Auto Service Professional - January/February 2013

January/February | 2013 | Vol. 3, No. 1

02 & A/F sensor tech

Maximizing your smoke machine Understanding NVH Brake tips

Circle 101 on Reader Service Card

The Technicals

Advanced air-fuel and oxygen sensor diagnosis Page 13 | Time-saving advice on catching the really tough problems

Noise/vibration/harshness Page 22 | Chasing the irritant gremlins

Brake system tech Page 32 | Plus safety issues for your customer — and your shop

Maximizing your smoke machine Page 44 | Smoke ‘em if you got ‘em

Departments Straight Talk

Quik-Link

Oil change intervals | Page 8

Your connection to free information | Page 60

Tool Review RoboReel power cord system | Page 52

Technical Service Bulletins

The Toy Chest New and innovative equipment for your tool chest and shop | Page 63

From Mitsubishi timing chains to clicking Nissans | Page 58

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Oil change intervals Mike Mavrigian | Editor

I

am not alone when I say that I’m sick and tired of “news reporters” claiming that the automotive service industry is taking unfair advantage of the unwitting consumer.

According to the news media and buckhungry lawyers who wouldn’t know a camshaft from a slice of apple pie, the automotive service industry is “ripping off the public” by recommending oil change intervals of as little as 3,000 to 5,000 miles.

Yes, engine oil technology has made leaps and bounds over the past few decades. And yes, engine technology (in terms of design and effciency) has, in theory, reduced the contaminant factor that would otherwise dilute an engine’s lubrication. And some auto makers have extended engine oil change intervals to 7,500 miles, 10,000 miles, and in some cases as far out as even 20,000 miles. Sounds peachy for the vehicle owner, doesn’t it?

While I will assume that the automakers have good intentions, as far as I’m concerned, theory doesn’t always match up with reality.

Let’s face it: All engines don’t necessarily operate as designed or as intended.

Clearances can vary. Tolerances are not always adhered to in mass production. Fuel injectors can leak and engine management systems can experience glitches resulting in overly rich fuel mixtures. Cylinder heads can crack. Cylinder head gaskets can leak. A myriad of variables can result in oil contamination and oil dilution. By following a sensible routine of oil changes, you reduce the possibilities of engine wear.

How hard is that to understand?

Personally, I don’t care what the “recommended” oil change interval is. If I buy a car or truck produced by a manufacturer that recommends an oil change of every 10,000 miles, I guarantee you that I won’t adhere to their “spec.”

I will continue to change my engine’s oil and flter every 3,000 to 5,000 miles. I’d rather know that my engine’s lubrication system is clean and healthy, and if that means that I spend a few extra bucks for oil and flters in the process, I’d rather spend the dough up-front as opposed to facing premature wear and operational problems down the road.

When the “popular media” claims that service outlets are taking advantage of consumers by recommending shorter-thanpublished oil change intervals, they’re simply uninformed.

As far as I’m concerned, a service outlet that recommends oil change intervals of as little as 3,000 miles is doing their customers a favor, and I DO NOT feel that they’re trying to take advantage of the “dumb” consumer.

Remember: Nobody is pointing a gun at the consumer’s forehead, forcing them to change their oil at any specifc mileage or time frame. If the vehicle owner wants to follow a longer schedule, that’s their decision.

If they end up facing expensive engine repair or replacement down the road as a result, they have nobody to blame but themselves.

As far as I’m concerned, the well-worn marketing adage continues to apply: Pay me now or pay me later. ●

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Circle 103 on Reader Service Card

3515 Massillon Rd., Suite 350 Uniontown, OH 44685 (330) 899-2200, fax (330) 899-2209 Web site: www.autoserviceprofessional.com Editor: Mike Mavrigian Mike.Mavrigian@bobit.com Managing Editor: Lori L. Mavrigian Lori.Mavrigian@bobit.com Senior Editor: Bob Bissler Bob.Bissler@bobit.com Contributors: Bob Weber/Automotive Technical Writer Alex Portillo/Diagnostic & Driveability Specialist Bob Rodriguez/Hybrid & Alternative Fuel Specialist Advisory Board: Dan Paddy/Dan Paddy Service, Seville, OH Frank Dannemiller/Mobile Service & Repair Co., Wadsworth, OH Bob Fall/Fall Automotive Machine, Toledo, OH Scott Gressman/Gressman Powersports, Fremont, OH Ken Styer/Ohio Technical College, Cleveland, OH Greg McConiga/O’Daniel Automotive Restorations, Ft. Wayne, IN Art Director: Neal Weingart Neal.Weingart@bobit.com Production Manager: Karen Runion Karen.Runion@bobit.com Publisher: Greg Smith Greg.Smith@bobit.com Sales: Dan Thornton djtinc@gmail.com (734) 676-9135 Mobile (313) 410-0945 Michele Vargo Michele.Vargo@bobit.com (330) 899-2200, fax (330) 899-2209 John Dyal The Dyal Company John.Dyal@bobit.com (760) 451-5026, fax (760) 451-5039 Marianne Dyal The Dyal Company Marianne.Dyal@bobit.com (760) 451-9216, fax (760) 451-9292 Customer/Subscription Service Tammy Katata, (800) 991-7702

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

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Advanced air-fuel and oxygen sensor diagnosis Time-saving advice on catching the really tough problems

By Alex Portillo

Portillo is the head technician of Car Clinic, a state-of-the-art automotive repair facility in Mahopac, N.Y. He has been trained

by Automotive Technician Training Service and is TST certifed. Portillo’s real-world, in-depth diagnostic articles appear in Auto Service Professional on a regular basis.

N

ot long ago, Auto Service Professional covered all of the basics concerning how to diagnose common oxygen and air-fuel sensor codes (see the March/April 2012 issue). This time, we are going to discuss more advanced sensor diagnosis so you can catch those really tough problems that are not simply a matter of checking the heater circuit and having a specifcation.

Figure 1: When the air-fuel sensor detects rich exhaust, it reports this to the PCM which then takes away fuel to make the air-fuel mixture normal. This is why rich exhaust creates negative fuel trim and vice versa.

mixture and a decrease below that number a lean fuel mixture (see Figure 1).

Post-cat oxygen sensors, when good, feature a steady voltage usually between 500 to 700 mV. If it zigzags, the catalytic Very brief review converter is highly suspect.

Air-fuel and oxygen sensors work in Quick air-fuel sensor check. Are you tandem, before and after the catalytic convinced the A/F sensor is stuck lean or converter. The PCM compares the readings rich, but don’t have the right specifcain order to analyze catalytic effciency, and tion? Until advanced milliamp clamps are whether the vehicle is running rich or lean. mainstream where you would be looking When the air fuel or front oxygen sensor for a specifcation of 0 amps (+ or –0.03 senses a rich fuel mixture in the exhaust, mA), you will have to either put a digital the PCM takes that information and then multimeter in series hooked up in the amps tries to do the opposite to make a fuel mix- port. This is time consuming and putting ture that is perfect (called “Lambda”) by the meter in series between the wrong sending fuel trims in the opposite direction. wires can fry the PCM. A better method is Air-fuel sensors refect a lean condition to stick an emissions analyzer in the tailwhen their voltage increases and a rich con- pipe. If the rear oxygen sensor has elevated dition when their voltage decreases. Oxygen mV (something in the 800 mV range) and sensors work the opposite way, with an Lambda is rich, you likely have an A/F increase over 450 mV refecting a rich fuel sensor stuck lean. An A/F sensor stuck rich

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Chart and information courtesy DENSO

Courtesy of DENSO

The vehicle emission control information label indicates what type of sensor(s) is present (A/FS for air/fuel sensor; and H02S or 02S for oxygen sensor).

Fuel trim control exhaust sensors The exterior appearance of air/fuel sensors and oxygen sensors may be very similar but that’s where the similarity stops. Using a light bulb analogy, the oxygen sensor sends voltage to the engine control unit and acts like an on/off switch, turning the bulb on and off. The air/ fuel sensor receives voltage from the engine control unit and acts like a dimmer switch, making the bulb brighter/dimmer. They differ in output characteristics, so although they may look alike, the two sensor types are not interchangeable.

Vehicles equipped with an air/fuel sensor have approximately 0.4 V constantly applied to the sensor which outputs a current that

varies in accordance with the oxygen concentration in the exhaust gas. The ECU converts the difference in output current into voltage, allowing a response that is directly proportional to the present air/fuel ratio in the exhaust system.

The air/fuel sensor operates at a temperature of 1,200 degrees Fahrenheit, which is twice that of an oxygen sensor. Lean mixture indicates higher voltage on the voltmeter. Rich mixture indicates lower voltage on the voltmeter.

In vehicles equipped with an oxygen sensor, the output voltage changes in accordance with the oxygen concentration in the exhaust gas. The ECU uses this

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output voltage to determine whether the present air/fuel ratio is richer or leaner than the stoichiometric air/fuel ratio (14.7:1).

Light-off temperature between 572 degrees F and 752 degrees F is needed to quickly warm up the oxygen sensor. Three- and four-wire oxygen sensors have builtin heaters.

Lean mixture indicates lower voltage on the voltmeter. Rich mixture indicates higher voltage on the voltmeter.

NOTE: For more sensor diagnostic information and your own copy of DENSO’s sensor poster, go to http:// www.densoaftermarket. com/posters/.

is much more rare, but theoretically can be approached in the same way (low rear oxygen sensor voltage and lean Lambda).

Tough P003X oxygen sensor codes. You get an oxygen sensor code, the repair is almost always an oxygen sensor, right? Well, if you have a code in the P003X (X equaling 1 through 9) range, you should expect that the vehicle has the wrong sensor or a module

even though this particular code says “oxygen sensor heater circuit,” what they are really talking about is the front A/F sensor. By looking at the wiring schematics, this particular air/fuel ratio sensor is a four wire sensor with two signals wires from the PCM which provide voltage to the sensor.

One of these wires is -3.0 (White) and the other +3.3(Orange). The third wire is a heater element circuit (Brown/Red) wire and fnally a battery voltage wire (Brown/ White). The E.F.I fuse supplies B+ to the E.F.I relay which then supplies battery voltage to the A/F sensor heater element when checking the B+ (Brown/White) wire (see Figure 4).

problem. This can be best illustrated in a case study. We received a phone call from a local shop about a 2003 Toyota Camry 2.4L four cylinder 2AZ-FE California emissions vehicle with a strange P0031 Oxygen Sensor Heater Control Circuit Low B1S1 (see Figure 2). This is how the story goes: They get a “heater circuit DTC,” probably a different code number, checked the sensor and it had an open circuit. A new sensor from the dealer was ordered and installed into the vehicle, but the light stayed on.

The resistance of the new sensor’s heater circuit appeared good, and the PCM was duty cycling the heater circuit nicely, which confrms the integrity of the wiring. The shop and all of its mechanics were stumped and decided to put a computer in it.

That’s where we come in. We were paid to reprogram the keys to the new PCM and when we did the check engine light still went on with the same code. Now, we had a diagnosis on our hands Figure 3: The new PCM still set the same DTC and turned (see Figure 3).

On this vehicle, on the Check Engine Light.

Wiring diagram courtesy of Toyota

Figure 2: 2003 Toyota Camry with a P0031.

Figure 4: Here we have the wiring diagram for the 2003 Toyota Camry’s oxygen sensor heater circuit.

Highlighting a wiring diagram often helps us understand what we are looking at easier.

It is necessary to visually inspect fuses and relays nowadays for voltage drops situations. When we began diagnosing this car, we were getting 12 V key on. We also checked the fuse and relay which all tested good, so obviously that’s why we were getting 12 V. After these checks we pulled out our scan tool to begin looking at PIDs. We noticed that the signal for the A/F sensor was a steady 3.29 V, which indicates almost a perfect air-fuel mixture as per the Toyota specifcation. Coolant temperature was 120

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control signal duty cycling between 0 to 14 V on our ATS EScope. There was no voltage drop between the two signals, as you can see in the picture, red and yellow are overlapping each other.

After we did this reading, it was no wonder why the other shop thought Figure 5: Screenshot from the Toyota Techstream. Look for any suspect PIDs. it was the PCM. Everything degrees F, STFT 0% and LTFT +2%. The fuel appeared to check out, lending plausibility trims were practically perfect, which made to the theory that the PCM had some sort of sense given the A/F sensor data. Everything internal logic error. As we have just shown, seemed normal, but our code did not indiwe had checked everything that was related cate the sensor was not working properly. to this heater circuit problem from checkInstead, we had to dig deeper into why the ing powers and grounds, scan tool PIDs and heater circuit was throwing the code (see using a labscope. Yet, all we proved is that Figure 5). we had a functioning A/F sensor.

There are only three possible causes. The Then, our patience paid off. We decided to sensor, the wiring, and the PCM. Being that keep the car running and let the labscope it had both a new PCM and sensor from do its thing. Then, all of the sudden, the the dealership, it was time to whip out the heater circuit was not pulsing between 0 labscope to check the integrity of the wiring and to see if the heater circuit was duty cycling properly.

How do we do this? We check power on the heater circuit from the PCM and at the sensor itself, and look at the difference. A voltage drop between the two can refect a wiring or connection issue, while a lack of duty cycling at the PCM or the sensor itself can help us condemn an individual component (see Figure 6).

We did this test by hooking up the labscope to the black/red heater element wire to the air/fuel ratio sensor and to the PCM E9 connector pin No. Figure 6: The A/F sensor heater circuit being scoped on the ATS EScope. The yellow waveform is at the heater 4. Then we started up the car and circuit itself and the red waveform (overlapped by the did our readings. What we found was yellow one, because there is no voltage drop on this a good PCM pulse width modulated circuit) is directly at the PCM’s heater-circuit driver.

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to 14 V! It was just reading a steady 14 V. a fat top. Who was wrong, the dealer or Then, the check engine light turned on.

Worldpac?

Can you guess why?

Our advice? Never trust the parts guy.

The car warmed up and went from open We talked to the other shop’s foreman to loop to closed loop! What the other shop tell him that he had the wrong sensor and was doing during their diagnosis is that he replied, “No way, it’s from the dealer!” they just stopped after taking their readWe told him to humor us and check to see ings. Since the car was allowed to run a if he had two Camrys in the shop in his little longer, we caught this fault. receipts. Less than 15 minutes later he Let’s take a look at the scan tool when called me just to let me know that it was the car goes off of open loop mode to closed the wrong sensor that they installed in the loop. It shows that at the fuel system No. car! They had a 2005 Toyota Camry that 1 PID is “OLFAULT.” That means the engine needed an oxygen sensor on a future date computer cannot go into closed loop, so the and apparently they grabbed the wrong PCM knows that the heater sensor off the shelf. That’s why circuit element is not being the P0031 came back when the commanded/grounded; but car was about to enter closed the PCM is smart enough to loop. compensate for that issue As you can see in the picture to maintain its fuel strategy the sensors look totally difeven though the A/F sensor ferent from the outside and is not operating as designed. surely the insides are differOLFAULT is another term for ent too, even though they are “LIMP-MODE,” but for fuel Toyota’s Denso sensors. control.

See Figure 7. The one on the Why would the PCM go into left is the correct A/F sensor Figure 7: The correct A/F and the one on the right is this mode and not closed sensor next to the wrong the wrong one. Notice how the loop? It is almost impossible application. that two PCMs would do the A/F sensor has four breather same exact thing and a little too coinciholes and the other only has two? Also, one dental that when the vehicle wants to go is thicker than the other. to closed loop that the sensor would stop One last tip. Unless you have an ohms duty cycling. So we fgured it had to be the spec, do not be too sure that what you sensor. are reading is a “good” heater circuit. The A brand new sensor?!? The heater circuit right specifcation for this 2003 Toyota element showed 2.8 ohms of resistance, so Camry I4’s A/F sensor is 1.1 ohms while the circuit itself was good. But, if you have the 2005 Camry’s sensor is 2.8 ohms (see a code in the P00 as opposed to the P01 range for the oxygen sensor, suspect that something is confusing the computer.

We went onto Worldpac speed dial to look up the part number and company of the OE sensor for a 2003 Toyota Camry with the same engine with CA emissions.

What we found was that the A/F sensor listed was different from what was on the car. Both sensors were Densos, but the OE sensor on Worldpac had four holes on the bottom and a skinnier top when compared to the one on the car. The car’s A/F sensor Figure 8: The specifcation on a 2005 Camry A/F heater circuit in ohms. had only two holes on the bottom and

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Circle 104 on Reader Service Card

Figure 9: The specifcation for a 2003 Camry A/F heater circuit in ohms.

After we installed the correct sensor we had our scan tool connected to prove a point. When the engine was in open loop the A/F sensor voltage read 3.29 V with a STFT of 0 percent and a LTFT of 6 percent (see Figure 10).

The vehicle warmed up and the PCM went into closed loop and not OLFAULT! That means the vehicle was 100 percent fxed.

We tested the sensor by going WOT. The A/F sensor signal was at 2.35 V at 3,500 RPM (the engine becomes rich because of fuel being dumped into the cylinders) and then the PCM tried correcting itself and cut off fuel sending the A/F voltage to 4.16 V before settling back to 3.29 V. Also notice how the short fuel trim was under 10% under load.

This indicates that the PCM is under fuel control in closed loop.

This same test was performed with the wrong sensor, but there wasn’t any change

Figures 8 and 9). Figure 8 is the specifcation on a 2005 Camry A/F heater circuit in ohms and Figure 9 is the specifcation for a 2003 Camry A/F heater circuit in ohms.

The lower the resistance, the higher the amperage, so this ECM has been programmed to work and command a pulse width on this heater sensor with higher amperage, but keep in mind that this reading was taken when the Figure 10. In this Techstream screenshot, the right A/F sensor allowed the system to go into closed loop. heater element was cold because that is when the heater on voltage or fuel trims because the ECM element works harder. The hotter the sensor was under OLFAULT (again see Figure 5). gets, the higher the resistance and the ECM Perhaps if we were smarter diagnosticians, detects this and adjusts the pulse width we would have realized that this was not signal in order to get the amperage lower. normal operation, but hey, we had to learn The PCM detected something different than the hard way. what it was designed to work with and set Now that we’ve been through it, you don’t the P0031. have to experience the same grief. ●

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Circle 105 on Reader Service Card

Courtesy Toyota

The majority of customers expect a smooth, quiet ride. When noise, vibration or harshness issues arise, a methodical diagnostic approach can pinpoint the root cause.

Noise/vibration/ harshness Chasing the irritant gremlins Part one of two

By Mike Mavrigian

A

host of various noise and vibration issues normally exist during the operation of any vehicle. However, when levels of these factors become noticeable to the customer, he or she may perceive any annoying noises and/or vibrations as problems. NVH (noise, vibration and harshness) is the commonly-used term used when discussing these conditions.

In some cases, any noise or harshness complaints may stem from the vehicle owner’s perception, or their expectations of how the vehicle should behave.

The NVH condition that is a concern does

not need to be the strongest vibration or the loudest noise. It could be one that has recently developed and was not previously present.

As an example, tire tread noise from a vehicle equipped with large tread block tires might be acceptable to the owner of a 4x4 who recognizes this as a natural by-product, while others may fnd this as totally unacceptable. A complaint on the same vehicle could be much more subtle, caused by a driveline problem.

Because we sense vibration and sound using different senses, we tend to discuss them separately. However, vibration and sound are essentially identical.

A sound is a vibration (pressure fuctuation) of the air. Vibrations and sounds are

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Courtesy Toyota

We experience vibration by our senses of touch and vision. We experience sounds by our sense of hearing. People can perceive the same noise and vibration differently. To some it may be annoying, to others merely unpleasant, while others may not notice it until it is pointed out, and even then some may not be able to recognize the issues.

Body shake/steering futter/shimmy Body shake, steering futter and steering shimmy complaints all involve pinpoint diagnosis of the same components. The condition of the component is what determines which of the symptoms occur. The wheels and tires offer a good starting point, especially if the NVH analyzer identifes this area as the generating force of the vibration.

Tire and wheel inspection includes checking all four tires regarding manufacturer, size and specifcations. Proper tire pressure is also an important item to confrm.

Look for damage, deformation and wear.

The technician should also rotate the tire and wheel assembly, inspecting both the

Courtesy Toyota

both expressed as waves per second called Hertz (Hz).

Vibrations that are felt are under 200 Hz. Vibrations between 20 Hz – 20,000 Hz are audible by humans. Vibrations over 20,000 Hz are ultrasonic and are not audible by humans.

Vehicles offer three major sources of potential vibration. These include the engine and engine accessories, driveline and wheels and tires. Each of these sources usually rotate at different speeds or frequencies. A component generating a

vibration can be associated with one of the source groups if the frequency of the vibration can be determined.

For example, a light truck equipped with an automatic transmission and 31 inch tires, traveling at 50 mph, in overdrive will have an engine speed of 2,050 rpm/34.1 Hz; a driveline speed of 48.5 Hz; and a wheel speed of 10 Hz.

Humans are able to detect vibration and sound within a range of frequencies. The outlined area represents that range audible by humans.

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sidewall and tread to look for obvious conditions caused by road damage, fat spots or runout. It’s also vital to inspect and feel the tread for unusual wear patterns.

Check the tire and wheel for proper bead seating along the entire bead circumference on both sides. An improperly seated bead will create a radial runout condition.

Check hub-to-wheel centering, to verify that the clearance is even and within the target value of 0.004 in. (0.1 mm) maximum.

If the clearance is out of spec, rotate the wheel (wheel clock position relative to the hub). If the clearance is still out of specifcation, check the hub for runout to determine if the condition is in the hub or the wheel.

Courtesy Toyota

than one tire out of balance. Even though the vehicle may feature tires of the same brand and size designation, tires are not always the same diameter during vehicle movement (due to variations such as infation pressure and dynamic load), and will rotate at slightly different speeds (Hz). This condition can be corrected by eliminating either one of the vibrations. If one tire is balanced, then the beating noise will be eliminated, leaving the constant vibration from the remaining out of balance tire.

Correcting the second tire will return the vehicle to its original condition and ensure customer satisfaction.

A single vibrating force may generate more than one vibration. For example, an out of Beating/phasing growl balance tire can develop multiple vibrations Beating or phasing occurs when two due to the distortion of the tire as it rotates. similar vibrations or sounds with slightly This is a characteristic of radial tires. The different frequencies exist in the same area tire is no longer round, and bumps rise on or vehicle. Over a period of time, the phase the tire, causing additional vibrations. The of the two waves will change due to the distortion of the tire is caused simply by slight difference in frequencies. At times, centrifugal force as the tire rotates. Centrifuthe two higher points overlap and create an gal force is similar to swinging a yo-yo in a even higher peak which raises the level or circle. The faster you swing it, the more the amplitude. Also, at times the two low points pull. This pulling force is what causes the overlap to make an even lower point which tire to change shape. lowers the level or amplitude.

As the tire rotates, the heavy spot on the This change in intensity or amplitude tire causes an up and down motion as it conoccurs in a repetitive manner at a contacts the road. This will induce a vibration stant vehicle speed as the phase of the into the suspension and steering system, wave changes over time. The resulting wave which will be felt by the driver. The cencreates a sound called “beating,� which trifugal force of the rotating heavy spot also is associated with a vehicle having more contributes to the up and down movement.

Growl/beat wave form.

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The vibration caused by the heavy spot is a “frst order” vibration. It occurs once every revolution of the tire. A frst order vibration can be the largest amplitude vibration of the vibrations caused by the imbalance. Due to centrifugal force and the heavy spot, the tire changes shape raising additional high spots on the tire. As these spots contact the road, they also cause an up and down motion that is induced into the suspension and steering systems.

This second vibration is caused by a second bump in the tire as a result of the change in shape. It is usually smaller in amplitude than the frst order vibration.

This is called the “second order,” or second component vibration.

Because there are two vibrations in one rotation of the tire, the second order vibration will be approximately twice the frequency of the frst order and a spike on a frequency analyzer will appear at that frequency.

The third vibration is caused by a third bump as a result of the change in shape. It is generally smaller in amplitude than the second order vibration, though there are some applications and speeds where it may be greater in amplitude than a frst order vibration. This vibration is called the “third order” or tertiary component vibration.

It will appear as a spike on a frequency analyzer at three times the frst order vibration, due to the three vibrations per revolution of the tire.

Tire RFV (radial force variation) Tire radial force variation is a key consideration when diagnosing tire-related vibrations that occur at varying speeds and conditions. All OEM wheel assemblies are phase matched to align the tire’s point of maximum RFV with the wheel’s point of minimal radial runout (high point of tire to low point of wheel).

Maximum RFV is generally indicated by a red dot on the tire which should be aligned with the white dot on the wheel (or to a dimple on a steel wheel). The red dot on the tire indicates the tire’s maximum RFV, while the white dot on the wheel indicates

the wheel rim’s minimum radial runout point (a dimple on a steel wheel indicates the wheel’s low point). When using alloy wheels, the tire’s red dot should be aligned with the valve stem, as this should be the minimum radial runout point. A third dot, yellow in color, is also featured on the tire sidewall, and indicates the lightest point of the tire (in terms of weight from a balance consideration). A tire’s yellow dot should be aligned with the wheel’s valve stem, which should be the wheel’s heavy spot.

Even if dynamic wheel balance (from a standpoint of weight) is correct, misalignment of the red and white dots will likely result in a vibration complaint. On OEM tires and wheels, always align the red tire dot and the white wheel dot (or valve hole, in the case of alloy wheels) when mounting.

If the tire features a red dot and a yellow dot, the red dot is more critical and should be aligned with the wheel’s low point (dimple or valve stem).

• Red dot on tire: Align to the wheel’s low-point dimple (steel wheel) or to the valve stem (alloy wheel); or to a white dot on the wheel if the wheel features a white dot.

• Yellow dot on tire: Align to the wheel’s valve stem.

• Both red and yellow dots on tire: The red dot takes precedence. Align the red dot to the wheel dimple or valve stem.

Radial force variation is a term that relates to a tire-sourced out-of-round/vibration that occurs, and masks itself as an imbalance vibration, only under dynamic conditions... when the wheel and tire package rolls in a loaded state. It must be noted that the term “radial” refers to forces applied at the radius of the tire, not to the type of tire construction. Radial force vibration could potentially occur with any type of tire, regardless of its construction (radial, bias ply, etc.). In other words, a radial force variation may prove to be the cause of a vibration that won’t reveal itself during a static or dynamic balance job, or by checking the mounted tire for runout in an unloaded state.

When a customer complains of a “tire

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Circle 107 on Reader Service Card

vibration,” although the root cause may simply involve a static imbalance, other factors may be at play, including a static radial runout of the wheel and/or tire, a suspension/chassis problem, or a dynamic-only runout condition, known as radial force variation of the tire.

If static imbalance is the culprit, this is easily cured by balancing the tire/wheel assembly. If runout is the cause, this can be cured by replacing the faulty wheel or tire; or possibly by match-mounting the tire/wheel package.

However, when that approach does not fx the problem, the technician must begin a diagnostic approach in order to locate the cause.

to remove the wheel studs to gain access to the hub contact area. Pre-load the plunger slightly and zero the dial. Rotate the hub slowly, watching for runout on the gauge.

If the wheel is lugcentric (where the wheel-to-hub centering relies on the location of the wheel fastener holes to the hub’s studs only), you can mount the dial indicator so that the plunger is about .040 -inch away from the outer edge of the wheel stud pattern diameter. Using a feeler gauge, check for changes in the gap between the dial indicator plunger and the outer edge of the wheel studs as you slowly rotate the hub 360 degrees.

Granted, this can be a time-consuming and nit-picky job, The best method of determining a mounted Inspect for radial tire’s radial force variation is to run the asbut this will either sembly on a balancing machine that features recognize the wheelrunout a load-force road wheel. The example shown When a “mystery” to-hub mating as the here is Hunter’s GSP9724. vibration enters the culprit, or eliminate shop, approach the problem in a systemthis variable from your diagnosis. atic manner to eliminate possible variables.

NOTE: Do not use the outer edge of the Naturally, check the tire/wheel assembly brake rotor as your measurement point for balance on your shop’s balancer. If static when trying to check hub runout. You balance is verifed, begin measuring for must take this measurement at the centerexcessive runout. First check hub runout ing area that the wheel uses, whether this in order to identify or eliminate the hub is the hub (for hubcentric wheels) or the as the possible root cause of the problem. wheel studs (for lugcentric wheels).

With the wheel/tire removed from the Checking wheel runout vehicle, check the runout of the hub. This In order to isolate wheel runout on its can be tricky because of clearance at the own, dismount the wheel from the tire wheel studs, but can be accomplished with and thoroughly clean the bead seat area. enough patience.

Mount the wheel onto a rotating fxture If the wheel is hubcentric (where the with acceptable runout (the vehicle hub wheel relies on hub centering at the wheel hub hole to the hub protrusion), you’ll want or on your shop’s balancer, as long as to check the runout of the hub itself, at the your chosen fxture is verifed for acceptable runout). Mount the dial indicator to contact area for the wheel’s center hole. If allow the plunger tip to contact the wheel’s the hub center protrudes far enough from bead seat area, perpendicular to the seat the wheel studs, mount the dial indicasurface. Don’t try measuring runout at the tor so that the plunger contacts the hub surface. In some cases, it may be necessary outer edge of the rim, as this may have no

28 | January/February 2013

Circle 108 on Reader Service Card

bearing on runout — it’s important to check for runout at the area where the tire bead seats, and where the wheel has an effect on the mounted radius shape of the tire.

Preload the plunger slightly and zero the dial gauge. Rotate the wheel a full 360-degrees while monitoring the dial indicator gauge. Again, whenever measuring runout of any rotating part, use of a roller-tipped indicator is always preferred, to avoid snags and bumps that can be encountered with a non-roller tip plunger.

If runout is beyond acceptable tolerance, the wheel may require replacement. However, once you fnd the low spot of the wheel’s runout, mark this and remount the tire, matching the high spot of the tire to the low spot on the wheel. Balance the assembly and road test. If the problem vibration was indeed a case of wheel and tire combined runout, match-mounting may solve the problem.

Understanding the severity of loaded tire runout As a general rule-of-thumb, a minimum range of between .3 to .5 ounce (7 to 14 grams) of imbalance is usually enough for the average motorist to notice an imbalance-induced vibration. If a vehicle is sensitive enough to exhibit noticeable vibration at only .3 to .5 ounces of imbalance, that same amount of vibration may be present with as little as 10 to 15 pounds of radial force variation, which (although hard to believe) can be caused by as little as .010-inch to .015-inch of loaded radial runout. Using this as an example, it’s easy to see how loaded runout can dramatically affect vibration. In other words, a little bit of “loaded” tire runout variance can make a big difference in terms of operating smoothness or harshness.

Don’t automatically blame the tires While a customer may be quick to place any vibrational problem with the tires, or your handling of those tires, we need to remember that many other variables are potentially involved, any one of which

could be the root cause of the vibration.

In addition to those mentioned earlier, consider the following as possible problem areas, none of which directly involve the tires.

• Worn or loose wheel/hub bearings.

• Loose wheel fasteners (check the torque!).

• Wheel not mated squarely to the hub face (due to debris on the mating surfaces).

• Distorted or out-of-balance CV shaft (maybe the rubber damper fell off) • Worn, loose or too-soft bushings at critical control arm locations (torque rod in the case of a single-pivot lower arm setup), control arm pivots, etc.

• Out-of-balance primary driveshaft.

• Flat-spotted tire treads (the result of previous severe brake lockup).

• Mud/dirt collected in the inboard wheel cavity.

• Broken weld joints in a unit-body chassis (it’s a stretch, I know, but if the vehicle was equipped with stiff, short sidewall tires and stiff springs/ shocks, the unit-body seams may have been fatigued. This condition may or may not help to create a vibration, and could also contribute to wander and reduction of steering response).

• A too-large tire setup (in terms of mass) that is not designed for use on the specifc vehicle.

• Hubcentric wheel mated to a lugcentric hub fange or lugcentric wheel mated to a hubcentric hub. If not centered properly, this would create an eccentric out-of-round condition.

• Severely worn dampers (shocks/struts).

These are but a few examples of conditions that may cause or contribute to a problem vibration. The morale: don’t automatically assume that the tires are at fault until you have completed a thorough diagnosis. ● See Part 2 in our March/April 2013 issue for information on types of vibrations and causes and cures for harshness issues.

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Circle 109 on Reader Service Card

Brake system tech Plus safety issues for the customer — and your shop

By Bob Weber

shops like we have in the U.S. European car owners also tend to be more fastidious Weber is president of Virginia-based Write Stuff. about maintaining their vehicles. But brake He is an award-winning freelance automotive fuid fush and fll intervals are now creepand technical writer and photographer with ing into domestic maintenance schedules. over two decades of journalism experience. He Brake fuid fushing was seldom done in is an ASE-certifed Master Automobile Technithe past. How many times have you percian, and has worked on automobiles, trucks formed the service on your own vehicles? and small engines. He is a member of the Of course, we could ask how many times Society of Automotive Engineers (SAE) and you have purged your water heater. For the numerous other automotive trade associations. most part, neither task has really been an He has worked as an auto service technician, a issue. Nevertheless, we would bet that you shop manager and a regional manager for an have replaced a water heater at least once automotive service franchise operation. due to neglect.

The same could be said for brake system hould you encourage your customers hydraulic parts. Without occasional service, to change their brake fuid? They may components could fail. Some, like wheel balk. cylinders, are cheap. Some, like ABS comAfter all, seldom is there any mention of ponents, aren’t. Any contaminants that get this as a periodic maintenance service in into the ABS modulator assembly can cause many owner’s manuals. expensive damage. Spending about $100 on European auto manufacturers are more a brake fuid fush and fll can save thouadamant about replacing brake fuid than sands on ABS repairs or at least hundreds their American counterparts. Besides, on caliper or wheel cylinder replacements.

European service is almost exclusively done Water in the brake fuid leads to corroat dealerships rather than at independent sion, but where does the water come from?

S

For a thickness check, measure rotor disc thickness approximately 1/2-inch or so from the outer edge of the disc.

32 | January/February 2013

While a traditional micrometer (with fat anvils) is certainly adequate, for best results when measuring brake rotor thickness, a dedicated rotor thickness mic features both fat and pointed anvils.

Circle 110 on Reader Service Card

After all, the hydraulic system is sealed — it is a closed circuit. The only time it is even open to the atmosphere is when the cap on the master cylinder reservoir is removed to add fuid. And you really should not have to add fuid unless there is a leak.

Since brake fuid is hygroscopic, water can also be drawn through the microscopic pores of rubber hoses and even the reservoir vent. Although there are corrosion inhibitors in the fuid, they wear out over time — up to 90% in as little as three years. The more depleted they are, the less moisture it takes to cause corrosion damage.

How often should your customers change their brake fuid? Some carmakers, particularly European manufacturers, specify fuid changes in their vehicles’ owner’s manual— usually annual inspections with fushes every two years. Fluid change frequency also depends on geographic location. Humid conditions are worse than arid ones. For the typical car owner, you may suggest changing it every two to three years.

But for safety’s sake, offer to check the fuid at least annually. Experts claim that systems absorb as much as 3% water by volume in just 18 months.

Fresh DOT 3 fuid is required to have a

Dial indicators may be mounted using either an adjustable rod and magnetic base style mount or a fexible locking “gooseneck” mount that allows mounting with locking pliers. The only downside to the fexible style is a matter of wear and damage to the locking feature of the neck. Like any precision measuring tool, care and safe storage is vital.

Circle 111 on Reader Service Card

34 | January/February 2013

Circle 112 on Reader Service Card

Circle 113 on Reader Service Card

boiling point of at least 401 degrees Fahrenheit. That level of 3% water can lower the fuid’s boiling point to 293 degrees F. So it’s easy to see that fuid older than 24 months can represent trouble waiting to happen.

Using paper test strips to test for water content, which was tried at one time, does little to indicate the fuid’s condition. A refractometer provides an accurate measure and an electronic refractometer, although not cheap, makes testing easy. Another trick is to use your DMM. Connect its negative lead to the negative battery post and probe the fuid in the master cylinder reservoir. Any reading over 0.30 volts indicates excessive water present.

As the amine corrosion inhibiters in brake fuid break down, copper migrates out of the brake lines. It is a rare sight, but green stuff in the reservoir is a sign of copper.

Copper is like the canary in a coal mine — an early warning of trouble. Testing for free copper ions is easy with test strips designed for brake systems. The various shade of

On-car brake lathes allow you to re-machine a rotor in place. This corrects any lateral runout while eliminating variables such as rotor runout and the potential runout at the hub (eliminating any potential stack-up tolerances by including the total rotating assembly).

Always refer to the rotor manufacturerÕs minimum disc thickness before attempting to re-surface to avoid wasting time.

purple represent the concentrations of copper. They also provide a good show-andtell demo when marketing a fuid fush to your customers.

The corrosion protection can decrease even without the presence of water, especially if the vehicle is driven hard, is used to pull a trailer or is driven in mountainous terrain.

When the corrosion protection gets low the fuid should be changed and fresh fuid meeting US Department of Transportation (DOT) standards must be used. Most vehicle manufacturers call for DOT 3 brake fuid which has a minimum dry (no moisture) boiling point of 401 degrees F. DOT 4 fuids have a boiling point of 446 degrees. But always use the type of fuid specifed for the vehicle.

Some European vehicles use mineral oil fuids. The advantage is that mineral oils do not attract water. But do not attempt to use them in vehicles designed for glycolbased fuids or the rubber parts of the brake system will be damaged. Mineral oil brake fuid is dyed green.

Silicone fuids were tried for a while, but any moisture that gets into the system is not absorbed by the fuid as it is in glycolbased brake fuids. Hence, the water tends to form vapor bubbles as it heats up to a relatively low 212 degrees F, or the water can freeze and cause an ice plug.

The distinct advantage of silicone fuid is that it will not damage paint like glycol fuids (this is why many collector-car owners may prefer silicone fuid, and was one reason Harley-Davidson used it, but even Harley has switched to glycol). Also, silicone brake fuid should never be used in a system that features ABS, since quick pressure modulation can cause the fuid to aerate/foam, resulting in temporary reduction of brake system pressure.

Why is the fuid’s boiling point important?

As you know, energy can neither be created nor destroyed. It can only be transferred. When you apply the car’s brakes, the kinetic energy of the car in motion is changed into heat energy by the pads and shoes against the rotors and drums. The heat then dissipates into the surrounding air. But under hard or prolonged braking, excess heat

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Circle 114 on Reader Service Card

is also absorbed into the fuid. When that happens, any water in the fuid may boil causing the brakes to fade or even fail.

Although it’s often tough to convince some auto service shops, the use of a calibrated torque wrench is the only proper way to tighten wheel fasteners. Granted, it’s more time consuming, but this eliminates the risk of uneven tightening, which could induce warpage into the rotor. Always tighten any wheel fastener group in a criss-cross manner to evenly spread the clamping load.

An option to consider when trying to correct lateral alignment issues involves the use of tapered shims. These shims are available for corrections of 0.003-inch and 0.006-inch.

Courtesy NUCAP

It is not uncommon to fnd metal-to-metal contact between the brake pads and rotors, particularly in states without a periodic motor vehicle inspection program. Most motorists have no idea what that noise is and ignore it in hopes that it will go away.

As you know, it never does.

Another source of rotor damage is uneven lug nut torque. It happens too often and too easily. Even when the owner changes a tire, he can tighten the fasteners unevenly or excessively. Some shops don’t even use a torque wrench or torque sticks when working on wheels, which is diffcult to believe in this enlightened age. Yes, we have heard the argument that torque sticks do not have the calibration of a torque wrench, but more important is being off a few foot-pounds unevenly and warping the rotor.

In their never ending quest to reduce weight (and improve fuel effciency), carmakers have whittled away at weight and that includes brake rotors. The former beefy rotor has been replaced with something looking more like a slice of deli ham. Most carmakers now discourage refnishing the rotors with each and every brake job. If you fnd no damage, leave them alone. But if the rotors are dished, suffer thickness variations

Courtesy NUCAP

Rotor issues

This overhead view provides an example of lateral alignment correction, utilizing an alignment shim. (Illustration courtesy NUCAP.)

or have lateral runout, you must restore them to perfection (or replace them).

A dished (tapered) rotor usually causes a spongy pedal, especially following lining replacement. The old linings may have actually conformed to the dished condition. Using a micrometer, measure the rotor thickness at several points from the center out to the edge and at several spots around the clock.

Thickness variation is commonly caused by hot spots in the rotor, resulting in pedal pulsations. Instead of the contact faces being fat, they resemble a lumpy bagel.

Again, use a micrometer to check that the rotor has even thickness along the entire path of pad contact.

Lateral runout is the number one cause of brake pedal pulsation. And pulsation is the number one complaint from the car owner.

Noise is number two and we will get to that later. Use a dial indicator to inspect for lateral runout.

An on-car lathe can salvage many

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Circle 115 on Reader Service Card

out-of-spec rotors, but far too often so much metal gets removed that the rotor reaches the discard limit. Then, about the only option is to install replacement rotors.

Yes, we said rotors as in plural. Don’t risk a comeback by replacing just one. After all, the price of most replacement rotors will not send your customers in search of a second mortgage. If, however, the rotor still has enough meat, but runout is excessive, another option is to install a shim between the rotor and hub. This may be an option for a new rotor that is otherwise in good shape.

Noise issues As stated earlier, noise is the second biggest complaint from car owners. Noise or brake squeal may emanate from vibrations between the pads and rotors, the pads and calipers or the calipers and the mounts.

Worn brake hardware is often the cause of vibrations, so replace the bolts, slides, bushings clips, shims, insulators and/or springs with each brake job. Remember to lube all moving parts with the proper hightemperature grease. And you may want to use a bit of chemical anti-noise compound on the back of the pads for good measure.

Improperly machined rotors are another source of problems. Be sure to give them a non-directional fnal fnish after turning them with a lathe. Make sure to clean any grease from the brakes before installing the wheels (following a wash with solvent, it’s a good idea to also wash and scrub the rotor with hot soapy water. This helps to remove any residual contaminants).

A copper-test kit is an easy way to check for copper content in the brake fuid (which indicates degrading performance of the fuid).

Burnishing basics Everybody has had at least one customer return complaining that their vehicle does not seem to brake as well as before. They are often right, especially if the rotors have been machined or replaced. Over time, some of the brake material has been transferred from the linings to the rotors. This is a good thing and improves brake feel. After a brake job, however, it may take quite some time for this transfer to happen. Meanwhile, the customer is unhappy. Unhappy, that is, unless you have fnished your job and put the icing on the cake. Your job is not done until you burnish the brakes. How? Make about 20 stops, or near stops, from around 35 mph to 40 mph, allowing a minute or two between stops to allow the brakes to cool. Do not use heavy pressure, but brake as you normally would. Proper burnishing also reduces potential noise issues. Granted, most of us don’t have that kind of time, but even 10 deceleration cycles will cut down on complaints, so fnish the job properly.

Caliper concerns On relatively new vehicles, you may simply squeeze the caliper piston(s) back into the bore before replacing the pads. If you chose to do that, open the bleeders so that any crud foating around in the calipers is expelled instead of pushed back into the brake hoses. But if the vehicle has been in service for a few years or this is not the frst brake job, you may have to rebuild the

For those who wish to perform further brake system diagnostics, a portable pyrometer (infrared temperature gun) allows you to easily monitor wheel, caliper and rotor temperatures immediately following a road test.

Higher than average brake temperatures can pinpoint a potentially dragging caliper.

42 | January/February 2013

calipers. It is not a diffcult job, but it does take a little extra time at the workbench that may well be worth it to avoid a comeback. Of course, if you discover corroded pistons or damaged bores or seal channels, don’t mess around. Simply replace with new or quality reman calipers.

Only Superman can inspect the condition of the seals and pistons inside the rotors.

That is why many techs now prefer to install loaded calipers — calipers with pads — that usually come complete with new hardware. It doesn’t take much longer to swap out the calipers than to swap out the pads. Besides, this provides an opportunity to fush and fll the hydraulic system with fresh brake fuid.

A DVM can be used as a quick check of the brake fuid’s condition. Anything over about 0.30V indicates degraded fuid that should be fushed out and renewed. (Photo by author.)

six and cadmium. Then, beginning in 2021 manufacturers cannot sell friction materials that have greater than 5% of copper by weight. In 2024, the copper content must Friction technology drop to less than 0.5% by weight. The elimiBrake friction material has come a long nation of copper is signifcant because most way since asbestos was banned by the ceramic friction formulations use copper as Environmental Protection Agency (EPA) in an abrasive element.” the late 1980s. Yet, due to legal challenges, Regulations on copper content are intended some asbestos has been legal in automotive to reduce the amount of the material that’s friction material. entering waterways and water tables.

If you aren’t sure what kind of lining the Wagner, a Federal-Mogul brand, reportedly vehicle you’re working on has, use all the has already begun to transition some of the precautions that you normally would for latest low-copper formulations into its afterasbestos dust. Never ever blow the dust market line of ThermoQuiet CeramicNXT pads. from a brake assembly using compressed air.

Also on the technical front, ACDelco has Not only is asbestos being banned, some introduced a surface coating to its brake metallic elements blended into friction pads that helps reduce the break-in period compounds are being banned. In a general and improves pre-burnish brake effecoverview of the regulations, Peter Murnen, tiveness for police cars, according to the global marketing director, undercar and company. The coating is designed for the visibility products, Federal-Mogul Corp., police duty cycle, including high-speed stated: “In Washington state, brake manudriving. The new coated pads provide coverfacturers are required by 2013 to provide age for Chevrolet Caprice, Impala and Tahoe; detailed information concerning the levels Ford Crown Victoria and Interceptor; and of materials like copper, nickel and zinc Dodge Charger police vehicles. in each of their friction formulations. The During pad break-in or “burnishing,” the state will use this information to establish ACDelco coating that was applied to the baseline levels for future friction materials. friction surface during manufacturing trans“Manufacturers selling brake products in fers quickly to the rotors. The coating may both Washington state and California will temporarily release visible airborne gasses also work with an outside testing agency, as it transfers material onto the brake rotor NSF International, beginning Jan. 1, 2013. during the burnish procedure, according to “The next major milestone... will be Jan. 1, the company.

2014, when friction materials may not exceed The new pads would be available only established levels of certain compounds, such to professional installers who service feet as lead, asbestos fbers... as well as chromium vehicles. ●

43 | January/February 2013

Maximizing your smoke machine Smoke ’em if you got ’em

A

smoke machine can be used in virtually any low-pressure vehicle system for the purpose of locating leaks, including EVAP, intake/induction system, oil, EGR, engine vacuum, exhaust, coolant (radiator, water pump, hoses, etc.), HVAC, a variety of gasketed areas, engine blocks, worn throttle shafts, diaphragms, intercooler, turbocharger, idle motors and solenoids, under-dash leaks and even vehicle body wind/water leaks.

Basic leak testing

for inspecting EVAP systems, from a safety standpoint, since a spark or heat source could potentially ignite fuel vapors when mixed with air. Small CO2 cartridges are available (with preset regulator) for easy connection to the smoke machine’s supply.

Smoke machine units also are available with a built-in air compressor, eliminating the need for an external supply connection.

1. Perform tests with the engine off.

2. The vent valve is normally open with the engine off in OBD II EVAP systems. Use a scan tool to close the EVAP system for leak tests.

3. Connect the smoke machine’s power cables (red clip to battery positive and black clip to a good ground, as far away from the battery as possible).

4. Connect the charge source (if using shop air, adjust pressure according to the machine’s instructions).

5. Verify that the vehicle’s fuel level is

1. Locate the system port (system to be tested).

2. Install the appropriate port adapter from the smoke machine’s kit.

3. Attach the adapter to the vapor supply hose.

4. Activate the smoke machine (turn on).

5. Close any system vents.

6. Continue to fll the system until the fow meter (or indicator) shows that the system is full.

7. Visually inspect for smoke leakage (if needed, use the kit’s LED lamp to check for leaking vapor; or the kit’s UV lamp to check for dye if used).

EVAP test: Most smoke machines are designed to be used either with the shop’s compressed air supply or with an inert gas (C02 or nitrogen). Many automakers recommend the use of an Today’s smoke machines are incredibly compact, easy to use inert (non-combustible) gas and offer a wide variety of system tests.

44 | January/February 2013

Courtesy OTC

Compiled by Mike Mavrigian

Circle 116 on Reader Service Card

avoid the smoke from being blown around, which can make locating a leak diffcult.

• Remove the fuel cap. This allows the system to be flled with smoke. Fill the system with smoke. After a solid stream of smoke exits the fuel tank neck, reinstall the fuel cap. Now the solenoid will cycle on and off as pressure increases.

• In order to check for intermittent leaks, wiggle EVAP system components (hoses and connections) while watching the fow meter. If an intermittent leak is found while wiggling, the fow meter rises.

Body wind/water leaks: Set the vehicle’s climate control to “fresh air” (not “recirculate”) and adjust the blower to full speed.

This creates positive cabin pressure.

Connect the smoke machine’s hose to a diffuser. From outside of the vehicle, direct EVAP test tips: the smoke vapor along seal areas (door • NOTE: In order to pressurize the system gaps, windshield trim/gaskets, window faster, press the smoke button and allow seals, etc.), with the hose placed about the smoke to fll the system until you hear two to three inches away from the inspecthe solenoid cycling, then press LEAK to tion path. If you note a disturbance in the perform the test. smoke (smoke blowing back at you), this • Perform testing indoors where the ambi- indicates the location of a cabin leak. ent air is stable (avoid wind or fans), to Smoke machines that feature a fow meter aids in determining if a leak exists (and the extent of the leak). If the fow meter indicates fow after the system is flled, this indicates the presence of a leak (the higher the ball is in the fow meter, the larger the leak).

If no fow is shown on the meter, this indicates that no leak is present.

Vacuum leaks: After choosing the appropriatesize cap plug from the smoke machine kit, frst fll the system with smoke before you seal the system with the cap plug. If you’re checking for intake vacuum, try to seal the intake as close to the air inlet as possible (especially important if the engine is equipped Shop air is adequate for the majority of tests, while inert gas (nitrogen, CO2) is recommended for many EVAP system tests. with mass airfow sensors below the base of the fuel tank neck.

6. Locate the EVAP service port (green cap).

Remove the Schrader valve from the EVAP service port (this features a left-hand thread, so turn clockwise to remove).

7. Connect the machine’s service port adapter to the EVAP service port and connect the smoke machine hose.

8. Since a common cause of EVAP DTCs is a faulty or improperly installed fuel cap, don’t disturb the cap at this point. If the frst test fails, then make sure that the cap is installed properly and re-test.

This will rule out the cap if the problem lies elsewhere. Activate the leak test and observe the fow gauge. Allow a few minutes for the gauge to settle.

46 | January/February 2013

and other ducting). Consider sealing the engine’s air flter by removing the flter, wrapping it in plastic and reinstalling the flter into its housing; or stretch a latex glove around the air passage and secure it with a large rubber band. Also, plug the exhaust tip (using the kit’s exhaust cone and plug the cone’s hose). An additional tip: Manually rotate the crankshaft so that intake and exhaust valves on the same cylinder are not open.

Select an accessible engine vacuum line and insert the smoke machine’s tapered nozzle (using the brake power booster supply hose is often a good choice to introduce smoke into the intake manifold, but if you choose the booster hose, make sure that you don’t place the booster’s check valve in between the smoke and the manifold).

Charge the system with smoke for about one minute and inspect for smoke leaks (or use a UV light to check for smoke dye).

EGR leaks: Leaks at the EGR valve may be detected during a vacuum leak test. If you observe smoke exiting from the valve’s seat, gasket or diaphragm, disconnect the EGR’s vacuum hose/line and push smoke directly into the EGR valve. This will help to determine if the valve seat or diaphragm is leaking. If you suspect that the EGR ports are clogged (common problem), you can remove the EGR valve (exposing the ports) and introduce smoke through the exhaust pipe (no or little smoke indicates plugged ports).

In order to test the EGR pintle shaft,

Smoke traces are easily spotted in accessible areas where visibility isn’t hindered.

When initially testing an EVAP system, don’t disturb the fuel cap at frst, since an improperly installed or faulty cap may be the cause of the problem. After the initial smoke check, then remove the cap and re-test. This will isolate the cap as pass/fail.

the engine must be off, and don’t cap off any part of the engine. Introduce smoke through a direct manifold vacuum source (the power booster hose for example). Turn on the smoke machine tester and observe the EGR. If a noticeable amount of smoke exits the valve, cap off the intake and plug the exhaust pipe tip. Introduce smoke. A small amount of smoke indicates an acceptable EGR valve.

Brake booster leaks: Disconnect the booster’s vacuum supply hose and introduce smoke directly into the booster (eliminate the check valve for this test). Check for smoke exiting the booster canister (crimped areas, etc.), and check underdash for smoke exiting through the rear of the booster (don’t depress the brake pedal during this test).

Engine oil seal/gasket leaks: Remove the engine’s oil dipstick. Connect a

For hard-to-reach or compact/busy areas, an inspection light (LED or UV) can aid in detecting the exact location of a leak.

47 | January/February 2013

the position on the climate control where you suspect the leak to occur). Use a light to help determine the location of the leak.

Pre-testing replacement components: It shouldn’t happen, but it does... sometimes we run into a replacement component that’s faulty, only to make the discovery after installation. A smoke machine can be used to test certain components prior to installation. In order to test components such as radiators, oil coolers or water pumps, simply plug one end and (using the correct adapter) pump smoke into the opposite end.

Smoke machine applications Funny, but in a strange way, probably the most overlooked application is that of a general leak test. Using hand vacuum/pressure pumps, it is possible to check component level integrity, but it is diffcult or even sometimes impossible to generate enough All application photos courtesy John Heist, Global Leak Detection

snug-ftting section of hose over the dipstick tube and insert the smoke machine’s hose nozzle into the hose. Plug the PCV, air breather and air intake. Temporarily remove the oil fll cap. Pump smoke into the crankcase until you see smoke exiting from the oil fll port, and reinstall the oil fll cap.

Continue introducing smoke through the dipstick tube. Inspect the engine for leaks, looking for smoke, dripping or bubbling oil. To fnd a coolant leak using a smoke machine it’s best to frst drain the coolant from the system, then pump smoke into the radiator.

Turbocharger/intercooler leaks: With the engine off, connect the smoke machine to the engine’s intake system, introducing smoke into the “cold” side of the turbocharger. Once charged with smoke, inspect the cold side of the turbo, the intercooler, ductwork, and the wastegate for leaks.

Next, pump smoke into the exhaust pipe tip (using the cone adapter) and check for smoke exiting the “hot” side of the system (exhaust piping, exhaust manifold and the hot side of the turbo).

Exhaust leaks: With the vehicle raised on a lift and with the engine off, wait until the exhaust system is cold (due to thermal expansion, leaks will be easier to fnd on a cold system). Seal off the air intake, and adjust crankshaft position to avoid having intake and exhaust valves open on the same cylinder. Introduce smoke into the tailpipe tip (using the kit’s cone adapter). If you’re dealing with a dual exhaust, use a cone (and T-hose) for each pipe tip. Inspect for smoke exiting at any leak/poor exhaust sealing areas.

Underdash vacuum leaks: Connect the smoke machine’s supply nozzle to a main vacuum circuit that feeds through the frewall. Activate the leak test to introduce air into the system while observing the machine’s fow gauge. If the fow gauge shows zero, the system has no leaks (at this point). Continue to introduce air into the system while testing each climate control setting while observing the fow meter. If the gauge rises, a leak exists. If you suspect a leak, introduce smoke into the system (at

Example of easily visible signs of leakage.

Close-up of smoke leaking from cover.

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Circle 117 on Reader Service Card

volume to provide reliable test results on larger pieces or complete systems where a large volume of air is to be displaced.

Testing the entire system is made possible with the use of a smoke machine because of the measurable volume of smoke and/ or test gas (air, nitrogen, or other inert gas) fowing from the machine. Quite often, leaks are exposed that were not even suspected because they were not associated with any particular driveability symptom or customer complaint at that time. Get in the habit of using your smoke machine for problem diagnosis and general testing.

• Example Ñ Crankcase Here is an example where a slight oil leak can be seen on an OHC four cylinder engine.

At frst glance, it appears that the valve cover gasket is leaking. Introducing smoke through the dipstick tube into the crankcase revealed something that wasn’t expected.

Smoke was escaping from the timing belt cover which indicated that something else was leaking; likely the crankshaft and/or camshaft seal. It turns out that this vehicle was nearing the mileage interval for the timing belt to be replaced, so the leaky seals were easily confrmed and repaired when the timing belt job was performed. The seals, valve cover gasket, and timing belt replacement was the proper repair to be performed, and was easily caught with a quick smoke test of the crankcase.

It is easy to see how fnding this unexpected leak led to the discussion of a much larger job. One thing led to another and it turned out the timing belt was also due for replacement. Many shops today have in place inspection programs using quick, systematic procedures (such as this example with a smoke machine) to provide better service to their customers. And at the same time, keeping their schedule (and bays) full with productive repair business.

• Example Ñ Induction system Introducing smoke through the air intake is a quick way to fnd un-metered air leaks throughout the induction system. One way is to use the tapered cone adapter that comes with your machine to connect into the system by simply opening the intake

Notice the escaping smoke. Look close and you’ll see that someone is using a zip tie rather than the OE clamp.

air system and inserting the cone. Notice the escaping smoke in the picture above?

Look close and you may see that someone is using a zip tie (the black tab is sticking straight up) rather than the proper clamp to secure that end of the hose.

• Example Ñ Exhaust system Exhaust systems need to be inspected, as well. Test with the system cool so heat expansion is not a factor in the case of a small leak, and the catalytic converter will not impact the quality or quantity of your smoke.

Catalytic converter leak on back side.

Flex coupler leak exposed by UV dye.

50 | January/February 2013

As you can see by the fex tube leak, there are smoke machines that have UV dye solution contained in the smoke. This allows the dye to be carried airborne and deposited at Tapered cone in tailpipe. the exact point of leakage. It is revealed by using a UV light and is very handy when you can see the smoke, but the leak is hidden until further disassembly allows it to be revealed. Just hit it with the UV light and look for the dye!

These are but a few examples of general purpose leak detection; there are many other applications that will likely cross your path.

Let your imagination be your guide and use this technology whenever you need to verify a system or component is sealed. ● For more information, including a detailed look at fow meters and compound pressure gauges, see www.autoserviceprofessional.com.

Smoke machine sources Bosch — SMT 300 www.boschdiagnostics.com Motorvac — Cool Smoke www.motorvac.com OTC — LeakTamer www.otctools.com Redline — Smoke Pro www.redlinedetection.com Smoke Wizard www.smokewizard.com Star Envirotech www.starenvirotech.com/smoke.html Vacutec — Leakfnder Series www.vacutec.com

51 | January/February 2013

Circle 118 on Reader Service Card

Smart power This isn’t your grandfather’s extension cord

By Mike Mavrigian

A

C power is obviously an indispensable feature for any shop, to power an array of electric components. For on-demand power (for operation of various electric hand tools), all of us are accustomed to using extension cords and springretractable extension cord units.

Loose extension cords plug into wall sockets and live a tough life, being dragged around the shop, getting walked on, getting flthy from shop foors, being tangled into a frustrating puzzle when not handled or stored carefully, etc. Spring-retractable power cord units (mounted to a wall or a ceiling) are sometimes fnicky during pull-out, position locking and retraction. Also, it’s common for spring-assist units to sometimes The ceiling mount model features a heavy-duty swivelwildly whip the cord during fast ing mount and a steel ceiling mounting base. retraction, with the possibility of the power cord head smacking into the convenient location. The ceiling mount, as operator or a nearby vehicle. We’ve come the term implies, mounts to the shop ceiling. to accept these shortcomings as a natural OPERATION aspect of a shop environment.

Now for the really cool features. The ball Sometimes, technology works in our favor. housing pivots in all planes, aligning with An example is the new RoboReel power cord system. While the features may at frst the direction of the extended cord. The cord’s power head (where you plug in your seem like overkill to some, the benefts tool) features a center-located button that quickly become appreciated to even the allows you to turn the power on/off and to most stubborn of us. retract the cord. Simply press the button, The 50-foot 12-gauge power cord is and the power shuts off (indicated by the stored inside a free-pivoting ball housing LED lights turning off). Press the button that features an electric motor. Two veronce more, and the electric motor retracts sions are available, including a portable the cord back into the ball housing. unit and a ceiling-mount unit. The portable When the cord retracts to a pre-proversion features a built-in carry handle and grammed point (yes, you can actually resting frame. It can be bench-mounted or wall-mounted with the appropriate optional program this unit), the cord slows down until it reaches its stopping point. This brackets, or carried around the shop to any

52 | January/February 2013

slow-down feature eliminates the possibility of cord whipping. The design totally eliminates cord tangling and twisting. It’s like having a personal robot that takes care of cord retraction and storing. No more messy tangles.

By the way, power to the receptacle remains off until you begin to pull the cord out of its housing. When the cord is pulled out to a length of 18 inches, the power activates the receptacle, ready to accept whatever tool or device that you plan to plug in and use (no need to perform a separate step to turn the power head on). LED lights on the receptacle provide indication of available power.

The RoboReel is easily adjusted to slow down at a desired length. Referring to the ceiling mount unit as an example, simply extract the cord to your desired length (free-hanging height), and attach the ball stopper to the cord. This determines where the receptacle head will be positioned relative to the shop foor when the cable is parked, locating it for easy access.

Each model features a cord retraction button on top of the dome housing, in addition to the control button in the receptacle.

The ceiling mount model of the RoboReel pivots 360-degrees via a sturdy ball pivot.

53 | January/February 2013

Circle 119 on Reader Service Card

During delicate work, there’s no concern for the cord to accidentally retract. When you’re done, simply turn off the receptacle power and allow the cord to smoothly retract and disappear back into the housing.

fghting the unit when pulling the cord out or during cord retraction. Very cool.

Each model (portable and ceiling) features a male terminal that must plug into available 120 V power. In addition to the cord retraction button on the receptacle head, the ball housing also features a dome retraction The ceiling mount’s cord is ftted with an button on the top of the ball housing (this adjustable ball-stopper. At our shop, we adallows cord retraction control at either the justed ours with the receptacle about 7 feet receptacle end or at the ball itself). above the foor — low enough to grab but high enough to be out of the way.

While some may view these features as unnecessarily frivolous, once you start Next, pull down the receptacle head until using the RoboReel, you quickly begin to it touches the foor (or your chosen point appreciate the convenience. After playing where you want the cord retraction speed with our test units, I became a fan after to slow down). Press and hold the button only the frst few minutes. on the receptacle head until the LED light Aside from the convenience (no more blinks twice, and release the button. The arguing with my spring-loaded cord unit), slow-down point is now programmed. one of the most notable features is the total During retraction the cord retrieval elimination of having to deal with tangled or will now slow down once it reaches this twisted cords. If you want to keep your shop programmed point. The tidy and uncluttered, this is portable model needs the way to go. no ball stopper, as it’s After repeated operadesigned to stop retrieval tion (pulling the cord out once the receptacle head to any location in my shop meets the ball housing. and hitting the retrieve The ceiling mount model button), the cord quietly features a pro-level sturdy and smoothly crawls away mounting bracket that from me, slows down and attaches to a solid locaparks itself with no unexEach RoboReel model’s receptacle features three LED lights tion in the ceiling. The pected stops, tangles or unit’s pivoting bracket head to indicate power status. It’s whipping. I can now say simple: If the lights are on, you features a ball socket. This have power. If the lights are off, goodbye to my temperaallows the unit to pivot in you know that there’s no power mental spring-loaded cord any direction, so you’re not at the receptacle. unit and do away with my

54 | January/February 2013

Circle 120 on Reader Service Card

In order to retract the cord, press the center button once to turn off power, then press it again for automatic retrieval.

collection of twisted, dirty and ungainly extension cords that once hung on my shop wall like an assortment of outdated Christmas tree decorations.

THERMAL PROTECTION To protect against cable overheating, the power cord system (the power input end that plugs into a nearby 120 V power source receptacle) is equipped with a thermal protection feature that turns off power to the unit until the power cord system returns to a safe operational temperature.

Two high/low audible beeps indicate when the power cord system has reached its maximum safe temperature (176 degrees Fahrenheit). The beeps will continue until the power cord system has cooled. The power entry cable is also equipped with a 15A circuit breaker.

These well-built RoboReel units are

Circle 121 on Reader Service Card

The portable unit can be carried to any location indoors or outdoors. The 50-foot cable provides adequate reach. When you’re done, simply hit the button (shut off), then hit the button again for retraction. No more trying to loop unwieldy and twisted cables.

made-in-the U.S. and are designed to survive the shop environment. â—?

MANUFACTURER INFO Great Stuff Inc. 15504 Storm Dr. Austin, TX 78734-9901 888-GR8-STUFF (888-478-7883) www.roboreel.com

56 | January/February 2013

Mitsubishi

WORKING ON THE CHAIN GANG

Mitsubishi reports that certain instructions were missing from the repair manuals regarding timing chain inspection for the 2010 Lancer, Lancer Sportback and Lancer Evolution. Affected service manuals include 2010 Lancer, page 11C-17, Lancer Sportback, page 11A-18 and Lancer Evolution, page 11A-17.

TIMING CHAIN ELONGATION VISUAL CHECK NOTE: When the timing chain elongates more than the specifed length, the DTC P0012 (variable valve timing advancedangle value abnormal) is set. Unless the code P0012 is set, the visual check is unnecessary.

THE MISSING INFORMATION: After the DTCs P0016 (crankshaft/camshaft intake position sensor phase problem) and P0017 (crankshaft/camshaft exhaust position sensor phase problem) are repaired, it is necessary to delete the learning value of the timing chain elongation. At that time, perform the visual check.

NOTE: Unless the work using scan tool MB991958 is correctly carried out due to the malfunction of the ECM, carry out the check whether or not the DTC exists. • Storing the learning value regarding the amount of timing chain elongation before ECM replacement. • Writing the learning value into the new ECM after ECM replacement.

Note locations of the timing marks and the chain elongation indicator.

elongation indicator at the reverse side of the timing chain case.

Chrysler

CHROME CLAD WHEEL BALANCING

Chrome clad wheels used by many OEMs have presented problems. Chrysler notes that the use of proper wheel adapters are required (on your balancing machine) when mounting chrome clad wheels to the balancer.

1. Remove the ignition coils.

This affects all Chrysler vehicles equipped 2. Remove the cylinder head cover. with chrome clad wheels, ranging from 20023. Remove the upper chain guide. CAUTION: 2012, including Pacifca, Ram truck, Durango, Always rotate the crankshaft clockwise.

4. Rotating the crankshaft clockwise, align the Aspen, Journey, Wrangler, Avenger, Nitro, timing mark of the camshaft sprocket with the Liberty, Challenger, Cherokee, Chrysler 300, point on the upper plane of the cylinder head. Magnum, Compass, Patriot, Dakota, Caliber, PT Cruiser, Town & Country, Grand Cherokee As a result of this, the No. 1 cylinder is posiand Commander. tioned at the compression TDC. Models equipped with chrome clad wheels 5. Look at the inside of the timing chain require specifc piloting on balance equipcase with one eye in the direction of the arrow. Fix the eye line at the point where the ment to properly center the wheel to prevent damage to the chrome clad surface. The top axis line of the chain elongation indichrome cladding is not removable or replacecator at the front side of the timing chain able and has cladding tabs that extend into case is overlapped with that of the chain

58 | January/February 2013

the wheel bore. Traditional high-taper cones will come into contact with the cladding tabs rather than properly seat on the hub bore chamfer. Many modern aluminum wheel designs cannot be mounted with traditional cones. Direct-Fit collets should be used to properly mount clad wheels to balance equipment. The required adapter kit is available as P/N 1-20-2382-1.

A special adapter kit is required to mount chrome clad wheels to your balancer. 1.

Direct-Fit dual taper cone; 2. Seated in wheel hub (properly piloted); 3. No obstruction to cone; 4. Obstruction keeping cone from piloting; 5. Not seated properly in wheel hub; 6.

Traditional high taper cone.

Nissan

CLICKING NISSAN

A clicking noise has been reported coming from the rear axles during take-off/acceleration on 2004-2011 Nissan Armada vehicles built before Aug. 14, 2010.

Remove and clean both rear axle hubs.

Apply a minimum of 1.0g of Molykote M77 grease (P/N 44003-7S000CM) to the axle hub bearing surfaces, in an even coating, where the bearing surface contacts the rear axle.

Re-install the rear axle hubs, using new bolts and using a new torque specifcation of 152 ft.-lbs. to 160 ft.-lbs. for the rear axle nuts. Test drive to confrm the incident is resolved. â—?

Bolt (rear hub)

P/N 43083-7S010 (qt. 8)

Bolt (rear inner axle fange)

P/N 38102-80X00 (qt.12)

Molykote M77 grease

P/N 44003-7S — CM

Mercedes

MERCEDES DELIVERANCE

This TSB affects all Mercedes-Benz models 204 and 207, with regard to a design change for the headlamp mounting banjo bolts.

The latch for the banjo bolt for the headlamp mount is no longer needed. Therefore, the new part is now screwed onto the lamp frame using a thermoplastic nut.

At left: Changed banjo bolt (delivery condition). At right: Modifed banjo bolt for the 207.

The new banjo bolt is available as P/N A 001 997 01 01 (subs to A 000 997 78 01).

59 | January/February 2013

Circle 122 on Reader Service Card

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

Advertiser

Page

Quik-Link

ADVICS North America Inc.

39

www.aspquiklink.com/11114

Aftermarket Auto Parts Alliance Inc.

55

www.aspquiklink.com/11120

Airtex Products, LP

45

www.aspquiklink.com/11116

Arnott Inc.

51

www.aspquiklink.com/11118

Blackburn’s Hubcap & Wheel Solutions

21

www.aspquiklink.com/11105

CARQUEST Auto Parts

OBC

www.aspquiklink.com/11124

DENSO Sales California Inc.

15

Drew Technologies

49

www.aspquiklink.com/11117

Federated Auto Parts

9

www.aspquiklink.com/11103

IMC Parts

6-7

www.aspquiklink.com/11102

Induction Innovations Inc.

56

www.aspquiklink.com/11121

Interstate Battery System of America Inc.

29

www.aspquiklink.com/11108

MAHLE Clevite Inc.

27

www.aspquiklink.com/11107

Monroe Brakes

33

www.aspquiklink.com/11110

Nucap Industries Inc.

34

www.aspquiklink.com/11111

O’Reilly Auto Parts

19

www.aspquiklink.com/11104

Philips Automotive Lighting

53

www.aspquiklink.com/11119

RTI Technologies

IFC-3

www.aspquiklink.com/11101

Schley Products Inc.

59

www.aspquiklink.com/11122

SK Professional Tools

31

www.aspquiklink.com/11109

SKF USA Inc.

IBC

www.aspquiklink.com/11123

STAR EnviroTech Inc.

5

TechSmart by SMP

35

www.aspquiklink.com/11112

Toyota Motor Sales U.S.A. Inc.

36-37

www.aspquiklink.com/11113

VDO TPMS Replacement Parts

41

www.aspquiklink.com/11115

Walker Emissions Control

23

www.aspquiklink.com/11106

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Cooling system service center

SMP TechSmart video series

Clore Automotive’s Model No. AF3250 is a multi-function cooling system service center from VIPER. The easyto-operate AF3250 offers drain-and-fill, power fush and back flush functions, plus adds diagnostic testing operations to assist with cooling system troubleshooting. It also performs multiple functions: drains, fushes, back fushes, or flls to provide comprehensive cooling system service.

To help explain the features and benefts of using TechSmart enhanced engine control parts, Standard Motor Products Inc. (SMP) has created a new video series called Te c h S m a r t Te c h Sessions. The online technical videos are available for viewing on the TechSmart YouTube channel located at www.youtube.com/TechSmartParts, as well as on Facebook, www.facebook.com/TechSmartParts, by clicking on the video channel button.

Circle 150 on Reader Service Card www.aspquiklink.com/11150

Circle 153 on Reader Service Card www.aspquiklink.com/11153

Jeep performance exhaust systems Scorcher Tuner for Ford V8-6.7L

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

Tenneco Inc. has launched several new DynoMax performance exhaust high-performance exhaust systems for popular late-model Jeep models, including Wrangler, Wrangler Unlimited and Grand Cherokee. The new systems provide both performance benefts and aggressive sound to the popular Jeep models. Each DynoMax performance exhaust system is built to include the most ideal muffer for the application, says Tenneco.

Hybrid block combines GM, Chevy

Circle 154 on Reader Service Card www.aspquiklink.com/11154

The Scorcher Tuner for Ford Super Duty V86.7L (td) from aFe Power utilizes a fully integrated tuning system that is matched to aFe Power performance intakes, exhaust and throttle body spacers. This small hand-held unit contains multiple tunes per application that can be changed to match the driving condition (performance, mileage, towing, etc.).

World Products has revised its Motown LS “hybrid” block to provide engine builders the opportunity to combine high-flowing, efficient cylinder head and intake systems for GM “Gen III” LS-series applications with the bottom-end and lower component costs of the “Gen I” small block Chevy. The block features a raised cam location and 55 mm bearings to accommodate a wide range of racing and street profles.

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

Virtual diagnostic assistant from Wells Wells Vehicle Electronics, a brand of UCI-FRAM Group, offers the “Virtual Tech” diagnostic assistant 24/7 at www.wellsVE.com. Virtual Tech utilizes short videos and a series of “decision tree” prompts to guide the user through each step in diagnosing a wide range of driveability challenges. The Virtual Tech assistant can be launched by selecting either of two broadly defned conditions: “The engine does not start” or “The engine does not run smoothly.”

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

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Coolant/auto body leak detection dye

the vehicle’s ECU while being reprogrammed.

Tracer Products has introduced TP-3900 Dye-Lite Coolant/Auto Body Dye for technicians who service trucks, trailers and auto bodies. TP-3900 fuorescent dye quickly fnds leaks in radiators, hoses, water pumps and fttings, notes Tracer. Just add 1 oz. of the dye to a cooling system and allow it to circulate.

Wherever the coolant leaks out, so does the dye, which remains at the site of every leak.

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

ThermoQuiet brake pads

Circle 158 on Reader Service Card www.aspquiklink.com/11158

Concentrated Rislone Engine Treatment Concentrate Rislone Engine Treatment Concentrate (P/N 4102) from Bar’s Products is formulated to penetrate areas where sludge and varnish are likely to form.

One 16.9 fuid ounce bottle is enough to treat a four- to six-quart oil system.

The product is compatible with all four-, six- and eight-cylinder gasoline or diesel engines. The concentrated product is effective at removing sludge in valve seats, bearing surfaces, piston rings and ring grooves.

Circle 159 on Reader Service Card www.aspquiklink.com/11159

ThermoQuiet CeramicNXT brake CP7769 3/4-inch pads, manufactured impact wrench

by Federal-Mogul Chicago Pneumatic Tool Corp., are now availCo. says its new CP7769 able for several adseries air impact wrench is ditional late-model the most powerful in its class applications. New applications include: 2012 Nisand the only 3/4-inch impact san Versa; 2012 Hyundai Accent; 2012 Hyundai wrench to offer the side-to-side Veloster; 2013 Ford Explorer H/D; 2013 Mazda single-hand forward/reverse switchCX-5; and 2012 Toyota Yaris SE. The pads’ ing for improved effciency and opexclusive Integrally Molded Insulator (IMI) diserator comfort. The CP7769 series sipates heat and vibration for quiet braking. is designed for a wide variety of maintenance applications, including heavy vehicle mechanical Circle 157 on Reader Service Card repair and maintenance repair operations. www.aspquiklink.com/11157

Circle 160 on Reader Service Card www.aspquiklink.com/11160

Dominator SAE 60 premium synthetic racing oil

Bosch Flasher Pro Bundle

AMSOIL Inc. has expanded its Dominator line with the addition of SAE 60 Synthetic Racing Oil to its series of premium racing oils. Dominator SAE 60 Synthetic Racing Oil’s durable formulation is designed to provide maximum horsepower without sacrifcing engine protection. Dominator SAE 60 Synthetic Racing Oil provides outstanding protection in temperature extremes, notes AMSOIL.

To satisfy the growing demand for electronic control unit (ECU) reprogramming, Robert Bosch LLC has developed the Flasher Pro Bundle, which offers shops three levels of comprehensive reprogramming capability. These reprogramming packages, in a good/better/best series, cover different end user needs while addressing key Circle 161 on Reader Service Card reprogramming aspects, including protecting www.aspquiklink.com/11161

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Lateral runout correction plates

and delivers extended performance life and durability, the company notes.

Nucap Industries Inc. says its Brake Align runout correction plates provide the simplest, least-costly and most effective solution to correcting excessive lateral runout.

Brake Align corrects for lateral runout generated by the stacked tolerances between the hub assembly and brake rotor fange. Brake Align measures lateral runout with a dial indicator and runout can be corrected in less than fve minutes per wheel. With two taper sizes available, Brake Align allows for runout up to .009-inch over specifcation to be corrected without the need for a costly wheel hub bearing replacement or the use of an on-the-car brake lathe.

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

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

Circle 164 on Reader Service Card www.aspquiklink.com/11164

Increased transfer case motor coverage CARDONE Industries Inc. wants repair techs to get trucks and SUVs ready for mud and snow with A1 CARDONE Reman Transfer Case Motors. CARDONE replaces internal sensors with 100% new OE-quality sensors for superior performance and long product life. In addition, TCMs are vibration and temperature tested to ensure trouble-free operation throughout the coldest of winters.

New ACDelco-licensed Christie CT3 battery power ratchet wrench tester The new ACDelco-licensed 12V 1/4-inch ratchet wrench complements the ACDelco-licensed 3/8-inch power wrench. The new power ratchet wrench (P/N ARW1202) includes two 12V Lithium-ion batteries, one quick charger and a carrying case.

ACDelco-licensed 1/4-inch power ratchet wrench features include: 1/4-inch square drive; 30 ft.lbs. of tightening torque; spindle lock; aluminum gearbox housing; variable-speed switch; anti-switch grip; and 0-160 rpm. The wrench is lightweight and weighs only 2.35 lbs. and comes in a durable carrying case.

Fine wire Double Platinum spark plugs have extended life Robert Bosch LLC has introduced the new original equipment design fne wire Double Platinum spark plug. The new spark plug complements its OE fne wire Iridium plug and the OE fne wire Platinum plug, rounding out the Bosch OE fne wire family of spark plugs, the company says. As with Bosch’s other OE fne wire plugs, the Bosch Double Platinum spark plug line is based on the latest original equipment materials and manufacturing technology,

Clore Automotive has released the Model CT3 Continuous Duty Battery Load Tester from Christie. The CT3 uses a 250-amp fxed load to simulate actual vehicle cranking loads for accurate, reliable battery testing in a wide variety of shop and feet maintenance environments. The CT3 enables assessment of six- and 12-volt battery state of charge, battery capacity and charging system output.

Circle 165 on Reader Service Card www.aspquiklink.com/11165

Performance Intakes for C6 Corvettes CORSA Performance Exhausts introduces CORSA Performance Intakes with the company’s exclusive Power Channel technology that effciently directs airfow from the flter to the throttle body. Streamlined airfow helps eliminate calibration concerns and helps increase throttle response.

The new CORSA Performance Intakes for C6 Corvettes are constructed from hand-formed, aerospace-grade carbon fber for maximum strength and minimum weight.

Circle 166 on Reader Service Card www.aspquiklink.com/11166

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update kits for all OTC Genisys and Pegisys diagnostic scan tools. Genisys features two kit selections with one powerful kit for the Pegisys line of professional scan tools. Genisys kit No. 3421-141 provides a System 5.0 memory card, 2012 USA domestic/Asian software and 2011 European software.

Ford Mustang GT500 exhaust

Circle 169 on Reader Service Card www.aspquiklink.com/11169

The 2013 Ford Mustang GT500 exhaust system features CORSA Performance’s exclusive Refective Sound Cancellation (RSC) technology. RSC gives GT500 owners the aggressive sound they desire under acceleration, while maintaining a drone-free experience during cruise, the company notes. CORSA offers the Mustang GT500 dual rear exit exhaust system with Twin Pro New MOOG steering, suspension parts Series 4-inch tips in either polished (P/N 14323) Federal-Mogul Corp.’s MOOG steering and susor custom diamond black fnish (P/N 14323BLK). pension line has been expanded again, with 46 new replacement control arms, inner and Circle 167 on Reader Service Card outer tie rod ends, ball joints and other comwww.aspquiklink.com/11167 ponents for late-model foreign and domestic applications. With this latest monthly expansion, Battery search app Federal-Mogul has added nearly 750 parts to the for mobile devices MOOG product line in 2012. Included among the EnerSys Energy Products s new parts are premium upper control arms with Inc., manufacturer of the e MOOG ball joints for several popular Audi and ODYSSEY battery, hass Volkswagen passenger vehicles, model years introduced the ODYS-2004 through 2011.

SEY Battery Search App..

The free download is forr Circle 170 on Reader Service Card Android and Apple mo-www.aspquiklink.com/11170 bile devices and enabless quick identifcation of the correct ODYSSEY battery model for many different vehicles, and also helps to locate the nearest dealer or to make a purchase from the ODYSSEY Battery online store.

Circle 168 on Reader Service Card www.aspquiklink.com/11168

Classic Snap-on Ball Peen Hammers

OTC Genisys, Pegisys bundled software updates

Snap-on Tools says its HBBD Ball Peen Hammer Series Set is the most comfortable, balanced and toughest ball peen hammer set Snap-on has ever made. These classic hammers offer service technicians improved performance and productivity. Snap-on ball peen hammers offer a variety of features and are available in a range of sizes.

OTC, a Bosch Automotive Service Solutions Circle 171 on Reader Service Card brand, offers comprehensive bundled software www.aspquiklink.com/11171

66 | January/February 2013

Set cleans and repairs most types of electrical connectors found on cars, trucks, and industrial equipment in North America.

Circle 174 on Reader Service Card www.aspquiklink.com/11174

Expanded water pump line

Premium Wagner headlamps

FMI Automotive has expanded its line of premium performance water pumps by adding new part numbers to cover a wide range of domestic and import vehicle applications. New coverage added to the FMI premium performance water pump line includes: 2002-2009 Dodge Ram 2500/3500 L6, 5.9L; 1993-2008 Cummins Diesel IBS 5.9L/6.7L; 2004-2011 Volkswagen Jetta L4 2; 2009-2011 Ford Escape V6 3; 2005-2011 Audi A4 Quattro L4 2; and 1998-2007 Chevy Daewoo Isuzu l4, 2.0L.

Federal-Mogul Corp. has issued a comprehensive new master catalog for Wagner replacement lighting components that covers a broad range of automotive, commercial vehicle, motorcycle, snowmobile and other applications, model years 1996-2012.

The catalog features the brand’s complete offering of replacement interior interior, exte exterior and forward lighting products, including an expanded range of premium headlamps, fog lamps and sealed beams.

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

Long-arm suspension for Jeep Tenneco Inc.’s Rancho brand of performance suspension systems and shocks has released a new long-arm suspension system (P/N RS66105B with black arms/ springs; P/N RS66105 with red arms/springs) for 20072013 Jeep Wrangler JK vehicles. To deliver the ultimate steering envelope, added articulation plus increased ground clearance needed during demanding off-road riding, the Rancho 4-inchlong-arm suspension system includes a front adjustable track bar.

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

HD Fleet Electrical Terminal Set Innovative Products of America Inc. (IPA) offers the HD Fleet Technician’s Electrical Terminal Maintenance Set (P/N 8048). The assortment of tools is designed for cleaning all vehicle electrical connections found in commercial heavy-duty feets. IPA says the HD Fleet Technician’s Electrical Terminal Maintenance

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

Utility Tire Bead Expander Ken-Tool Corp. says its new T131 Utility Tire Pneumatic Bead Expander (P/N 31431) is a timesaver for tire service or tractor shop technicians who have difficulty getting 10- to 22-inch diameter utility tires to seat on the rim. The company says the T131 solves the problem with tubeless tires, which are often shipped from overseas tightly compressed and banded together in stacks of a dozen or more.

Circle 176 on Reader Service Card www.aspquiklink.com/11176

Class 1 Division 2 LED light Larson Electronics has announced the addition of the HAL-7W-LED for small area hazardous location lighting.

While more hazardous location fxtures are typically large, the seven watt HAL-7W-LED’s compact design enables designers and operators to fit this light into panel and instrument enclosures where larger hazardous lights won’t ft, notes Larson.

Circle 177 on Reader Service Card www.aspquiklink.com/11177

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European coverage count total to nine makes. In addition to the new J a g u a r, coverage includes Audi, BMW, Land Rover, Supercharger conversion front cover Mercedes-Benz, Mini, Smart Car, Volkswagen Lingenfelter Performance Engineering (LPE) and Volvo. offers a new supercharger conversion front Circle 180 on Reader Service Card cover that allows for the installation of an LS9 www.aspquiklink.com/11180 TVS2300 supercharger on TVS1900-equipped LSA engines without having to change acces- LED Driving Lamps sory drives or throttle locations. The Lingenfelter PIAA Corp. says its new LSA to LS9 Supercharger Conversion Front 570 Series LED Driving Cover (P/N L250406509) features a high-fow, Lamps are designed to low-pressure drop design to increase power and provide intense lightairfow capacity. ing by casting 75,000 candela of brilliant Circle 178 on Reader Service Card cobalt-blue (6000 Kelwww.aspquiklink.com/11178 vin) illumination. The Back Probe kits lamps cast light in a Lisle Corp. offers precise long-range 11- and 17-piece driving pattern, with a Back Probe kits that 30 degree spread. The provide technicians PIAA 570 LED Driving with assortments of Lamps are SAE/DOT compliant and suitable back probe pins with for use on all types of vehicles, including cars, standard banana plug trucks and SUVs. connections. Kits in- Circle 181 on Reader Service Card clude an assortment www.aspquiklink.com/11181 of straight, 45-degree and 90-degree Purolator synthetic back probe pins with motor oil flters standard 4 mm female Purolator says its Synthetbanana plug connecic oil flter is made speciftors. Also featured are cally for synthetic motor angled probes for accessing hard-to-reach conoils and utilizes a 100% nectors. Lisle says there is no need to disconnect synthetic media that is the terminal and connector. custom-engineered. Purolator Synthetic combines Circle 179 on Reader Service Card fully synthetic media with a specially designed www.aspquiklink.com/11179 media support system, as well as other compoSnap-on Diagnostics adds 2000-2011 nents with technological innovations designed for longevity. Purolator Synthetic’s 100% synthetic Jaguar coverage to software With the recent introduction of Software Bundle media with pleat support technology contains 12.4, Snap-on Diagnostics has added new 2000- wire backing that is engineered for today’s high2011 Jaguar coverage for engine, transmission, tech engines. anti-lock brake (ABS) and airbag to its optional Circle 182 on Reader Service Card European coverage. This brings the optional www.aspquiklink.com/11182

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Welding Creeper designed for safety

Ranger RB24T wheel balancer Balance small car and big truck wheels on the Ranger RB24T. Ranger Products, a division of BendPak Inc., says the heavy-duty wheel RB24T wheel balancer is designed to handle truck, bus and OTR tires up to 50 inches in diameter and 20 inches wide. The Ranger RB24T is capable and fully equipped to accommodate automobiles and light truck wheels as well.

Snap-on Inc. says its new Welding Creeper (P/N JCW60WLD) is designed for safety as well as comfort for any environment that does welding and cutting. Features and benefts include: Westex Indura fabric that offers resistance to fash fre, molten metal, and welding exposures; a fabric and foam pad that meets California Technical Bulletin 117, Section E, and UFAC Class 1 for fammability; and fre-retardant, heavy-duty 5/8-inch-thick plywood and high density foam padding for comfort.

Circle 185 on Reader Service Card www.aspquiklink.com/11185

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

Performance exhausts for Challengers Tenneco Inc.’s DynoMax performance exhaust brand now offers two new drone-free performance exhaust systems for Dodge Challenger R/T and SRT-8 cars. The new DynoMax systems cover the 2009-2012 Dodge Challenger R/T 5.7L Hemi V8 model (P/N 38490) and the 2008-2012 Dodge Challenger SRT8 6.1L and 6.4L Hemi V8 models (P/N 38484). The DynoMax R/T system posted a gain of 10 hp and 23 ft.-lbs. of torque and the DynoMax SRT-8 system posted a gain of 23 hp and 23 ft.-lbs. of torque in recent dyno testing over the stock systems.

Circle 184 on Reader Service Card www.aspquiklink.com/11184

R&R bushings, bearings, ball joints SP Tools says its bushing tools, 11000A Hydraulic System and 11100 Manual System are a revolutionary way to repair and replace suspension bushings, wheel bearings and ball joints. The 11000A saves technicians’ time because they don’t have to remove components and go to an old style press. The system allows quick R&R of bushings, wheel bearings and ball joints on the vehicle.

Circle 186 on Reader Service Card www.aspquiklink.com/11186

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Torsion key systems for trucks

wing spoiler. The spoiler slices through wind speeds in excess of 135 mph caused by cross winds, buffeting truck winds and general traffc turbulence. Features include: VorTec aerofoil; HighGlide treated rubber element; robust superstructure for durable all-weather performance; and SWIFT Easy Connection Technology. The wiper blade is available in lengths from 14 to 28 inches.

Tenneco Inc.’s Rancho brand of performance suspension and shock absorbers has recently added Rancho torsion key systems for Chevrolet/ GMC Silverado/Sierra 1500, 2500HD and 3500HD trucks to its product line. Designed to level the truck’s Circle 189 on Reader Service Card stance, Rancho torsion key systems are a fast www.aspquiklink.com/11189 and easy way to add 1 to 2-1/4 inches of lift over stock.

Hannay Reels N500 Series high

Circle 187 on Reader Service Card www.aspquiklink.com/11187

pressure spring rewind reel

Bosch wheel balancer with light ring

Circle 190 on Reader Service Card

The Hannay Reels N500 Series high pressure spring rewind reel is designed for effcient hose handling in applications such as hydraulics, air, water and chassis grease. A compact frame and narrow base also allows easy installation in almost any location, notes Hannay. The model features a heavy-duty spring motor with self-contained rewind power, four-way roller assembly and a declutching arbor to prevent damage from reverse winding.

A non-sparking ratchet assembly locks the reel at the desired length of hose payout. An easy pull on the hose unlocks the reel for the spring motor to retract it.

The Robert Bosch LLC WBE 4430 high per- www.aspquiklink.com/11190 formance wheel balancer’s wheel illumination feature is an integral part of the unit’s design. Spotline laser spotting guide In addition to the LED light ring that illuminates Rotary Lift’s Spotline laser vehicle spotting the work area, the WBE 4430 has automatic guide for Shockwave-equipped lifts enables one-touch data entry, high performance low techs to quickly taper mounting adaptors and a simple-to-use and efficiently picture-based software interface. In addition the move vehicles balancer has a laser light indicator for weight in and out of the placement accuracy and a self-locking weight bay. The Spotline application arm. laser is installed on the top of the Circle 188 on Reader Service Card lift or elsewhere www.aspquiklink.com/11188 above the work area. It projects a green laser line directly in the center of the bay. The technician simply centers the line on the vehicle hood and dash while pulling in for perfect positioning every time, the High-speed performance beam blades company notes.

TRICO Products says its Force wiper is a robustly Circle 191 on Reader Service Card engineered beam blade with a patented swept- www.aspquiklink.com/11191

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Circle 123 on Reader Service Card

Circle 124 on Reader Service Card