAY LLC including multi-function, Circle 178 on Reader Service Card combination, heated seat, www.aspquiklink.com/11178

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New friction lines in Monroe brakes catalog Tenneco Inc. has released its 2013-2014 Monroe brakes catalog featuring new friction product lines and several new part numbers for late-model applications. The catalog highlights the expansion of the Monroe brand’s Total Solution line of ultra-premium brake pads.

Tenneco says Monroe Total Solution pads are delivered complete with electronic wire wear sensors, noise elimination hardware and sensory locking plate backing plates.

TENNECO INC. Circle 179 on Reader Service Card www.aspquiklink.com/11179

Tracerline Vio-Blu fnds system leaks Tracer Products has introduced the Tracerline Vio-Blu, a cordless, dual-head LED fashlight for locating all automotive system leaks. The Vio-Blu features a high-output True UV LED at one end and a super-bright blue light LED at the other. As a result, it provides optimal fuorescent response and contrast, regardless of the type of dye. This ensures that all leaks glow brilliantly, the company says.

TRACER PRODUCTS Circle 180 on Reader Service Card www.aspquiklink.com/11180

TRICO Force premium beam blade Trico Products Corp. says the new TRICO Force high-performance beam blade is engineered with a combination of advanced wiper technologies designed for maximizing safety in today’s extreme driving environment. TRICO Force features

the t patented VorTec aerofoil that controls airfow and a transfers wind force downward to provide maximum contact between the wiper blade m and a windshield. The swept-wing spoiler slices through turbulence to deliver a fawless wipe t and a excellent visibility in all driving situations, notes Trico. n

T TRICO PRODUCTS CORP. Circle 181 on Reader Service Card C www.aspquiklink.com/11181 w

Vacutec WV711 fnds turbo system leaks Vacutec says the WV711 smoke machine is designed especially for leak testing turbocharged and any other boosted systems and fnds all leaks, especially high-pressure leaks. Using patent-pending Smart-Pressure technology and patented UV dye technology, the smoke machine delivers the densest smoke at any pressure setting. With the contaminant-free UltraTraceUV dye solution, the WV711 fnds all high pressure leaks, even those you cannot see with smoke alone.

VACUTEC Circle 182 on Reader Service Card www.aspquiklink.com/11182

RAPTAIR-MF air compressor has two-speeds Vehicle Mounted Air Compressors (VMAC) has added an idledown feature to the RAPTAIR-MF system.

The system now features low speed at 2,600 rpm and high speed at 3,600 rpm. The low speed is quieter, burns less fuel and provides low engine speed at startup, providing added protection for the unit, notes VMAC. The higher speed delivers more power when it is required to a maximum of 45 cfm. The lower idling speed also protects the system at start-up as it idles at low speed for fve seconds before idling up.

VMAC Circle 183 on Reader Service Card www.aspquiklink.com/11183

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Red Line SI-1 Complete Fuel System Cleaner

added 11 new part numbers to its line of gasoline fuel injectors. They cover 5 million new applications spanning model years 2003 to 2012 and include passenger cars, SUVs and trucks from makers such as Ford, General Motors and Nissan.

SI-1 Complete Fuel System Cleaner from Red Line Oil cleans to nearly 100% effciency in one treatment, reducing octane needs, improving fuel delivery and lubricating upper cylinders, the company notes. SI-1 cleans injectors, carburetors, pollution control valves, engine valve and combustion chamber deposits ROBERT BOSCH LLC with a concentrated blend of the Circle 186 on Reader Service Card most powerful high-temp and low- www.aspquiklink.com/11186 temp detergents available, says the company.

SI-1 and additional Red Line Oil products are MOOG Problem available at WORLDPAC Inc., a wholesale auto Solver control arm parts distributor. bushings WORLDPAC INC. Federal-Mogul Corp. says MOOG Problem Solver Circle 184 on Reader Service Card control arm bushings www.aspquiklink.com/11184 feature a patent-pending ball-and-socket design that eliminates stress-induced failures encountered in original equipment-style parts. OE-style control arm bushings used in vertical applications are commonly manufactured from a hard rubber compound that has been bonded to a housing and bolt sleeve. The new Problem Solver bushings are permanently lubricated and sealed with premium MOOG boots to prevent contamination.

ZF Services has 60 new shock SKUs ZF Services LLC has released 60 new part num- FEDERAL-MOGUL CORP. bers in its original equipment technology ride Circle 187 on Reader Service Card control program under the Sachs brand for the www.aspquiklink.com/11187 passenger car and light truck vehicle market.

ZF Services says the parts were strategically SOLAR 1852 100-amp fxed load chosen to maximize the greatest SKU effciency. battery tester The newly issued Sachs part numbers have ap- Clore Automotive offers Model No. plication coverage for over 17 million vehicles 1852, a 100-amp fxed-load battery on the road today. tester from SOLAR designed for portable professional use, quickly ZF SERVICES LLC providing assessment of battery Circle 185 on Reader Service Card condition and charging/starting syswww.aspquiklink.com/11185 tem performance for 6- and 12-volt systems. The company says the unit Bosch extends parts coverage is calibrated to test batteries up to to 12 million vehicles Robert Bosch LLC has added part numbers for 1,000 CCA and features an easyfuel injectors, iridium and original equipment to-read color-coded meter and a specialty spark plugs, and specialty wiper blade graduated scale for assessing battery condition. sets to expand coverage to 12 million domestic, CLORE AUTOMOTIVE European and Asian vehicles with many of the Circle 188 on Reader Service Card part numbers being the same as OE. Bosch has www.aspquiklink.com/11188

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Circle 127 on Reader Service Card

Circle 128 on Reader Service Card