Auto Service Professional - April 2017

March/April | 2017 | Vol. 7, No. 2

ADVERTISEMENT

Auto Service Professional ®

March/April | 2017 | Vol. 7, No. 2

A/C: R1234yf EXPLAINED

Plus:

How Updated Automotive Repair’s Bill Caroniti earns customer trust

Suspension inspection Departments: Straight talk Tech tips 29 new products TSBs

Diagnosing GM’s EcoTec3 GDI engines

Circle 101 on Reader Service Card

March/April | 2017 | Vol. 7, No. 2

Technical Real world experience with R1234yf Page 12 | The new refrigerant is finally here; are you ready?

GM EcoTec3 truck engine GDI concerns Page 22 | New technology affects service practices

Suspension inspection Page 38 | Tips on checking a variety of suspension components

12

22

38 Business

Reader profile Page 36 | Updated Automotive Repair: A Northeast Ohio gem Owner Bill Caroniti and his wife/shop manager Laurie.

Departments

Straight talk

Technical Service Bulletins

Thank you means a lot . . . . . . . . . . . . . . . Page 4

From a Ford F-Super Duty glitch to an Acadia seat failure . . . . . . . . . . . . . . . . . . Page 53

Tech tips From PT Cruiser gauges to LS steam fittings . . . . . . . . . . . . . . . . . . . Page 10

Products New and innovative equipment for your tool chest and shop . . . . . . . . Page 55

Quik-Link Your connection to free information . . Page 50 3 | ASP March/April 2017

Straight talk

Thank you means a lot Mike Mavrigian | Editor

V

ehicles enter the shop. Some customers require routine maintenance.

Some customers complain about driveability issues. The brakes squeal. They hear a clicking noise on turns. The engine cranks but won’t start. The tires are wearing out fast. The car pulls to the left under braking. The engine is leaking oil. The list goes on.

You perform a visual check. You spend time diagnosing an issue. You break out your expensive diagnostic tools and follow procedures. You record and diagnose DTCs. You re-flash the PCM. You skin your knuckles and sprain your back working on the suspension. The hair on your head gets loaded with dirt, grit and grease from the car’s belly. You dig your hands into incredibly tight spaces to access a bolt.

You determine the problem and repair it only as a result of your expertise, skill and hard work. The customer arrives, pays the bill and cruises off into the sunset. They may complain, to you or just to themselves, about the money they spent, but they’re happy as a lark that the vehicle runs great now. You’ve done your job, satisfied in the fact that you accomplished something, and you move on to the next problem vehicle.

Wouldn’t it be nice if, just once in a while, the customer shakes your hand and says “Thank you for your hard work... you did a

great job, and I appreciate it”? Yes, they paid for the parts and labor, and they’re not obligated to go any further, but being recognized for your skill and efforts would be icing on the cake.

My wife leases a new Kia Soul. About 1,000 miles after we picked it up, the tranny began to act up. After accelerating from a dead stop, the trans would intermittently lag, followed by a loud and forceful “bang” as though the car had been hit in the rear. Since it’s under warranty, she brought it back to the dealer. Naturally, the problem would not occur while in their possession.

The vehicle was brought back to the dealer on numerous occasions, often with the service department keeping it for several days in hopes that they could experience the issue. And, naturally, the little Kia acted just fine while in their possession. As soon as she picked it up, it lagged and banged again.

I wasn’t angry with the dealership, knowing that they couldn’t perform any warranty work unless they had proof that a fix was required.

The service manager kept apologizing for the inconvenience during the entire episode and made it clear that he didn’t want us to continue to be inconvenienced. I kept reassuring him that I understood. Finally, after the fourth go-around, the service manager said they heard a “funny” noise while using a stethoscope, and put in a claim for a trans

Circle 102 on Reader Service Card

Straight talk replacement. They swapped trannies and the vehicle has operated perfectly ever since.

About a week after my wife picked up the car following the repair, I called the service manager. “Bill, about my wife’s Kia Soul...” you could sense his silent anguish, expecting me to rant and rave about a problem. Instead, I thanked him for the great job and asked if he would convey my gratitude to the technicians for the quality of their work.

To me, this was a simple act of common courtesy, but the service manager was stunned. He told me that they rarely, if ever, have anyone actually go out of their way to say thanks for a job well done. He said that he would convey my thanks to the techs and that they will be thrilled to hear that someone appreciated their hard work.

It then dawned on me that this type of gesture could indeed make such an impact.

When a customer expresses their appreciation, savor the moment. A simple “thank you” goes a long way.

Maybe the next time the guy delivering parts comes in, make a special effort to thank him for always being on time. Or the next time you order something and the guy on the other end of the line suggests you might need something else for the repair, you thank him for his thoroughness. Or the next time the rep who repairs your equipment does so quickly, you say thanks — a real and genuine thank you. It can get contagious.

By the way, thank you very much for reading my column! ■ P.S. We’d like to introduce you to Bob Marinez, the newest member of our Auto Service Professional team.

Bob is an experienced business-to-business media sales professional.

He previously worked for Hanley Wood and Penton Media. Reach him at bob.marinez@bobit.com.

Circle 103 on Reader Service Card

6 | ASP March/April 2017

Circle 104 on Reader Service Card

www.autoserviceprofessional.com

Resources

24/7 RESOURCE

3515 Massillon Rd., Suite 350, Uniontown, OH 44685 (330) 899-2200, fax (330) 899-2209 Website: www.autoserviceprofessional.com Publisher: Greg Smith / Greg.Smith@bobit.com Editor: Mike Mavrigian / Mike.Mavrigian@bobit.com Managing Editor: Lori L. Mavrigian / Lori.Mavrigian@bobit.com Senior Editor & Digital Projects Editor: Joy Kopcha / Joy.Kopcha@bobit.com Senior Editor: Ann Neal / Ann.Neal@bobit.com Contributors: Jeff Taylor/Diagnostics & Driveability Specialist Jacques Gordon/Technical Contributor

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

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

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

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

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

8 | ASP March/April 2017

Circle 105 on Reader Service Card

Technical

Tech tips

From PT Cruiser gauges to LS steam fittings PT CRUISER GAUGES PT Cruisers are great little cars, but they have their glitches. Due to an age-related malfunction, the gauges can intermittently flash on and off, or the needles on the tach, temp gauge and speedo can suddenly drop to zero, accompanied by a host of warning lights (ABS, check engine light, etc.), and then suddenly come back to life. The fuel gauge may continue to work even when other gauges drop to zero.

The issue lies with the digital circuit in the gauge cluster. The only fix appears to involve replacing the gauge cluster.

FORD 6.4L TURBO

with DTCs P2564, P2565, P2563, P0234, P0401, P0698 or P0106.

Inspect the vane position sensor harness at the top of the sensor. If damaged, replace the sensor with P/N 12635324. Next, remove the metallic-skinned engine cover.

You’ll notice two raised areas on the cover.

Mark an “X” using the two raised areas as a straight edge. Cut a 2-inch square section out of the cover, centered at the point of contact (the X mark).

Apply reflective tape P/N 10184916 to the exposed area and reinstall the cover.

LS STEAM FITTINGS

GM LS engines feature “steam” ports at the front and rear of the cylinder heads. These allow coolant plumbing to the radiator and cooling system to evacuate any air in the system.

If the fittings are not properly seated, you’ll have If the steam fitting’s mounting surface is contaminated, the fitting a pressure leak. Make will not seat properly and a leak is likely. Make sure that the milled sure that flat surface on the head is absoTURBO SENSOR SHORT/OPEN the mount- lutely clean and free of burrs.

On some 2006-2009 GMC Savana vehicles, ing boss the underhood insulation may contact the on the head is clean and free of any dirt, burrs, turbocharger etc., that would prevent the fitting from fully vane position seating flush against the boss. sensor, Each boss features two holes — one leading to a threaded for a 6 mm x 1.0 mounting bolt and short or open the other open to water. in the sensor For proper sealing, always use a new O-ring harness. or O-ringed gasket on the fitting’s short feed Indications tube that inserts into the water hole. Verify may include that the fitting seats flush against the flat a MIL on surface of the boss. ■ Note the cutout area indicated.

VGT (Variable Geometry Turbo) in the 6.4L Ford diesel is a dual turbo system (not a twin turbo). The smaller turbo provides initial boost for off-line acceleration, while the larger turbo begins to spool for full boost. The system is fairly dependable.

What tends to cause problems is not the turbo itself, but the DPF system (diesel particulate filter) where raw fuel is introduced through cylinders 7 and 8 in order to burn off deposits and turn them into ash.

The excess heat caused by this process is the leading cause of turbo issues on the 6.4L engine.

10 | ASP March/April 2017

Circle 106 on Reader Service Card

Technical

Real world experience with R1234yf The new refrigerant is finally here; are you ready?

The introduction and increased use of the new and current R1234yf refrigerant requires an up-tick in terms of both equipment and procedures for proper A/C service. How flammable is it? Do you need new equipment?

How much more expensive is R1234yf? Our resident HVAC expert provides an insightful overview of what you need to know to help your customers — and their vehicles — keep their cool.

By Jacques Gordon

Much has been written about what to expect when the industry changes over to the n 2014, Fiat Chrysler began filling the air new refrigerant, but up until now it was all conditioning systems on almost all of its speculation. models with R1234yf refrigerant. That Shops that do A/C work for collision same year, General Motors (GM) began using repair have been working with R1234yf for it in the Cadillac XTS. Since then, GM has three years, and with some 2014 models just been gradually switching over its entire line of starting to come out of warranty now, some vehicles to R1234yf, and Ford has also begun aftermarket service/repair shops and techniusing it, too. cians are finally gaining real world experience with the new refrigerant and the new tools and service techniques.

Here is some of what they’ve learned so far.

I

System hardware

On this new Malibu, the label is on the firewall. It indicates refrigerant type and quantity and the correct type of oil. Notice the “flammable” icon.

Air conditioning systems filled with R1234yf are almost identical to those using R134a, but there are a few important differences. First of all, there is one additional component, an inline heat exchanger (IHX) that has two concentric chambers. Liquid refrigerant from the condenser flows through the inside chamber, and the outside chamber surrounds it with vapor flowing out of the evaporator on its way back to the compressor.

The still-cool vapor absorbs heat out of the liquid refrigerant, “sub cooling” it below

12 | ASP March/April 2017

Technical

condensation temperature to improve overall system efficiency.

There are two basic types of IHX. On A/C systems with an orifice tube, the IHX is generally (but not always) built into the accumulator.

On an expansion valve system, it’s more likely to be a separate part, a tube-within-atube that has a pair of inlet/outlet fittings on each end. There are no moving parts to wear out, so unless it’s damaged there’s no need to

Photo courtesy of Eaton Corp.

The inline heat exchanger (IHX) is the thick, striped section seen here to the left of the service port. It will be difficult to use this part of the system when using temperature readings to analyze system performance.

available and some shops may actually find a legitimate reason to use them, but we’ll discuss that later when we talk about the new service equipment.

Service ports have been identified as a source of refrigerant leakage and air contamination. If the vehicle sits long enough at a low-enough ambient temperature, most of the refrigerant will condense to a liquid and system pressure can fall below atmospheric pressure. This will allow ambient pressure to unseat the service port valve and let air into the system, contaminating the system with air. Of course this will never happen in Florida, but sometimes it does happen up North, so the new service port caps have an O-ring to seal the cap to the port.

The O-ring not only keeps air out, it also keeps the port clean inside, protecting the valve from debris that can cause a slow leak by preventing it from seating properly after service. The cap is supposed to be tethered to the port so it doesn’t get lost when removed, but some car models have been sold without tethered caps. New caps with a tether are available as replacement parts.

An inline heat exchanger (IHX) has concentric inner and outer chambers. Liquid refrigerant from the condenser flows through the main inside chamber, and the outside chamber surrounds it with vapor from the evaporator.

replace one. Still, it’s important to know it’s there and what it does.

Another difference involves the new service ports and caps. The service ports are designed to make it impossible to connect service equipment that’s made for systems using other refrigerants. Of course, adapters are

The service port caps are supposed to be tethered to avoid loss during service. The caps on this 2017 Chevrolet Malibu don’t have tethers, but they do have an O-ring inside to keep the service port clean. Tethers are available as service parts.

14 | ASP March/April 2017

Technical

Finally, the new A/C systems are fitted with a redesigned evaporator that’s stronger and less likely to leak. That doesn’t mean you shouldn’t check it for leaks, but if you replace one, make sure the package or tag on the new part indicates that it meets the new SAE J2842 standard.

Refrigerant flammability Some service port caps have an icon on the top indicating the refrigerant is flammable.

The flammability issue has attracted a lot of attention, prompting the industry to conduct some serious third-party testing. The bottom line is this: The refrigerant will burn, but it takes a lot of heat to ignite it and it burns slowly. Almost every other fluid under the hood will light more easily and burn hotter than R1234yf, so the industry has determined that with proper A/C system design, it does not increase the chances of fire in the vehicle.

Working with the new refrigerant requires a bit more caution. The new service machines are built with ventilation fans and ignitionproof solenoids and switches. If you’re going to service the system without using one of these new machines, take the same precautions you would when working with a fuel system.

Handling and storage require a bit more caution, too. The refrigerant is available in easy-to-manage 10-pound containers. Even though it’s officially classified as “mildly flammable,” warning labels on the container indicate the contents to be “highly flammable” because the gas is under pressure.

Therefore, requirements for safe handling and storage of R1234yf containers are the same as those for other compressed flammable gasses.

Service equipment You may already know there are some new A/C service machines on the market designed for use with R1234yf. Here’s a quick summary.

The newest recovery/recycle/recharge (RRR) machines are designed to SAE Standard J2843, and they have fittings on the hoses that will only connect to vehicles that use R1234yf.

The SAE standard describes the major features of the machine: • It will recover 95% of the refrigerant in the system.

• It will recharge the system to within 1/2 ounce of specification.

• After recovering 150 pounds of refrigerant, it will not run again until the onboard filter/drier is changed.

• It will have a built-in refrigerant identifier or a USB port to connect an identifier.

• It will not allow recovery of contaminated refrigerant.

• It will not recharge the system if it detects a leak.

• It has ventilation fans and non-sparking switches, motors, relays, etc.

The recovery and recharge processes are highly automated and/or fully automatic, but the tech may be prompted to run some tests before the machine moves on to the next step.

Some of the new machines used by OEM dealerships have software that is specific to those brands, so they might not work on different brand vehicles. However, the machines sold to the aftermarket are universal.

New machines are available that are designed to the same SAE standard but equipped with fittings for vehicles that use R134a. New hoses and fittings can be • Refrigerant containers should not be installed to reconfigure it for servicing exposed to direct sunlight or to temperaR1234yf systems, but it’s not a “convertible.” tures greater than 125 degrees Fahrenheit Once reconfigured, it can’t be converted back (52 degrees Celsius). to the old refrigerant. This means that a shop • Containers should be stored in a cool, needing a new R134a machine now can buy ventilated area away from any possible one knowing that it can be converted when ignition sources. they have enough business that requires • Containers should be strapped into place R1234yf service. and protected from physical damage, moisSince the new machines will not recover ture and corrosive liquids or gases. contaminated refrigerant, your shop will need 16 | ASP March/April 2017

Technical

some kind of recovery-only machine. Because R1234yf is mildly flammable, shops should not just use an old R134a machine with fitting adapters; it must be specifically designed to SAE Standard J2851, which applies to recoveryonly machines. Some machines will simply be described as “spark free” and that’s OK, but the holding cylinder must also be rated for flammable gases.

Service techniques Once the machine is connected and the data has been entered, all the tech has to do is

follow the prompts on the screen. The machine will identify the refrigerant and then recover the refrigerant (and oil) if it’s at least 98% pure.

At this point the procedure can be interrupted if the tech intends to remove parts.

Before charging the system, the machine will pull a vacuum and watch for vacuum decay that indicates a leak. If the system passes the vacuum leak test, the machine will install 15% of the total refrigerant charge into the system and prompt the tech to run an evaporator leak test. This consists of turning the blower on low, selecting the floor vents and inserting a

17 | ASP March/April 2017

Circle 107 on Reader Service Card

Photo courtesy of Hecat Inc.

Technical

Flushing the A/C system with pure refrigerant is a good way to remove excess oil, but it will never reliably unblock a condenser that’s clogged with debris from a damaged compressor.

leak detector probe into the center floor duct.

When the tech confirms there is no leak and pushes the “continue” button, the machine will automatically recharge the system with the correct amount of refrigerant and oil. Finally, it will print a service report that includes the amount of refrigerant recovered and recharged into the system.

If the system is already empty, old-school recharging methods still work because the

Circle 108 on Reader Service Card

basics are still the same. With the proper gauges, good scales and a vacuum pump, an experienced A/C tech can recharge the system and make it blow cold air. However, for professionals getting paid to do the job, this is not legal. A shop can be fined for doing A/C service without the proper equipment or service reports. Besides, R1234yf refrigerant is so expensive that even a minor leak or accidental loss during service can remove all the profit from the job. The recovery/recycle machines are specifically designed to prevent this.

Contaminated refrigerant If the refrigerant in the system is less than 98% pure R1234yf, the service machine will not recover it. At this point you will need to connect a recovery-only machine and collect the refrigerant for disposal. Since the refrigerant is flammable, using the proper equipment that meets SAE J2851 standards is important, but there’s also another reason

Circle 109 on Reader Service Card

Technical

to use one of these machines. At this point we haven’t found any real-world examples of contamination to report. However, just as with R134a systems, the DIYer will cause problems. Consumer-size cans of R1234yf refrigerant will be available later this year, but it will cost about five times more than R134a.

Some will contain the same sealers, dyes and lubricant additives found in consumer-size cans of other refrigerants. While there may be situations when these additives are appropriate, they are not recommended or approved by the OEM, and they may cause the machine to abort the service procedure.

Because there is no plan to retrofit existing A/C systems to use R1234yf, production of R134a will continue indefinitely for service.

Because fitting adapters are available to connect R134a service hoses to R1234yf systems, some consumers or even technicians might decide to fill a system with other refrigerants that costs less than R1234yf.

While this is legal and most of the alternative refrigerants will work well enough, some are known to be highly flammable, easy to ignite, and produce extremely toxic gases when burned.

It’s still early, but because the refrigerant is so expensive and the equipment needed to service the system is so specialized, we think improper service techniques will make refrigerant contamination a much bigger issue than it has been in the past. So as your shop prepares to service cars with R1234yf, make sure the equipment list includes at least one refrigerant identifier and a recovery-only machine. Otherwise, experienced A/C techs have found nothing different when it comes to servicing these systems, and that’s exactly what the manufacturers intended. ■ Jacques Gordon has worked in the automotive industry for 40 years as a service technician, lab technician, trainer and technical writer. He began his writing career producing service manuals at Chilton Book Co. He currently holds ASE Master Technician and L1 certifications and has participated in ASE test writing workshops.

Circle 110 on Reader Service Card

20 | ASP March/April 2017

Circle 111 on Reader Service Card

Technical

GM EcoTec3 truck engine GDI concerns New technology affects service practices GM’s EcoTec3 engines are workhorses, built for the tough stuff such as delivering power for hauling. This technology will increasingly be showing up in your bays, so here’s what you’ll need to know about servicing GDI (gasoline direct injection) technology. Get them back on the road, and your customers will appreciate the increased fuel mileage, power output, torque and engine longevity.

By Jeff Taylor

G

Photo courtesy of General Motors

eneral Motors’ EcoTec3 family of engines is a familiar sight under the hoods of many GMC and Chevrolet pickup trucks and SUVs. It is available in three versions: 4.3 V6, 5.3 V8 and a 6.2 V8.

General Motors debuted this new engine design on the 2014 model year trucks and although the 6.2 V8 versions look comparable to the GEN 5 V8 LT of the Corvette and Camaro, they are uniquely individual engines.

The EcoTec3 was designed with towing,

The 2014 EcoTec3 5.3 V8 with GDI.

hauling and pickup truck grunt work in mind, not pulling 1G on the skid pad. The EcoTec3 engines introduced a tremendous amount of new technology for a truck engine and involved major internal architecture changes over its V6 and V8 predecessors.

These new technologies and design changes were needed to achieve increased fuel mileage and reduced emissions output while raising power output, torque and increasing engine longevity. Compression ratios increased, intake and exhaust valves swapped locations in the cylinder head, spark plug angles changed to provide better electrode placement in the combustion chamber, a special lubrication system was designed and the engines’ fuel delivery system changed. The EcoTec3 engine was equipped with gasoline direct injection, or GDI, replacing the old port style fuel injection used in different versions for many years. GM had been using GDI in other vehicles for some time, but this was their first use of GDI in full-sized pickup and SUV applications.

Directly injecting the fuel into the cylinder optimizes combustion over a wide range of operating conditions, allows for increased

22 | ASP March/April 2017

Circle 112 on Reader Service Card

Technical

Photo courtesy of General Motors

compression ratios without knock and providing increased power output and fuel economy with lower emissions. The use of GDI helped reduce cold start hydrocarbon emissions by 25% on the EcoTec3 series of engines. For all the positives that GDI achieves it has also created some diagnostic, service and safety challenges that today’s techs should be aware

The low-pressure system

The low-pressure system is responsible for moving the fuel from the fuel tank to the high-pressure fuel pump, and the EcoTec3’s low-pressure fuel system is electronically controlled and return-less. GM uses a modular reservoir assembly (MRA) that houses the fuel pump, fuel pressure regulator, filter assembly, sending unit and a jet pump that uses some of the fuel pump’s pressurized output to maintain the proper fuel level in the MRA. The low-pressure system utilizes a fuel pump control module (FPCM) to control the low-pressure fuel pump operation.

The powertrain control module (PCM) monitors and requests low-pressure fuel pump operation using the GMLAN serial data line conShown here is the General Motors 4.3 V6 EcoTec3 engine version. nected to the of before performing service on them. These FPCM. The FPCM then controls the fuel trucks and SUVs are popular and many are pump speed and the desired fuel pressure starting to show up at our shops with fuel requested by the PCM using a 25 kHz pulse system-related issues. No-starts, driveability width modulated (PWM) control signal. The glitches, illuminated malfunction indicator maximum current that the can be supplied to lamp (MIL) and other fuel system-related the in-tank fuel pump from the FPCM is 22 concerns are common and when that happens A. A serviceable inline fuel pressure sensor you are going to need a plan of attack for (three wire, five volt sensor) mounted on the efficient diagnostics. output fuel line from the fuel tank reports That plan starts with understanding how low-pressure fuel system information to the the EcoTec3’s GDI fuel system functions FPCM so that it can maintain the pressure and breaking it down into three distinctive desired PCM commanded pressure. The fuel systems: low-pressure, high-pressure and pressure will vary with load, but typical readinjection. Each system has its own operational ings at idle will be 43 psi to 45 psi and key on/ characteristics, and understanding those engine off values range from 50 psi to 100 psi characteristics is important for effective depending on operating conditions, temdiagnostics, repairs and personal safety. perature and other factors. The pressure will 24 | ASP March/April 2017

Circle 113 on Reader Service Card

Technical

Low-pressure concerns

The high-pressure system The GDI system is injecting the fuel directly into the combustion chamber and has a small window of opportunity to deliver it (more on this later) so it requires a fuel pressure that is much higher than the old port fuel injection pressure values we are accustomed to dealing with. These high pressures are achieved using a PCM-controlled mechanically actuated high-pressure fuel pump assembly that is driven by a special three-lobed section on the camshaft. It is capable of a producing a maximum 3,118 psi before the mechanical internal relief valve opens. The normal operating pressure range is lower, typically in the 290 psi to 2,176 psi range depending on what the PCM is requesting to meet actual vehicle operating conditions. The PCM regulates the output pressure of the high-pressure fuel pump by controlling an integral electronic using a 12V PWM control signal.

The PCM regulates fuel pressure by opening

GM started using the FPCM back on some full-size pickups in 2008, as corrosion Stainless steel and water intrusion of both fuel lines Injectors the connector and module have been an ongoing issue.

The FPCM comes blank and needs to be programmed to function... it’s not plug and play. There were some factory manufacturing issues that installed the incorrect fuel pressure regulator inside the MRA resulting in hard starts, stalling and stumble concerns, High-pressure and this repair requires a MRA fuel pump replacement.

Some inferior quality aftermarket MRAs don’t have a jet pump and that can cause stalling and fuel starvation problems when the fuel level High-pressure fuel is low or the truck/SUV is on pressure sensor uneven ground. It’s important to make sure the replacement An example of the EcoTec3 GDI high-pressure fuel rail assembly. It MRA is equipped with the jet shows the high-pressure fuel pump, high-pressure fuel pressure sensor, stainless steel fuel rails, lines and injectors. pump.

26 | ASP March/April 2017

Photo courtesy of General Motors

increase to almost 90 psi to 100 psi during initial cranking.

The FPCM is used to lower the electrical system load on the vehicles and increase the fuel pump longevity by reducing the fuel pump speed when the engine is under low load situations. During heavy load or hard acceleration, the FPCM will increase the fuel pump speed as required to make sure the engine gets the fuel needed. The FPCM can store DTCs and it will instruct the PCM to turn on the MIL due to issues that are under its control. Wiring to the low side fuel pressure sensor, circuit issues to the FPCM, the low-pressure fuel pump operation and fuel pressure concerns are just a few of the factors that can set DTCs. The FPCM can be easily overlooked and is a major cause of no-starts and stalling conditions, so it should always be checked for trouble codes when diagnosing a fuel system concern.

Circle 114 on Reader Service Card

Photo courtesy of General Motors

Technical

be followed carefully and all the proper safety precautions must be followed when any service is to be performed.

Proper fuel depressurization procedures and personal safety equipment are essential as there is more than enough fuel pressure to cause serious harm.

High-pressure concerns Proper depressurization is essential before any service can be performed on the high-pressure side and the service manual information will commonly tell you to This shows the inside of a GDI combustion chamber. You can see the intake and exhaust valves, spark plug and GDI fuel injector locations. remove the fuel pump fuse and start the engine. After and closing this electronic pressure control it stalls work can be performed. But I have solenoid each time the piston is being stroked had these engines keep running! There can (three times per cam revolution) allowing for be enough pressure from the low-pressure the fine-tuning of the fuel pressure in the fuel side system to allow the engine to idle, and rail. The pressure control solenoid is normally run like it is in a limp-in mode. I hook up a closed or in the low-pressure mode and needs scanner and look at the high-pressure fuel to have a 12V control signal to increase the sensor value; it should show 100 psi or less fuel pressure (this is important to remember and I consider that a safe pressure to begin because a simple open circuit/damaged repairs. NOTE: If the high-pressure fuel connection could cause fixed low pressure pump has to be removed, the retaining bolts output). The high-pressure fuel pump is conhave to be replaced when reinstalling the nected to the fuel rail assemblies using two pump as the bolts are torque to yield. intermediate stainless steel fuel feed pipes.

The cam needs to be set so that the pump is The fuel line on the left bank contains the fuel not in stroke (on the base circle, off the lobe) injection fuel rail fuel pressure sensor (GM’s before installation. The pump flange wasn’t name for the fuel pressure sensor on the high- designed to pull the pump down over spring pressure side). This high-pressure sensor uses four wires and contains two analog pressure sensors and a 5V reference signal (this sensor is our window to the high-pressure side as there is not a test port). When the pressure is low, the output signal voltage is low and when the pressure is high the output signal voltage is high. The sensor is serviceable separately from the rail and the proper torque is required if replacement is needed.

Great care must be taken when dealing This is a GDI injector. Note the carbon build-up on with the high-pressure side for safety reasons. the bottom seals that will need to be replaced and resized if this injector was being reused.

Proper service information procedures must 28 | ASP March/April 2017

Technical

roller bucket/follower underneath the pump’s actuator plunger that is indexed so make sure it is properly aligned before installation.

Any time any of the high-pressure feed lines are removed or loosened, they need to be replaced. These feed pipes are single-use due to the slight distortion when tightened to give a proper seal, and during installation don’t use any sealer. Just a drop of clean engine oil is all that is needed. There are TSBs for noises, buzzing and vibration concerns from bad check valves and high-pressure fuel pumps that may give off a fuel smell or actually leak.

Both require replacement of the high-pressure fuel pump assembly, mounting bolts and fuel line. Another concern is in the engine harness connector X161 at the rear of the engine. This connector provides the high and low side circuits to pressure control solenoid and it may blacken or corrode causing intermittent opens in the circuit (and low fuel pressure). The fuel pump diver lobe on the camshaft can suffer accelerated wear and scuffing from a lack of maintenance, improper oil (they recommend

A

B These are photos of low-pressure fuel sensors.

The top photo is a sensor on a 2017 GMC Tahoe.

The lower photo shows a low-pressure sensor on a 2014 GMC Sierra. Both are three-wire sensors.

pressure and may bend. There is a factory tool available to verify this position but I use a dial indicator and slowly rotate the engine to locate the off-lobe position. There is a pump 29 | ASP March/April 2017

Circle 115 on Reader Service Card

Advertorial

Spark Plug Tips Tell a Story Here’s how to read it

S

park plug firing tips tell a lot about an engine. Their appearance will reflect both the performance of a well-tuned engine or conversely, one that’s been poorly maintained.

Spark plugs are easy to replace, cost effective and immediately improve engine performance. However, they are often ignored until problems arise. Bad plugs can lead to rough idling, power loss, poor fuel economy and excessive emissions. Make sure to change your spark plugs at the OE recommended service intervals.

“Reading” a spark plug is easy, requiring visual inspection of three key areas: the firing tip, the condition and color of the ceramic insulator, and the metal electrodes (known as the center wire and ground wire).

If you have access to an Autolite® Master Catalog, you will find a series of pictures on the inside back cover to compare your spark plugs against. The color of the firing tip tells you: •

•

•

•

Light tan or gray deposits are normal and an indication that everything is working well.

If the tip is white with glazed deposits on the ceramic insulator, the spark plug is too hot for the engine or for the conditions in which it was used.

If black sooty deposits are present, a too rich fuel mixture is likely, or the spark plugs’ heat range may be too cold for the application. Check the Autolite catalog to be sure you have the correct part number and heat range.

Shiny black or oily deposits are an indication of bad oil seals and/or piston rings, and are not an indication that the spark plugs are at fault.

When you change your spark plugs at OE recommended intervals, always use the metallurgy that is equal to or better than what is original equipment. It’s one of the most economic ways to maintain an efficient engine and avoid wasting fuel.

As spark plug electrodes wear, the voltage required to jump the gap increases. Under hard acceleration, high speeds, or heavy loads, misfires can occur which result in a waste of fuel and a check engine light. Also, a rich fuel mixture or poor oil control can foul the ceramic insulator on the spark plug tip. Fouling, like excessive wear, will prompt misfires and can eventually cause the spark plug to stop functioning.

If you have any questions about how to read your spark plug or would like additional tips, let our Technicians help by calling 855-200-5200 or visiting www.Autolite.com. You can also order the latest Autolite catalog free of charge by calling our Distribution Center toll free at 1-800-890-2075.

FramGroup 1900 W. Field Court Lake Forest, IL 60045 847-482-2045 Brian.Kelley@framgrp.com www.framgrp.com Autolite® is the registered trademark of Fram Group IP LLC

30 | ASP March/April 2017

Circle 116 on Reader Service Card

Technical

Dexos) or if the engine is continually low on oil. It’s also important to remember that all of the extra sound deadening material and covers must be replaced after service, or a ticking/ lifter type noise complaint may result.

The high-pressure fuel injectors: The EcoTec3 engine’s fuel injectors fire directly into the combustion chambers and this presented some problems for the engine’s designers. The injector tip must deal with the cylinder’s compression pressures, temperatures over 1,000 degrees Fahrenheit, fuel pressures in excess of 2,000 psi, deposit resistance and limited space to be installed.

Engine design changes were needed. Special pistons, combustion chamber shape and a GDI fuel injector had to be developed to meet these conditions.

A low impedance, peak and hold injector was developed that could spray atomized fuel through laser-drilled holes directionally into a specially designed piston dome relief or

“fuel bowl” to maximize power and combustion efficiency. But getting these injectors to open under such extreme operating conditions requires more than 12V. The PCM was redesigned to incorporate an internal DC to DC converter boosting 12V to the needed 65V (stored in capacitors) to get these injectors to open. Once opened, 12V is all that is needed to hold it there. Providing the engine with the correct volume of needed fuel is another issue.

On a port fuel injector increasing the injectors’ on time worked, but that can’t happen with direct injection because it can only fire when the exhaust valve is closed.

Port style injectors had an on time of 1.5ms to 3.5ms and that is an eternity compared to the average GDI injector on time of only 0 .4ms. The volume of fuel delivered to each cylinder on these truck engines is now controlled by the fuel pressure. The higher the pressure, the more fuel that is injected.

The PCM controls the high-pressure fuel pump’s electronic pressure control solenoid to maintain the proper fuel pressure available at the injectors and this provides the volume of fuel needed to meet the current operating conditions.

Again, similar to dealing with the highpressure fuel pump and its components these injectors have enough fuel pressure and voltage to do serious harm, so be sure to follow all the proper safety and service precautions when working on or near them.

High-pressure injector concerns:

The FPCM is mounted in front of the spare tire exposed to all the elements and is a common cause of driveability or no-start concerns.

32 | ASP March/April 2017

These injectors have a low resistance of 1.06 Ω at 68 degrees F, so any corrosion that increases the resistance anywhere

Circle 117 on Reader Service Card

Technical

Photo courtesy of General Motors

in the circuit will likely trigger issues and trouble codes. Attention to the noise deadening materials and its proper placement is important to limit comeback complaints.

Because the injector tips are in the combustion chambers they are susceptible to carbon build-up, and this can prevent removal issues with potential damage (think Ford Triton 3V spark plugs). Applying penetration oil at the sealing surface and carbon remover solution inside that cylinder via the spark plug hole is a recommended procedure.

There are special puller tools that apply even pulling pressure along the entire fuel rail during removal to prevent damage to the injectors and the cylinder head. Any time the injectors are removed, the retainer clips holding them to the fuel rail, the plastic spacers and dust and combustion chamber seals and fuel feed pipe must be replaced. The combustion chamber seals require specific tools for installation and no lubricants should be used to install them. After installation on the injector body, the seals need to be resized to provide a leak-proof seal.

Using GDI and firing the fuel directly into

In this photo, note the three-peak lobe located at the rear of the camshaft. The tri-lobe provides the drive for the GDI fuel pump.

the combustion chamber certainly has its advantages, including better fuel economy, more torque and power from higher compression ratios and leaner cold start emissions.

But it also has some disadvantages, including higher soot levels when cold, additional specialty tools, many single-use components and the issue of carbon on intake valves. Lack of proper maintenance, poor fuel quality and improper oils are all enemies of the GDI

This screen capture was taken during engine cranking on a 2015 5.3 V8. Note that the desired fuel rail high-pressure reading is at 1,870 psi (almost maximum), yet the low side is at 51.78 psi.

This screen capture features the same 2015 5.3L V8 and shows typical high and low side fuel rail pressure values at idle.

system. They can lead to accelerated wear and a host of other issues, but these systems are robust. Safety procedures and depressurization steps have to be followed and the use of 65V requires careful attention to detail before any back-probing of circuits is performed during testing.

The use of GDI in combination with other technologies like active cylinder management, variable valve timing and adaptive exhaust systems has made these engines and the trucks that use them smooth running, durable and reliable. ■Jeff Taylor boasts a 32-year career in the automotive industry with Eccles Auto Service in Dundas, Ontario, as a fully licensed professional lead technician. While continuing to be “on the bench� every day, Jeff is also heavily involved in government focus groups, serves as an accomplished technical writer and has competed in international diagnostic competitions as well as providing his expertise as an automotive technical instructor for a major aftermarket parts retailer.

34 | ASP March/April 2017

Circle 118 on Reader Service Card

Business

Updated Automotive Repair A Northeast Ohio gem

By Mike Mavrigian

U

pdated Automotive Repair is in Northeast Ohio, a scant 20 miles southeast of Cleveland. The shop caters to both customers who own daily-driven commuter vehicles as well as enthusiasts who own occasional-use street rods, and has gained a reputation for quality work on a wide variety of vehicles.

It was a genuine pleasure to visit Bill Caroniti’s shop. He’s an extremely gregarious and personable guy with a very sharp wit and great sense of humor, along with a strong business acumen. His shop appears to run like a fine-tuned machine.

Updated Automotive Repair’s topnotch crew (from left to right): Brett Raber, owner Bill Caroniti, John Busler and Brad Horvath. Not pictured is technician Pat Cummings.

General repair or specialization?

“We perform all types of general repairs as you would expect, including lube and oil, steering, suspension, brakes, driveline, etc.

However, our forte is in the area of diagnostics, from simple to complex,” Bill told us.

“We also service the occasional street rod for our enthusiast customers. We update the shop with regard to service capabilities. As examples, we spend a substantial amount updating software and just bought four lifts and updated our tire machine and balancer.”

The spacious shop area is divided into two rooms, boasting a total of 7,500 square feet and 10 bays.

satisfaction of our customers.’ We strive to be first in service and excellence — this isn’t simply a slogan. We really do care about the people, more than the size of their wallets, even though sometimes that means that what’s best for the client is not always best for the shop. The work sells itself. There’s Business philosophy no reason to push unnecessary work. We Bill noted, “Business is personal to me. I strive to treat customers with respect and to take the time to talk with each customer to maintain a trusting and loyal relationship. assess their needs. Our view is that a vehicle is “I make a point to spend time to explain, a tool. We determine what that tool must do to make them understand the work that’s for them. Based on that, we then try to decide needed. Often, I invite them to do a pointwhat parts are required to meet or exceed by-point examination of what needs to be their requirements so that they experience done, especially if decisions need to be made longevity — the best bang for the buck. In regarding an issue where something is about our waiting area we have a sign that reads to fail, helping them to make the decision ‘The measure of our success is based on the based on safety. Safety comes first. We don’t 36 | ASP March/April 2017

Business cross moral barriers by pushing work that isn’t needed.

“I’ve been in this industry for almost 40 years. When we opened this shop, we started from scratch. We were sometimes told that an honest technician can’t make it, and yet we grew like wildfire, doubling our shop size within a short period of time.

“We operate a single operation, and I never wanted to have more than one facility because I didn’t want to lose quality control. We try to keep prices down for the average individual.

That $20 oil change is equally as important to me as the $2,000 job.

Where do you buy your parts?

“We purchase our largest amount of parts from the ACDelco/Motorcraft warehouses.

(ADW/ASAP). Also, we buy from local dealers and some of our local part stores like AutoZone,NAPA and O’Reilly. We base our parts-buying decision primarily on the specific brand of vehicle we are repairing.”

Parts purchases We asked Bill if his parts buying decisions tend to be more heavily influenced by price or quality (considering his customer base and whether he tends to educate the customer about the value of quality parts).

We asked him to rank his parts buying decisions from 0 to 3, with 0 having no influence and 3 having the greatest influence.

“Quality is our priority,” says Bill. “We tend to prefer ACDelco and Motorcraft, and generally Beck Arnley for import applications.”

Price . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0 Brand name recognition . . . . . . . . . . . . . . . . . . . . . . .2 .5 Promotion in racing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0 (with the exception of Royal Purple) Perceived quality . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3 Availability/time . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2 .5 Other (describe) . . .”We try to read/research in order to stay informed regarding parts quality, new introductions and improvements .”

Updated Automotive Repair Inc. North Royalton, Ohio Owner: Bill Caroniti Business founded: 1987 Number of bays: 10 Certified technicians: 4 Shop size: 7,500 square feet Number of vehicles serviced per month: 88 to 130 (4 to 6 per day @ 5.5 days/week) Hourly labor rate: $80 flat rate Average job ticket price: $380 Average spent on tools and equipment annually: $10,000 to $15,000 Vehicle makes serviced: All except Jaguar

What do customers expect from you?

Bill told us, “This should come as no surprise. Our customers expect services and repairs to be done properly, and in a reasonable time frame. They also have come to expect a fair transaction, with no nasty surprises.

“We deal with a segment of customers who live on a fixed income, and we always keep that in mind by educating them about the condition of their vehicle, handling any critical issues first and, when necessary, delaying any non-critical issues based on their budget.

As a result, we’ve earned their trust.”

Your approach to technician training “This is a CE job... Continuing Education,” Bill said. “We need to stay at the top of our game in terms of updating our technicians and shop management concerns. We try to get our technicians to every diagnostics clinic that becomes available.”

How ASP benefits your business

“Frankly, I find Auto Service Professional to be invaluable,” Bill told us. “The magazine covers cutting-edge topics and provides us with access to data we might not have otherwise. It does a great job at introducing Bill noted that “just because a product is used new tools, equipment and technology. I make in racing doesn’t necessarily mean it’s good for a point to read every issue in order to stay the street. These are two different worlds.” up-to-date. In short, we’re a huge fan.” ■ 37 | ASP March/April 2017

Technical

Suspension inspection Tips on checking a variety of suspension components CUSTOMER: “There’s this big clunk when I turn left, is my car unsafe?” Diagnosing ride control issues is relatively straightforward, but newly hired technicians may not know these tips of the trade. This article addresses common suspension component inspections, offering expert advice based on our experience as well as pertinent information from parts suppliers. We’ve been there, done that! Learn from our experience.

By Mike Mavrigian

L

et’s take a look at various suspension parts inspections, including ball joints, wheel bearings, wheel hub units, control arm bushings and more.

Image courtesy of Moog Steering and Suspension/ Federal-Mogul Motorparts

Ball joints Loaded ball joints experience vehicle weight, typically at the lower control arm at the lower arm on an SLA (short/long arm) suspension, which also must be able to pivot in relation to steering linkage and the steering knuckle.

On a twinarm suspension, the upper ball joint serves as a follower joint. A strut suspension uses a follower ball joint to connect the lower control arm, steering knuckle and Ball joint wear can be checked the strut. The upper strut for both axial (vertical) and lateral (side-to-side) play. mount assembly

features a thrust-type bearing to support the weight of the vehicle and allow the steering linkage to rotate the strut and steering knuckle.

Check for both axial and lateral runout.

Axial runout of a ball joint basically refers to the in/out movement of the ball joint stud and ball relative to its ball socket as the stud and ball moves in-out of the socket. Lateral runout refers to movement of the stud ball side-toside within the socket.

To check for axial runout on an SLA suspension, support vehicle weight by lifting at the lower control arm. Place a pry bar between the bottom of the tire and the ground to first determine if any axial movement is present. When dealing with a MacPherson strut front suspension, lift the vehicle by the frame or rocker panel support area and test in the same manner.

If lower ball joint axial play is suspected, attach a dial indicator to the lower control arm and position the dial gauge in a vertical position on a clean flat spot at the top of the

38 | ASP March/April 2017

Circle 119 on Reader Service Card

Image courtesy of Moog Steering and Suspension/ Federal-Mogul Motorparts

Image courtesy of Moog Steering and Suspension/ Federal-Mogul Motorparts

Technical

spindle steering knuckle. Preload the dial indicator by about 0.050 inch and zero the gauge. While prying up/down, if axial movement exceeds the manufacturer specification limit, the ball joint (or the lower control arm assembly, An example of rotational resistance. If the joint is eas- depending on the ily rotated with little effort, design, should be this indicates excess wear. replaced. Naturally, always refer to the runout limit specifications listed for the specific vehicle. Manufacturer specifications regarding axial or lateral joint runout limits

will vary from about 0.020 inch to as much as 0.100 inch or more.

To check the follower (non-load carrying) ball joint, raise the vehicle by its frame in order to unload the joint and push/pull on the top and bottom of the tire while watching the upper joint for signs of movement.

NOTE: A wear-indicating style ball joint can quickly be checked for axial wear by inspecting the position of the grease fitting threads.

If the threads are visible and protrude slightly from the ball joint, it’s probably good. If the threads have receded into the joint and are not visible, this is a sign that the joint is likely worn out and should be replaced. In addition to performing measurement checks, this is a good way of making a preliminary check.

When checking for lower ball joint lateral wear, with the wheel and tire mounted, and the vehicle raised (suspension unloaded), mount a dial indicator base to the lower control arm. Place the dial indicator plunger against the inside wheel rim and zero the gauge. Push the inside bottom of the wheel Strut top outward and note the dial indicator reading. mount Pull the wheel inward at the bottom and verify that the dial indicator reads zero.

Upper Re-adjust the gauge to zero if needed. Once ball joint again, push the bottom area of the wheel outward and hold in the outward position, Control arm bushings and note the reading on the dial indicator. If the reading is beyond manufacturer specificaCoil spring tion, replace the lower ball joint.

Anti-sway Before checking lower ball joint lateral wear, bar mount first check and verify wheel bearing condition Anti-sway bar link Tiein the same manner to eliminate this varirod able. With the suspension unloaded, grasp end the top and bottom of the tire and rock in/ out. If any discernible movement is found, the wheel bearing assembly should be serviced (if preload adjustment is available) or replaced.

If the vehicle features an SLA suspension Lower that locates the coil spring over the top arm, ball joint the upper joint is loaded. To check the joint, (hidden) Lower control arm support the upper control arm to unload the joint. NOTE: If the ball joint design features Some vehicles will feature a strut suspension a built-in wear indicator at the grease fitting with both upper and lower control arms. These vehicles have the bottom strut mount attached to location, joint play should be checked with the the lower arm, and feature both lower (load carry- vehicle on its wheels (suspension loaded).

When checking a strut-type front ing) and upper (follower) ball joints.

40 | ASP March/April 2017

Circle 120 on Reader Service Card

Technical

Idler arm Upper ball joint

Image courtesy of Moog Steering and Suspension/ Federal-Mogul Motorparts

Upper control arm Outer tierod end Center link

Pitman arm

Control arm bushing Upper control arm

Lower ball joint

Here’s an example of what makes up a short/long arm — known as SLA — suspension.

suspension, support the vehicle at the cradle and unload the suspension, allowing the strut to fully extend. Attach the dial indicator clamp to the lower control arm and position a dial indicator in a vertical position to measure axial runout at the steering knuckle. To check lateral runout, position a jack under the ball joint and load the joint by raising the jack.

Turn the steering wheel back and forth and observe the ball joint to check lateral runout.

Wheel bearings A failing wheel bearing will result in a growling noise and/or a loose hub assembly, with either condition requiring immediate service, whether you’re dealing with a sealed or tapered bearing design. A sealed bearing is a self-contained bearing assembly caged in a carrier which is either press-fit to the hub or part of the hub assembly. A tapered bearing assembly features an inner and outer bearing, each riding on a tapered-face bearing race.

A sealed bearing fails due to contamination and/or a lack of lubrication.

If a sealed wheel bearing is suspected of being worn or defective, grasp the tire at the top and bottom and rock it back and forth. If lateral play is detected, the bearing must be

replaced. Sealed bearings have no adjustment feature and are not serviceable.

A tapered wheel bearing may or may not require a bearing preload. These bearings are serviceable and should be cleaned, inspected and packed with wheel bearing grease. Always check wheel bearings for excessive wear such as galling and abrasions. When subjected to overheating (due to lack of lubrication or improper preload), they appear dark/dark blue.

All wheel bearings are especially susceptible to water and dirt contamination. This is why it is so important to make sure the wheel seal is in good condition and has a tight fit around the wheel spindle. If a tapered wheel bearing (inner or outer) shows signs of dryness, galling or discoloration, always replace the bearing race(s) when replacing the bearings.

Naturally, always replace the inner bearing seal. Use only the proper bearing race and seal drivers for removal and installation.

Whenever replacing tapered wheel bearings (with or without new races), always take the time to thoroughly clean all traces of old bearing grease and contaminants from the hub cavity. Grease the new bearings with high pressure wheel bearing grease using a bearing lubrication tool that allows grease to be forced

42 | ASP March/April 2017

Circle 121 on Reader Service Card

Image courtesy of Moog Steering and Suspension/ Federal-Mogul Motorparts

Technical

also can develop excessive endplay and/or growling noises that can affect vehicle handling or wheel alignment.

As your first step, check endplay specification. If endplay is out of specification, replace the hub assembly. Bearing failure noise can be misleading and can sometimes occur at the opposite wheel of the failed bearing. This occurs when an overload takes place during driving on the good bearing. A good way to determine bearing noise is to lift the vehicle on a frame hoist and run the vehicle at Axial ball joint wear can be initially checked using a pry bar to apply load a moderate speed. This to the suspension while observing play at the ball joint connection. relieves the overload on the good bearing. into the bearing under pressure. Hand-rotate While staying clear of all moving parts, the bearing during and after grease injection listen to both wheels with a stethoscope or to ensure complete coverage. other recommended listening device. This will help determine the location of the noisy Hub unit wheel bearing noise bearing. Note that checks should be done This information comes courtesy of SKF. on the spindle assembly, axle joints, wheel Wheel hub units can often wear out over a flanges and the vehicle frame for damage. An period of time due to heavy usage. As a result, alignment check may be necessary to deterABS sensors can also break down electronimine a bent component. It’s important to cally. In order to properly diagnose a vehicle follow proper bearing installation procedures before component replacement, SKF recomand torque specifications to avoid bearing mends performing a vehicle road test to listen failure or noises. for any unusual noise and to note if the ABS sensor light is on.

Control arm bushings During the road test, if you find that the OEM control arm bushings are usually ABS sensor light is on, SKF recommends rubber or other composite flexible material. following the manufacturer’s guidelines for Depending on the application, bushing conditesting. The manufacturer guidelines may tion may or may not be readily visible in terms include connecting a scanner to determine of inspection. However, inspect for signs of which brake component system shows failure. missing rubber, cracking or other damage.

If a wheel speed sensor fault is detected, Use a pry bar and try to move the link and complete inspection of the hub unit with a bushing from side to side. Also, use a jack to sensor resistance value reading and further load and unload the arm, while observing the check the value against the manufacturer’s bushing(s) to see if the bushing allows the arm specification. Also verify all wiring connecto move in/out during arm pivoting. If excess tors for proper fit or damage. Hub assemblies movement is noted, or if the bushing tends to 44 | ASP March/April 2017

Technical

Inner and (where applicable) outer control arm bushings should be inspected for rubber deterioration, cracks, and excess movement.

stay at one end of the pry instead of springing back, it’s time for replacement. After removing a worn bushing, if installation of a new bushing is very difficult, consider replacing with a one-piece or two-piece urethane bushing, which is easier to install. If you do opt for a urethane bushing, apply a coating of high temperature wheel bearing grease inside and out. This will ease installation and will serve to eliminate any potential squeaking noise during arm or link movement.

A vehicle that features I-beam front suspension will feature radius arms. Don’t forget to inspect the arm bushings for wear, cracking and looseness.

Steering components

could also indicate worn or damaged upper strut bearings.

When inspecting tie rods, with the suspension unloaded, apply inward and outward pressure against the wheel and tire while observing and feeling for looseness at each tie rod. A quick check of outer tie rod end looseness can be done by squeezing the outer tie rod against the steering arm to observe any axial (vertical) play. Any discernible vertical play indicates that the tie rod end should be replaced. The same applies to steering systems which feature a drag link that connects steering arms (such as on a Ford F-Series truck).

Inspect the joints that attach the drag link for lateral and axial play by observing movement while the steering wheel is turned.

Struts It should be obvious that the damping component of a strut (the shock absorber function) contains hydraulic fluid. If you see signs of oil leakage at the top of the strut tube, the seal is worn and the strut is due for replacement. Of course, replacement struts are available with or without the coil spring.

Compare prices. Often, it makes economic sense to purchase a complete strut unit that includes the already-installed spring, top mount and upper bearing.

The strut’s upper bearing allows the strut to pivot as the wheels are turned. If the bearing

Begin the inspection by checking for freeplay in the steering system. With the key on (to unlock the steering column) and engine off, turn the steering wheel left and right while observing wheel movement. If the front wheels do not move during initial steering wheel movement, excess freeplay exists within the steering system (loose/worn tie rod ends, loose/worn steering box or rack, rack mount bushings, etc.).

If freeplay is found, have a helper turn the steering wheel while observing the rack and pinion body for movement at the mount bushings and tie rods. On a strut front end, also check to see if the top strut mount moves forward and rearward and inboard/outboard, which could indicate worn upper strut bearings.

A clicking or grinding sound at the upper Outer tie rod ends are easily checked for vertical strut mounts while turning the steering wheel play and excess radial movement.

46 | ASP March/April 2017

Technical

is worn or damaged, the upper bearing can stick, causing a bind. If you turn the steering wheel while driving, release the steering wheel, and the front wheels tend to “snap” back to center, this clearly indicates an issue with one or both strut bearings. A snap or click noise may also be heard during turning.

With the vehicle parked and suspension loaded, turn the steering wheel back and forth and observe (visually and listening for noise) for any binding or clicking. Replacing a strut bearing is not a difficult task (of course it requires strut removal, compressing the spring and R&R of the top hat assembly).

With the front suspension unloaded and engine off, grasp the upper area of the strut’s coil spring and push the strut inboard/outboard. Any movement of the strut relative to the body indicates a worn or damaged upper strut mount.

Naturally, inspect coil springs for breaks, cracks or coil bind. Be sure to measure vehicle ride height and compare to factory specifications. Obviously, sagging/weak springs and/or

damper wear or damage requires strut and/or coil spring replacement.

Brake rotor lateral runout A brake rotor that features excessive lateral runout will cause a pedal pulsation, along with potential spongy pedal. Lateral runout refers to the brake disc rotating in/out of the true axis (disc wobble).

Prior to measuring for lateral runout, check the condition of the hub bearing, since a worn bearing can be the cause of the runout. Also, the rotor must be secured to the hub flange with conical wheel nuts, fully torqued to the manufacturer’s specification.

Runout can easily be measured using a dial indicator. Anchor the indicator to a location that is solid and does not move along with the rotor and hub, such as the lower control arm or spindle/steering arm. Place the indicator plunger in contact with the disc surface, approximately 1/2-inch or inboard from the disc edge. Position the indicator so that the plunger is 90 degrees to the disc surface

47 | ASP March/April 2017

Image courtesy of SKF

Technical

Just about every Asian and European luxury import nameplate manufacturer has a seven- to 10-year-old vehicle on the road with an air-ride suspension at all four corners.

Chances are one of these vehicles will be coming to your shop sooner rather than later.

Most of the systems use German-manufactured air struts connected to a WABCO compressor. In between the struts and compressor are reservoirs, control valves and When measuring rotor lateral runout, anchor the a lot of software controlling the system. The dial indicator base to a stationary surface that secret to diagnosing problems comes down does not move relative to the rotor. to knowing what criteria the system uses to (avoid placing the indicator at an off-angle). regulate the compressor/reservoir and having a Adjust the indicator to lace a preload on the scan tool that can interpret the information. gauge of about 0.050-inch. Zero the indicator These systems do not use the compressor gauge. Slowly rotate the rotor through a full to directly fill the air bladders. Instead, the 360 degrees and note the amount of runout. compressor will supply air to a reservoir that Always refer to the vehicle manufacturer’s is used to fill the bladders. Some vehicles will runout specification. have only one reservoir, while some may have Generally speaking, runout within about multiple reservoirs. The reservoir is equipped 0.002 – 0.005-inch is acceptable. If runout is with a pressure sensor and valves to send excessive, this may be caused by the rotor itself, compressed air to the spring and exhaust the hub bearing assembly or the hub flange. excess pressure. Do not work on any reservoir Note that excessive runout may be the result of unless the system is allowed to depressuran improperly-torqued set of wheel fasteners ize before performing any repairs. Some which can cause a deflection of the rotor hat. systems may require the use of a scan tool to release the pressure and re-pressurize the Idler and pitman arms system. The reservoirs are typically made of If the vehicle is equipped with a paralaluminum. They can be located in the trunk lelogram steering system, the idler arm and or tucked behind fenders or quarter panels. It pitman arm should be checked for wear. is rare for the tank to develop a leak, but it is A worn idler arm will allow excessive up/ common for the air-line connections. down movement that directly contributes to Air-ride systems look for information like changes in wheel toe angles. A worn pitman vehicle speed, ambient air temperature and arm results in excess play between the steerride height. From this information, a system ing input and wheel toe angles. can calculate how long the compressor should With the left suspension unloaded, wiggle run to fill the reservoir. If it is taking too long, the wheel/tire in/out at the tire’s 3 and 9 the air-ride module will set a code, alert the o’clock positions and observe the idler arm driver, and put the system in a safe mode. for play. Wiggle the left wheel and observe The codes for this type of problem will steering wheel movement. If the wheel shows typically include the words “replenish,” “resplay but the steering wheel does not initially ervoir,” “overheat,” “no pressure increase” or move, suspect the pitman arm. “timed out.” There are two main culprits for these codes — a weak compressor or a leak in Import air ride the system. It is possible that a sensor in the This information comes courtesy of reservoir is faulty, but this is extremely rare.

KnowYourParts.com, the industry informaThe control module will not immediately tion campaign of the Automotive Aftermarket turn on the compressor when the engine is Suppliers Association (AASA). started and will trim the suspension from the 48 | ASP March/April 2017

Technical

air in the reservoir. Some systems will not engage the compressor until the vehicle has reached a predetermined speed like 25 mph.

These rules are in place so moving air will cool the compressor. That way, the driver will not notice the compressor operating while the vehicle is stopped. But, in some cases, the compressor will run during startup if the pressure is low enough.

All four-corner systems are using air from the reservoir even if the car is parked. This is because as the vehicle cools, the air volume and pressure in the bladders and reservoir will decrease. The system will trim the ride height to make sure the vehicle is not sitting on the ground when the driver returns to the vehicle in the morning. Also, some systems will keep a level ride height if the vehicle is parked on an uneven surface, or the vehicle is unlocked and a load is placed in the trunk. But, most systems will never turn on the compressor to make a key-off correction.

Before a vehicle is returned to a customer, you should perform a calibration procedure for the air-ride system, if required. Calibration procedures typically involve measuring the four ride heights and entering the data into the scan tool. Not performing this procedure can lead to a comeback.

Don’t turn away air-ride problems from your shop or steer them to the dealer. The parts and tools are available to restore an air suspension to full-operating condition, or even convert the system to conventional springs. Always advise the customer that not repairing the air-ride system will remove some functionality from the vehicle, such as adjustable ride control and load leveling.

With more air-ride-equipped vehicles accumulating miles, you can expect to see a steady stream of these air-ride systems in your bays.

You also have more options than ever before when it comes to aftermarket replacement parts and conversion kits. â–

Circle 122 on Reader Service Card

Ad Index

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

Instant product information at your fingertips.

Advertiser

Page

R.S #

1-800 Radiator & Air Conditioning

18

108

www.aspquiklink.com/12108

ACDelco

13, 15

Aftermarket Auto Parts Alliance Inc.

7

104

www.aspquiklink.com/12104

Aftermarket Auto Parts Alliance Inc.

35

118

www.aspquiklink.com/12118

Arnott Inc.

20

110

www.aspquiklink.com/12110

Autel Intelligent Technology Inc.

9

105

www.aspquiklink.com/12105

Autolite

30-31

116

www.aspquiklink.com/12116

Automechanika Chicago

49

122

www.aspquiklink.com/12122

Automotive Distribution Network

19

109

www.aspquiklink.com/12109

Bartec USA

29

115

www.aspquiklink.com/12115

Bosch Automotive Service Solutions

IFC

101

www.aspquiklink.com/12101

Bosch Automotive Service Solutions

33

117

www.aspquiklink.com/13117

CRP/Atlantic Automotive Engineering

27

114

www.aspquiklink.com/12114

Drew Technologies

23

112

www.aspquiklink.com/12112

Federated Auto Parts

5

102

www.aspquiklink.com/12102

Gates Corporation

53

123

www.aspquiklink.com/12123

KYB Americas Corporation

43

121

www.aspquiklink.com/12121

Lang Tools

6

103

www.aspquiklink.com/12103

Mahle Aftermarket Inc.

25

113

www.aspquiklink.com/12113

Motorcraft

45

NAPA Auto Parts

OBC

125

www.aspquiklink.com/12125

O’Reilly Auto Parts

11

106

www.aspquiklink.com/12106

Robinair

21

111

www.aspquiklink.com/12111

SKF USA Inc.

IBC

124

www.aspquiklink.com/12124

Standard Motor Products Inc.

39

119

www.aspquiklink.com/12119

Tracer Products

17

107

www.aspquiklink.com/12107

VDO OE Replacement Parts

41

120

www.aspquiklink.com/12120

50 | ASP March/April 2017

Quik-Link

Technical Service Bulletins Ford ANOTHER SUPER DUTY GLITCH Some 2011-2012 Ford F-Super Duty vehicles equipped with a 6.7L diesel engine built on or before 2-12-12 may exhibit a run-rough and/or misfire concern with or without DTCs P0300, P0301, P0302, P0303, P0304, P0305, P0306, P0307 and P0308.

PART Injector hold-down clamp Injector seal kit (1, 2, 7, 8) Injector seal kit (3, 4, 5, 6) Injector return hose Injector-to-valve cover seal

Roll/press the seal in place.

4. Inspect the fuel injector return hose connection at the injector(s) for damage and replace if needed at this time.

P/N BC3Z-9C334-B BC3Z-9229-A BC3Z-9229-B BC3Z-9A564-B BC3Z-6C535-A

1. Inspect all eight fuel injector hold-down clamps for broken ears.

2. If any broken ears are found, replace the clamps(s), re-seal the affected injector(s) and replace the injector-to-valve cover seal.

3. Pry the injector-to-valve cover seal out of the valve cover using a screw driver. The new seal can be installed using a 22 mm socket.

Inspect each injector hold-down clamp for broken ears. If any are found, proceed with Step 2.

53 | ASP March/April 2017

Circle 123 on Reader Service Card

Technical Service Bulletins Hyundai SONATA RATTLE Some 2011 Hyundai Sonata vehicles equipped with a 2.4L engine may exhibit a rattle sound from the driver’s side of the engine compartment. This can be heard during certain engine operating speed ranges from 1,600-2,000 rpm or during light acceleration.

Place a reference mark as shown before removal.

Once the new holder is installed, it will be difficult to relocate to the original location

The old fuel tube holder carries P/N 31356-1G300.

The new holder is P/N 31356-3S000.

Note the approximate location of the fuel tube holder (see arrow in left photo). The photo on the right shows the holder.

The rattle may be caused by the plastic fuel tube holder vibrating against the engine compartment bulkhead.

Confirm that the hook on the clip has become loose and is rubbing the firewall.

1. Open the hood and locate the fuel tube holder, which is attached to the engine compartment bulkhead (firewall).

Confirm that the hook on the clip is loose and contacts the metal firewall. You

may see a body paint rub mark at the contact point.

2. Mark the location of the fuel tubes directly above the holder with chalk or marker. Placing a position reference mark on the fuel tubes prior to removing the old part is recommended for placement of the new fuel tube holder.

3. Remove the old fuel tube holder from the rail using a trim removal tool and replace the holder with updated P/N 31356-3S000.

Push the new fuel tube holder firmly over the mounting stud to ensure complete seating.

GMC FANCY SEAT FAILURE Some owners of 2012 GMC Acadia AWD trucks may comment that the front and/ or rear heated seats are inoperative and/ or the driver’s power seat only moves in short bursts each time the switch is operated. There will be no DTCs set in the MSM (memory seat module), RHVSM (rear heated/vented seat module) or HVSMF (front seat heating control module).

When the seats are activated, there will be three clicks heard from the module.

Do not replace the module(s) MSM, RHVSM or HVSMF. Using TIS2WEB, reprogram only the affected module with updated calibrations. At the “Calibration Selection” screen in TIS2WEB, select the calibration with the description of “For use on vehicles with power rail failure PIT5170 only, suspect vehicles built from 1/2012 through 6/2012.” ■

Sponsored by

Products Autolite spark plugs have iridiumenhanced design The Autolite Iridium XP Enhanced Alloy Technology spark plug has an iridiumenhanced 0.6 mm finewire design and patented platinum sidewire technology. The innovative spark plug delivers optimum performance and a more focused ignition for better overall ignitability, according to the company. The spark plug also provides the durability advantages of a double platinum spark plug with virtually no gap erosion, longer life, and top fuel efficiency over the life of the plug.

Solutions. Capable of servicing both standard and hybrid vehicle A/C systems, the AC1234-6 includes an integrated refrigerant identifier that samples the refrigerant prior to recovery.

BOSCH AUTOMOTIVE SERVICE SOLUTIONS Circle 162 on Reader Service Card www.aspquiklink.com/12162

Arnott has value front shock for newer GM SUVs

Arnott has released a value front shock for 200714 GM SUVs (GMT820 chassis) with Autoride (Z55 RPO). The company says the new front shock AUTOLITE (P/N SK-2806) is backed Circle 160 on Reader Service Card

by Arnott’s limited lifewww.aspquiklink.com/12160 time warranty. It includes a pre-installed spring mounting perch and an exclusive Arnott sensor New Brake Parts rotors resist rust which plugs into the auto-damping system to Brake Parts has added the RPT Rust Prevention eliminate dash panel error messages. A customTechnology Rotors line to its Raybestos brake valved gas-filled shock, SK-2806 features a sensor products. Specially coated with Grey Fusion that turns off the dashboard warning light. It 4.0, this new line provides maximum protec- includes pre-installed spring perch and mounttion from corrosion and comebacks, as well as ing hardware. increases service life, according to the company. ARNOTT INC. Brake Parts says RPT Circle 163 on Reader Service Card Rotors are ideal for www.aspquiklink.com/12163 vehicles operating in all weather condi- Coast’s new headlamp is rechargeable tions. With 556 part Coast Products’ new rechargeable FL75R LED numbers currently headlamp projects a clear, bright light up to 511 available, updated feet away. Offering up to 530 lumens, The FL75R coverage will be has high, medium and low output modes to added as vehicles become available in the market. choose between maximum brightness or to conBRAKE PARTS INC. serve battery life. Coast says the rechargeable Circle 161 on Reader Service Card FL75R LED headlamp www.aspquiklink.com/12161 combines focusing, red and white dual-color Robinair offers R1234yf recover, beams with its industryrecycle, recharge machine leading optical technolThe Robinair AC1234-6 was ogy and a compact size. the first commercially availThe headlamp includes a high-quality lithium able fully automatic R1234yf rechargeable battery pack and standard alkaline machine to meet the SAE’s batteries. The lithium battery can be charged requirement for recovering, inside the headlamp, or outside. It is available recycling and recharging vein black, blue, green, red and orange. hicle A/C systems with the COAST PRODUCTS INC. new refrigerant, according Circle 164 on Reader Service Card to Bosch Automotive Service www.aspquiklink.com/12164 55 | ASP March/April 2017

Sponsored by

Products Rotary Lift expands Mach Flex mobile column line

four times longer than they originally would, according to 3M. To apply the 3M Headlight Clear Rotary Lift has added a lift for medium- and Coat, first use the 3,000 grit 3M Trizact Sanding heavy-duty vehicles to its Mach Flex powered Disc to remove any debris from the headlight.

by RedFire remote-controlled mobile column Once the headlight is free of debris, wipe the lift lineup. The headlights with the Headlight Coating Wipes. new MCHF13 Flex 3M CO. provides 13,000 Circle 167 on Reader Service Card lbs. capacity per www.aspquiklink.com/12167 column. Technicians control the Tool removes harmonic dampers mobile column G & G Technics has introduced a tool for relift with Rotary’s moving harmonic damppatent-pending remote control, giving them ers from LS engines. The the freedom to walk around the vehicle and new tool is designed to the bay to check for any issues while lifting. It remove GGT-180 3- and is available in configurations of two, four, six or 6-spoke dampers quickly eight columns. Rotary Lift is a Vehicle Service without removing the raGroup (VSG) brand. diator. Technicians simply ROTARY LIFT remove the fan assembly, Circle 165 on Reader Service Card the drive belt and the www.aspquiklink.com/12165 harmonic-damper retaining bolt and washer.

By engaging the puller’s three tangs behind Gates adds electric heater valves the spokes of the damper and tightening the Gates has added electric heater control valves jacking screw, the damper is swiftly freed from to its comprehensive its bond with the crankshaft. heating and cooling G & G TECHNICS PTY LTD. product line. The Circle 168 on Reader Service Card company is offering www.aspquiklink.com/12168 OE exact and application-specific designs.

Hennessy wheel balancer stays This release includes calibrated to zero 12 parts for import vehicles, including BMW, The Coats 1400 Direct Drive Wheel Balancer from Audi and Jaguar. Gates says these electric heater Hennessy Industries combines the motor and control valves are made of high-quality resins spindle into a single, preand corrosion-resistant metal and undergo balanced assembly that rigorous testing and inspections. always stays calibrated to GATES CORP. zero. Laser-guided operaCircle 166 on Reader Service Card tion pinpoints the exact www.aspquiklink.com/12166 weight location, both radially and axially, and Headlight wipe offers UV protection eliminates trial and error.

The 3M Co.’s new Quick Headlight Clear Coat The 1400 Wheel Balancer is designed to offer extreme ultraviolet (UV) offers automatic data entry protection for headlights. After a of the distance and diameter. Optional accesheadlight lens has been restored, sories are the light truck cone kit (40 mm) and the professional grade 3-, 4- and 5-lug adjustable pin plate sets. headlight wipe offers HENNESSY INDUSTRIES INC. protection to make Circle 169 on Reader Service Card headlights last up to www.aspquiklink.com/12169 56 | ASP March/April 2017

Sponsored by

Products Tracer Products has leak detection kit for commercial vehicles Tracer Products’ Tracerline TP-8657 air conditioning and fluid leak detection kit for commercial vehicles includes a cordless leak detection flashlight and fluorescent dye approved by original equipment manufacturers. The TP-8657 OEM-Grade A/C and Fluid Leak Detection Kit features the OptiPro Plus cordless, rechargeable, violet light LED leak detection flashlight and OEM-approved fluorescent dye.

sensor categories, with the introduction of 48 switches and 82 sensors including 23 TPMS, 18 transmission input, 17 vehicle speed and 12 transmission output sensors.

STANDARD MOTOR PRODUCTS INC. Circle 172 on Reader Service Card www.aspquiklink. com/12172

Wagner replacement headlamps offer longer service

Federal-Mogul Motorparts has introduced a line of Wagner premium replacement headlamp capsules, miniature lamps and sealed TRACER PRODUCTS beam headlamps. The company says the new Circle 170 on Reader Service Card Wagner LongLife www.aspquiklink.com/12170 HD lamps provide two to four Bosch expands injector line times longer life Robert Bosch has added one new SKU for a co m p a r e d to port fuel injector to its injector line, extending standard bulbs coverage to 1.13 million vehicles in operation. All in over-the-road Bosch fuel injectors released to the aftermarket trucking applications, utility and municipal are produced to OE specifications. The company fleet vehicles and passenger vehicles. Wagner says Bosch Port Fuel Injectors are capable of us- LongLife HD lamps include construction features ing ethanol fuel. The new Bosch injector is now for vehicles operating in challenging environavailable for models inments and have extra-strength filaments. cluding the 2011-2012 FEDERAL-MOGUL MOTORPARTS Chrysler Town & CounCircle 173 on Reader Service Card try, 2011-2012 Chrysler www.aspquiklink.com/12173 200, 2011-2012 Dodge Challenger, 2011-2012 Hunter unveils AutoComp Elite lathe Jeep Grand Cherokee Hunter Engineering’s new AutoComp Elite brake and more. lathe features automatic compensation techROBERT BOSCH LLC nology that directly determines the position Circle 171 on Reader Service Card of the internal plates to maximize speed and www.aspquiklink.com/12171 accuracy without operator intervention. The new 7-inch touch screen allows technicians SMP releases 242 BWD parts to quickly look up required adaptors, operate Standard Motor Products Inc. (SMP) has added the lathe including changing cutting direction 242 new part numbers to its BWD engine man- and speed, and view instructional videos. The agement line. The release spans 51 product BitMinder feature monitors bit categories and expands coverage through the life and recommends replace2016 model year with more than 123 million ment to improve cut quality additional vehicles in operation (VIO). Highlights and reduce waste. from the BWD line expansion include the release HUNTER ENGINEERING CO. of 29 new VVT solenoids, which increases BWD’s Circle 174 VVT line to more than 230 part numbers. The on Reader Service Card brand also expands coverage for its switch and www.aspquiklink.com/12174 57 | ASP March/April 2017

Sponsored by

Products Lisle offers mechanics’ gloves Lisle Corp. is offering mechanics’ gloves with non-padded, single layer palms. They are made with tough, expandable top material to offer extended life. Their hidden seam design and elastic cuff, with hook and loop fastener, offer comfort.

They feature a touch screencompatible design for use with many smartphones, tablets and touch screen computers. Gel palm padding helps absorb vibration from impact and power tools. Extra protection is molded on the glove back and fingers. They are available in sizes M, L and XL. LISLE CORP. Circle 175 on Reader Service Card www.aspquiklink.com/12175

Meyle brand drive shaft line expands Wulf Gaertner Autoparts AG has added 100 drive shaft units to its Meyle-Original product line.

The company says Meyle-Original drive shafts are made of forged steel specially chosen for the application and employ grease that is formulated to match the exceptional requirements and strain levels acting on the joint. Retaining latches in genuine OE quality ensure that the boots fit securely.

WULF GAERTNER AUTOPARTS AG Circle 176 on Reader Service Card www.aspquiklink.com/12176

DEI unveils Form-A-Shield Design Engineering Inc. (DEI) has introduced Form-A-Shield, a thermal product applied directly to hot surfaces to provide heat protection.

Made of flexible 10 mil dimpled aluminum with 1/4-inch high temperature basalt insulation, Form-A-Shield withstands direct temps to +1,400 degrees Fahrenheit. Form-A-Shield offers thermal protection against direct and radiant heat

for electrical components, wire, hose or plastic parts, positioned in close proximity to headers, manifolds, mufflers or transmissions. It can be applied mechanically or with DEI’s Hi-Temp Spray Adhesive. DEI says the product is extremely pliable, easy to trim and conforms to almost any shape.

DESIGN ENGINEERING INC. Circle 177 on Reader Service Card www.aspquiklink.com/12177

IPA offers diamond grinding wheel Innovative Products of America (IPA) has introduced the 4.5-inch diamond grinding wheel with a versatile topside abrasive. The company says the wheel lasts a minimum of 20 times longer than traditional grinding wheels. The disc’s innovative, three-dimensional contour with topside abrasive coating and thin profile edge allows for cutting, back cutting, gully cutting and bead finishing with one wheel. The disc maintains its size and shape throughout its life, providing consistent performance when dressing welds, accessing corners and more.

INNOVATIVE PRODUCTS OF AMERICA INC. Circle 178 on Reader Service Card www.aspquiklink.com/12178

KTI releases lightweight jack K Tool International (KTI) has introduced a 2-ton aluminum service jack which weighs only 48.5 pounds. The light weight of the new jack allows for convenient portability, from easily moving it between bays or placing it in the back of a service truck for roadside assistance. The jack’s lifting range is 3-1/4 inches to 18-1/2 inches. The jack’s dual pump system allows for quick lifting and it takes just seven strokes to reach top height under no load.

K TOOL INTERNATIONAL Circle 179 on Reader Service Card www.aspquiklink.com/12179

58 | ASP March/April 2017

Sponsored by

Products Service Line offers manual parts washer Service Line’s Renegade TMB 4000 manual parts washer is a practical alternative to washing parts with solvents. The company says the washer for heavy-duty applications is a low-maintenance, cost-effective solution for a variety of industrial and grease-busting operations. The Renegade TMB 4000 includes an adjustable fountain nozzle, 1/2-inch polyethylene construction, heavy-duty casters, 20-gallon holding tank, low water alarm and shut down system, and an adjustable thermostat.

SERVICE LINE INC. Circle 180 on Reader Service Card www.aspquiklink.com/12180

Mac Tools has new diagnostic tool Mac Tools’ new MDT 10 is an ergonomically designed vehicle diagnostic tool. It provides coverage for more than 25,000 vehicle systems, and can diagnose driveability issues on any vehicle. The premium hardware device features an optically bonded screen, a rear camera with flash, front camera, dual speakers and HDMI output to an external monitor. It comes in a rugged tablet that’s balanced for one-handed operation. A charging/ docking station allows the technician to work away from the vehicle. On-tool repair information provides full access to a new and extensive wiring-diagram database.

Porsche, SAAB, VW and Volvo.

The Philips LED fog lamp delivers a bright, white 6,000K light that matc h e s p e rfectly with the color of Xenon and LED headlights and Philips CrystalVision ultra-upgrade headlight bulbs.

LUMILEDS LLC Circle 182 on Reader Service Card www.aspquiklink.com/12182

New HD filter line offers efficiency Wix Filters’ new heavy-duty air filters with NanoPro technology provide higher initial efficiency and a final efficiency of up to 99.99%. The NanoPro green media is easily recognized and the filters come with metal or poly end caps. The filters are ideally suited for on- and off-road applications. Through a proprietary process, the NanoPro media features a unique fiber coating. Wix Filters is part of the Mann+Hummel Group.

WIX FILTERS Circle 183 on Reader Service Card www.aspquiklink.com/12183

New charging platform supports networked applications

The new MCC-070 Controlled Charger from Midtronics Inc. is an economical, easy-to-use charging solution with easy-to-integrate wireless capabilities. The comMAC TOOLS pany says the MCC-070 Circle 181 on Reader Service Card offers safe controlled www.aspquiklink.com/12181 charging to quickly service different batPhilips X-tremeVision fog lamp tery types (regular Lumileds LLC, a division of Royal Philips, now lead-acid, AGM, EFB, offers expanded European make and model Li-ion), app-driven coverage for its Philips X-tremeVision LED fog charging routines, and wireless connectivity lamp. The company says the advanced LED lamp to support tracking and management of battery is designed as a plug-and-play replacement for service data and automated software updates. the H8, H11 and H16 halogen fog bulbs found on MIDTRONICS INC. popular late-model vehicles from Audi, BMW, Circle 184 on Reader Service Card Fiat, Jaguar, Land Rover, Mini, Mercedes Benz, www.aspquiklink.com/12184 59 | ASP March/April 2017

Sponsored by

Products Cardone adds new ride height sensors to air suspension products

IDUSA expands Premium Guard Extended Life oil filter line

Cardone Industries has added new ride height sensors to its line of air suspension products. Featuring upgraded hardware and mounting points, Cardone Ride Height Sensors monitor proper vehicle height, which is a critical factor in maintaining a healthy air suspension system as well as a safe and comfortable ride for passengers. Backed by a limited lifetime warranty, Cardone Ride Height Sensors are designed and tested to meet or exceed OE performance. Plug-and-play installation allows for a quick repair priced lower than the competition, according to the company.

The new Premium Guard PG96 filter from International Distributors USA Inc. (IDUSA) is designed to deliver more than 96% filtration efficiency for particles of 25 microns or more and can trap particles four times smaller than can be seen by the human eye.

The company says the new PG96 filter breaks new ground in the oil filtration market with advanced filtration technology that delivers greater performance and longer protection at a reasonable price. The new PG96 offers complete coverage of spin-on and cartridge oil filters. It is available in a retail pack as well as installer pack.

CARDONE INDUSTRIES INC. Circle 185 on Reader Service Card www.aspquiklink.com/12185

IDUSA Circle 187 on Reader Service Card www.aspquiklink.com/12187

Continental adds VDO OEM diesel fuel modules

Centric Parts has StopTech Brake Kits for Porsche 911

Continental Commercial Vehicles & Aftermarket has added VDO OEM Diesel Fuel Modules to its OEM Direct Parts Program. VDO OEM Diesel Fuel Modules are available for popular late model Dodge Ram truck applications from 2005 to the present.

Because Continental is the original manufacturer of these fuel modules, they are the exact same OEM part as supplied to the vehicle manufacturer. VDO Diesel Fuel Modules are built in ISO/TS-certified facilities and are available at competitive pricing through most major parts suppliers.

Centric Parts has introduced a program of StopTech Big Brake Kits for the 1969-1989 Porsche 911 model range. The new program covers the most common stock wheel sizes and model year variations, and supplements the company’s comprehensive range of OE replacement parts.

The company says StopTech brake components require little-to-no vehicle modifications and offer significantly improved braking performance, feel and modulation over stock systems, as well as reduced fade. StopTech High Performance Brake Kits provide shorter stopping distances, better brake modulation, firmer pedal feel and less brake fade for stronger, more reliable performance on and off the track.

CONTINENTAL COMMERCIAL VEHICLES & CENTRIC PARTS Circle 186 on Reader Service Card www.aspquiklink.com/12186

AFTERMARKET Circle 188 on Reader Service Card www.aspquiklink.com/12188 60 | ASP March/April 2017

Circle 124 on Reader Service Card

Circle 125 on Reader Service Card