Auto Service Professional - August 2021

AUGUST 2021 • VOL. 11, NO. 4

THE TECHNICIAN’S RESOURCE

KICK IT INTO GEAR CONSIDER SERVICING EURO LUXURY VEHICLES

CHALLENGES OF ABS 6

ANATOMY OF WAVEFORM

SMART CHARGING

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Auto Service Professional > The Technician’s Resource

For Owners

For Managers

CONTENTS

For Technicians

August 2021 Vol. 11, No. 04

Departments 04

STRAIGHT TALK Be a hero, not a zero with your customers

08

TECH TIPS From pistons to engine mounts

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TECHNICAL SERVICE BULLETINS From Mazda to Audi to Ford

57

PRODUCTS New and innovative equipment

58

AD INDEX Your connection to free information

22

Technical 12

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SERVICING EURO LUXURY VEHICLES Perhaps it's time to step up and consider this market niche

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THE ANATOMY OF WAVEFORM Diagnostic value of scope-checking the ignition system

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SMART CHARGING What makes today's charging systems "smart"?

TOP: UNSPLASH

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46

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ABS DIAGNOSTIC TIPS Today's anti-lock braking systems can present challenges

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S T R A I G H T TA L K

More switches, more glitches Be a hero, not a zero, with your customers increasingly adorned with an ever-growing number of electrical switches that perform accessory tasks involving such systems as power locks, power windows, window lock-outs, power door mirrors, “eco” mode engine/trans operation, sound system control, cruise control, power seat controls, seat heater control, autonomous parking controls, 2WD to 4WD mode switches, etc.

The list goes on.

The reality is that many owners are derelict in maintaining their vehicle’s cleanliness. All too often, switches may be contaminated by the results of spilled soft drinks or coffee, French fry or burger debris, spilled sugar, salt or pepper granules, errant mascara particles, and more.

This is especially applicable to controls that are located in center consoles where contaminants are more likely to enter switch crevices.

When you hear complaints of various systems being erratic or un-operative, take a look at the switch locations for signs of such contamination.

If the interior is, for lack of a better term, “messy,” you may simply be faced with stuck switches. Rather than ridicule the owner for their carelessness and lackadaisical care, pull the suspect switches, clean or replace as needed, and impress the customer with your quick diagnosis and repair of an issue that they may

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have initially suspected as complex and expensive.

An easy way to make you a hero in their eyes.

EHICLES TODAY ARE

OLDER VEHICLES MEAN MORE BUSINESS

As you probably already know, vehicle owners are hanging onto their rides longer these days.”

As you probably already know, vehicle owners are hanging onto their rides longer these days.

According to a recent report, average vehicle age has hit the 12-year mark, and demand and sales of used vehicles is on the rise.

In addition, there seems to be a steady increase in the number of households that are adding a second or third used vehicle to their personal fleet.

This should come as no big surprise, considering the ever-rising and often seemingly ridiculous prices of new vehicles.

Naturally, with more older and high-mileage vehicles on the road, this means increased service and repair opportunities for your shop.

Enjoy the ride while it lasts.

M I K E M AV R I G I A N EDITOR

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BAT TERY & ELECTRICAL SYSTEM ANALYZERS

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OnlIne

THE TECHNICIAN’S RESOURCE

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CONTRIBUTORS Jeff Taylor, Diagnostics & Driveability Specialist Bill Fulton, ASE Master Tech Edwin Hazzard, Mobile Tech Specialist

ADVISORY BOARD Chris Chesney, CARQUEST

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

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ADVERTORIAL

Reduction – reduce pressure; Holding – lock applied pressure; and Increase – driver generated pressure When excessive wheel slip is detected on a wheel or axle, the EBCM will reduce pressure to that wheel or axle to prevent further slip. Once the desired slip is achieved, it will then hold the applied pressure. If the slip speed decreases too much, then it will increase the pressure to the wheel or axle using the stored pressure in the accumulator. As long as the brakes are applied, the EBCM will continue this cycle until the vehicle comes to a stop.

Anti-Lock Braking (ABS) System Operation A closer look at this important safety system ABS SYSTEM OVERVIEW In order to maintain vehicle control, the Anti-lock Braking System (ABS) is concerned with monitoring and controlling wheel slip. The major components to every ABS system are: wheel speed sensors, brake switch, brake master cylinder, EBCM, and hydraulic assembly containing the pump motor, accumulator, valves, and solenoids. To accomplish this, the EBCM uses three modes on each hydraulic channel:

THE HEART OF THE ABS – WHEEL SPEED SENSORS There are two categories of wheel speed sensors; passive and active. VR or variable reluctance sensors are a magnet within a coil of wire. Signals are generated by rotating a metal reluctor past the sensor. Active wheel speed sensors are magneto-resistive that produce a digital signal, and the amplitude change is typically about half a volt.

Wheel speed sensors and ABS status can be monitored on the scan tool. This is a great starting point for any ABS issue after codes have been checked.

Regardless of sensor type, if a wheel speed sensor is suspected to be bad it is important to also test the wiring to check proper operation. One method is to disconnect the sensor and module, applying power at one end and a test light at the other end – this will load test the wiring. This method is one that any tech can perform.

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AUGUST 2021 | ASP

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TECH TIPS

airflow sensors

ENGINE ASSEMBLY LUBE TIP

SMOKE THE HONDA

Whenever you’re ready to install pistons (new or original) with new piston rings, give some thought to the oil you use for the cylinder walls. New rings need to “seat” properly in order to obtain a critical seal, especially if the cylinders have been freshly honed. Using a lubricant that is too slippery can prevent or delay the rings from sealing, resulting in spark plug fouling and/or crankcase blow-by.

Avoid using a full synthetic engine oil when coating pistons, rings and cylinder walls during piston/ring assembly. Regardless of what type of oil you plan to run in the engine, using a full synthetic oil to prelube the cylinders and rings can potentially create issues. A better choice would be 30W or multigrade petroleum oil.

If you encounter a 3.5L engine in a 2015 Honda Crosstour that runs “rough,” you’ll probably first inspect the obvious (the air intake system and fuel system). If you find no faults, try hooking up your smoke machine. You may find a leak at the intake plenum gasket, likely caused by a degraded gasket.

TOP: Different lubes have different properties. While engine oil or engine assembly lube is good for a wide variety of applications, avoid using a full synthetic lube for fresh piston rings and fresh cylinder walls, as these can be too slippery to promote proper ring sealing during initial start-up/break-in.

BOTTOM: New main or rod bearings can be coated with 30W engine oil or better yet, a lubricant that provides long cling time and superior lubricity such as Royal Purple Max Tuff engine assembly lube or Akerly & Childs Xtreme assembly lube or equivalent.

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From lubes to mass

DIRTY MAF If a customer’s engine runs rough, and after checking with a scanner you find DTC P0171 (system too lean Bank 1), and you monitor live data and find the mass airflow sensor (MAF) signal parameter erratic, inspect the air intake system. If you at first find no faults, back-probe the MAF and monitor sensor signal with a lab scope. If the sensor signal is erratic, with a key on/engine off, use a multi-meter to check for presence of voltage and ground.

If both are present, you’ve narrowed it down. Remove the MAF and closely inspect it. You may find debris in the sensing element. Clean the MAF and reinstall. The concern will likely go away.

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TECH TIP S

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Look closely and you’ll see a small pinhole in this block where a water jacket is open to the lifter valley.

This would be a good candidate for sealing with a product such as Loctite Liquid Steel. The surface is first cleaned with muriatic acid, rinsed and then the sealant applied.

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CRACK OR PINHOLE CAUSING A LEAK? If you are faced with a leak (oil or water) that you find is caused by a pinhole or small crack in a casting, depending on the location and severity of the problem, you may be able to save the engine by using a high performance epoxy such as Devcon or Loctite Liquid Steel (available from suppliers such as Grainger, MSC Industrial Direct, etc.). First, clean the damaged area with muriatic acid and then flush clean. After the area is dry, mix the epoxy and apply to the crack or pinhole. This heavy duty epoxy cures to a very hard and even machine-able surface. Allow to fully cure. In the case of a coolant leak, add Silver Seal block sealer in the coolant mix. This is a popular fix for many vintage engines where replacement blocks are hard to find.

ANOTHER ROUGH ENGINE

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If you have a “rough running” engine and find no faults during diagnosis, check the engine mounts. A visual inspection might not be enough. Check the engine mounts for play using a prybar. You might find excessive play due to a damaged engine mount.

ASP | AUGUST 2021

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A B S D I A G N O S T I C T IP S

ABS Diagnostic Tips Today’s anti-lock braking systems can present challenges

O

NE OF THE WORST FEELINGS IN

the world is when you’re driving your vehicle and you experience a malfunction in the braking system, whether it’s a warning light on your dash or a braking application that just doesn’t feel right. Modern technology has added multiple systems to the old conventional hydraulic brake system. How they are integrated, what they do and how do we prevent a system failure will be the topic at hand.

Back in 1978, the initial form of the anti-lock brake system that we know today was introduced on a W116 Mercedes-Benz S-Class. It became the first ‘fourwheel multi-channel anti-lock system’ that would soon revolutionize the automotive industry. ABS works by

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releasing and then reapplying or ‘pumping’ the brakes to a wheel or wheels in heavy braking situations. When a lockup is detected, the ABS pump motor applies the brakes, hundreds of times per second. This stops the wheel or wheels from skidding and helps keep the driver in control of the vehicle. The anti-lock braking system helps you steer in emergencies by restoring traction to your tires. This helps prevent wheels from locking up – possibly allowing the driver to steer to safety.

Stopping a vehicle in a hurry on a slippery road can be very challenging. Anti-lock braking systems take a lot of the challenge out of this sometimes nerve-wracking event. In fact, on slippery surfaces, even professional drivers can’t stop as quickly without ABS as an average driver can with ABS.

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A B S D I A G N O S T I C T IP S

Figure 1: Example of an AC-Delco wheel speed sensor that generates an AC voltage.

(Courtesy of Southeast Mobile Tech)

The theory behind anti-lock brakes is simple. A skidding wheel (where the tire contact patch is sliding relative to the road) has less traction than a non-skidding wheel. There are four main components to an ABS system: speed sensors (Figure 1), a pump, valves and an electronic control module.

Let’s look at it more closely. The speed sensors in the system are the reporting components that let the electronic control module know what each wheel is doing.

The anti-lock braking system needs some way of knowing when a wheel is about to lock up. The speed sensors, which are located at each wheel, or in some cases, in the rear differential, provide this information. The valves, which are located in the hydraulic unit, normally have three positions. In position one, the valve is open; pressure from the master cylinder is passed right through to the brake. In position two, the valve blocks the line, isolating that brake from the master cylinder. This prevents the pressure from rising further should the driver push the brake pedal harder. In position three, the valve releases some of the pressure from the brake. The pump is used to release pressure from the brakes, but there has to be some way to regain that pressure. That is what the pump does.

When a valve reduces the pressure in a line, the pump is there to get the pressure back up. The EBCM (electronic brake control module) is the component that makes the decisions based on the braking event and applies the necessary action. This is just the basic ABS system. Fast forward to modern times wherein more systems have been added to work with the ABS systems.

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Figure 2: 2019 Chevy Traverse.

Today’s vehicles all feature ABS, with systems becoming increasingly complex.

(Courtesy of Chevrolet)

Here is an example of a 2019 Chevrolet Traverse (Figure 2). This vehicle has several brake system enhancements that work with the ABS. This vehicle is equipped with a TRW EBC460 brake system. The electronic brake control module and the brake pressure modulator are serviced separately. The brake pressure modulator uses a four-circuit configuration to control hydraulic pressure to each wheel independently. Depending on options, the following vehicle performance enhancement systems are provided: Traction Control, Stability Control, Dynamic Rear Proportioning, Hill Descent Control System, Hill Hold Start, Assist Cornering Brake Control, Hydraulic Brake Assist, Optimized Hydraulic Braking, System Intelligent Brake Assist, Trailer Brake Control System and Trailer Sway Control system. As you can see with this system, network diagnostics (Figure 3) could play a big part in diagnosing an ABS fault.

When working on an ABS with a customer concern, sometimes you can come across a strange symptom that could throw off your diagnostic thought process completely. Understanding the system and all the players involved will go a long way in performing a complete and accurate diagnosis. My friend, Bob Powell from Perron’s Automotive in East Longmeadow, Mass., came across a unique problem on a 2012 Chevrolet Traverse LTZ, which was a few years older than my example vehicle.

This vehicle has a 3.6L V6 and shares a lot of the same onboard systems as the newer Traverse. This vehicle was also equipped with the Hill Start Assist system or Hill Hold Start as it’s referred to on the newer model. The hill start assist allows the driver to launch the vehicle without a roll back while the driver is moving their foot from the brake pedal to the accelerator pedal. The EBCM calculates the brake pressure, which is needed to hold the vehicle on an incline and locks that pressure for a certain time by commanding the appropriate solenoid valves ON and OFF when the brake pedal is released. Hill start assist is activated when the EBCM determines that the driver wishes to move the vehicle up-hill, either backwards or forwards. Bob’s ap-

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Take control of ADAS Keep ADAS work in-house with Hunter ADASLink™ and DAS 3000.

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AUGUST 2021 | ASP

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A B S D I A G N O S T I C T IP S

proach to the diagnosis of this vehicle was a learning experience and really makes you think about how the system operates. This vehicle has the Hill Start Assist system and the customer had an interesting complaint.

If they stopped on a hill and then tried to go, the vehicle would get locked up. The engine would rev, but the vehicle didn’t want to move. They said the only way they could get it unlocked was to remove and replace the powertrain fuse. The first thing that was needed was a confirmation of the customer complaint. The vehicle seemed to operate normally when stopping and starting until you stopped on a hill. If the brake was held and released, after 1-2 seconds the system would release normally, but when the brake pedal was released and he applied on the gas before the Hill Start had a chance to release, then suddenly the brakes would be locked and they wouldn’t release. While on the hill he could give it lots of throttle and it didn’t want to move. He even shifted to reverse and it still didn’t want to move. When it got stuck, it was STUCK! So one thing he quickly realized is that for all intents and purposes, the system

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Figure 3: Example of an ABS network communications schematic (2019 Chevy Traverse).

Notice the different control modules in the diagram. All of these modules interact with the anti-lock system.

There could be faults logged into other systems that are possible contributors to an ABS fault.

(Courtesy of Mitchell 1)

is really just a software program. There are no standalone “Hill Holder” components. It is a programming function that uses the existing components of the ABS/ Traction system.

Bob thought there must be some type of programming error but a thorough search did not turn up any software updates for this system. Service info says it uses the ABS solenoids to trap line pressure in the system. While watching the scan data he did not see any abnormal solenoid activity that relates to system operation. Bob went as far as hooking up a tech2, which is the GM factory scan tool, but the system functioned normally but he did not see any solenoid activation. When this thing was stuck, all four wheels were locked so he knew it had to be something common to all the wheels.

The brake modulator seemed unlikely since all wheels were locked, but the Brake Pressure Sensor is integrated into the brake modulator, so it’s possible. He tried doing a YAW sensor relearn with no change in symptoms.

Bob scrutinized and analyzed all the data inputs in the system and finally saw something that didn’t look right.

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A B S D I A G N O S T I C T IP S

During normal operation when releasing the brake, the Brake Pressure Sensor PID would drop to zero volts.

When the fault was happening he noticed the pressure PID showed a small voltage. Not much (.14v) but it was the only thing that looked out of place (Figure 4).

Stepping back, he had to analyze what the heck could be causing residual brake pressure. What he found was that the master cylinder piston was sometimes sticking in the bore and would not release completely. The residual pressure was causing the Hill Start system to stay engaged. It likely was waiting for the brake to be released but because there was still some brake pressure in the system, it was waiting for the brake pedal to be released. It waited and waited and waited. ... At first he couldn’t make sense of why it only stuck on a hill but then realized, it was sticking at other times too but only slightly. Since the hill start is not activated on level ground there was not enough residual pressure to notice in normal driving. It was also puzzling why it would only stick when he got off the brake and onto the gas before the hill holder released.

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Figure 4: A screenshot of a brake pressure switch in a 2012 Chevy Traverse that had a hill start issue. Notice with the brake pedal released, it showed 0.14 volts. It should be zero volts.

The voltage shown in the released position means that there was still brake pressure applied.

(Courtesy of Bob Powell)

That one is still a mystery. He suspected it had something to do with a combination of changing booster vacuum and torque etc. that exacerbated the sticking master cylinder piston. So the bottom line is that the master cylinder was the cause of the fault. With the master out and held in a vice, he stroked the piston and it was obvious that it was sticking in the bore. Also the seal on the cap was a little swollen so it was suspected to have some contamination in the system. He replaced the master and bled the whole system and the problem was gone.

Bob’s diagnostic thought process along with a keen eye on his scan data and having a thorough understanding of the system and components that came into play allowed him to catch this mystery problem. Sometimes you have to do a lot of thinking in and out of the box to be able to nail down a tough diagnostic problem.

The various components of an ABS are prone to contamination through many outside sources. Water is one of the worst types of contamination in a brake system.

Make sure that you store and secure your brake fluid.

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Open caps can destroy a new bottle of brake fluid in no time. If your system is contaminated you must flush the whole system. Once contamination gets in the master cylinder, the hydraulic unit, and any other brake component especially components with the internal seals, problems will arise. Some of these components can be very expensive. Not to mention a contaminated system will hinder the operation of the brake system as it’s designed. Other issues of the ABS can be on the electric side. The EBCM or electronic brake control module plays a big role in ABS operation. The wiring has to be routed correctly. The cables going to the sensors have to be routed correctly and they need to be in the proper place so nothing interferes with any moving compo-

Figure 5: Here is a dropout of the right rear wheel speed sensor on a 2004 Nissan Maxima. Notice that the signal of the sensor was not as smooth as the other sensor.

This signal, along with a DTC of that wheel speed sensor, shows us why that code was set. (Courtesy of Southeast Mobile Tech)

nents. Also suspension parts and wheel/brake parts can come in contact with the sensors. If that happens then problems will arise. Make sure that all connectors are properly sealed and free from dirt and moisture. Check to make sure that the weather seal is on the connector so moisture and corrosion won’t intrude. Corrosion is an electronic component’s worst nightmare. When performing diagnostics on an ABS be sure to scan all the systems in the vehicle....just like you would when you are performing a pre-scan for a customer. Just scanning an ABS alone could lead you down the wrong diagnostic path. Just like the vehicles we’ve mentioned, there are other systems that contribute to the ABS. If you don’t scan all the systems you quite possibly can miss someAUGUST 2021 | ASP

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A B S D I A G N O S T I C T IP S

thing. Last but not least, don’t forget to check the vehicle’s electrical system. ABS problems will surface if the voltages aren’t correct. A quick electrical test of the battery, the charging system and the starting system will go a long ways in preventing premature ABS failures. When you perform a road test on a vehicle with the ABS, one of the things that’s necessary is to hook up your scan tool and graph the wheel speed sensors (Figures 5 and 6). Look for any abnormal readings such as dropouts, incorrect vehicle speed and erratic sensor readings. My recommendation is either bring along a passenger to watch the scan tool while you drive or set your scan tool up to record a movie. When you’re at a safe spot, then review your recorded movie. In today’s

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Figure 6: Drop-out of a right rear wheel speed sensor on a 2011 Ford Escape. This is similar to the Nissan example but just another example of what to look for when analyzing your scan tool graphing data.

(Courtesy of Southeast Mobile Tech)

traffic congested roads it’s probably not best to drive and watch your scan tool at the same time.

When performing ABS diagnostics, it’s important that you have received the correct information from the customer about the complaint. Having the correct tools and information system for the vehicle that you’re working on will make all the difference in the world.

Working on any vehicle braking systems is a critical matter of safety. You want your customers to be safe as well as protecting your shop’s liability. Stopping a five to six thousand pound vehicle is mission critical.

There’s a lot of liability that needs to be thought of.

Correctly performing the job and everything that it entails will put your customer’s mind at ease.

ASP | AUGUST 2021

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S E R V I C IN G E U R O L U X U R Y V E H I C L E S

Servicing Euro Luxury Vehicles Perhaps it’s time to step up and consider this market niche

European high-end vehicles are often referred to as “supercars” or “exotics,” but don’t let that nomenclature strike fear into your heart. As long as you have the training and the proper tools, you can service these vehicles, especially considering often complex systems and the beyond-ceiling price of these rides, training and following service manual instructions is critical.

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various shops that, while they routinely service domestic and Asian vehicles, they tend to shy away from many European brands, claiming that “they’re just too difficult to work on and the tools needed are too specialized.” One remark I’ve heard more than once is “we don’t mess with those Garman cars...they’re a pain in the butt.”

We decided to reach out to two firms that specialize in Euro cars (both in terms of entry level OE-level service, high performance and ultra-performance models).

ECS Tuning, based in Wadsworth, Ohio sells both direct replacement and performance upgrade parts as well as specialty tools and equipment targeted at Euro cars, and the renowned Euro car technician and Porsche specialist Dave Warner, owner of Exotic Motorwerks.

EXOTIC MOTORWERKS Exotic Motorwerks is located in a very affluent area between Phoenix and Scottsdale, Arizona, locally known as “the Beverly Hills of Phoenix”. The region features a substantial population of Porsche, Audi and Mercedes,

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Adding Euro brand logos to the shop exterior makes customers aware that you are able to service various marques and provides visual confidence to potential customers.

as well as VW owners. Dan, assisted by long-time German vehicle technician Andy Piech and service writer Brian Dame service all German brands, with Dan specializing in Porsche. One of his “specialties within a specialty” involves the relatively unique Porsche 928.

Dan has become so well renowned for his expertise on that model that even Porsche dealers from as far away as Las Vegas and California often refer their 928 customers to him.

“My love for Porsches was such that, while our shop does offer VW service as part of the overall mix, I decided to concentrate my personal efforts on models within the Porsche marque, while co-worker Andy tends to handle the remaining brands.” Dan noted that while his shop services all German brands, Porsche service accounts for approximately 95% of the shop’s workload.

“Don’t be apprehensive about adding Euro cars to your workload,” notes Dan. “With the proper training and a few specialty tools, it’s not as daunting as you might think. Training is key. Once you become familiar with the service techniques required, the initial fear factor diminishes.”

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S E R V I C IN G E U R O L U X U R Y V E H I C L E S

Adding Euro car services, and/or specializing in certain brands requires a commitment to technical training. Dan Warner of Exotic Motorwerks has established a glowing reputation as a Porsche specialist, and his shop handles all European brands, as well.

While the majority of his Porsche customers tend to be male, he is seeing a rise in female owners, especially with regard to Boxster and Cayenne owners. As a result, the shop is trying to make an effort to become more “female friendly.” This was part of the decision to move into the current location, which features a more spacious and un-cluttered environment, with a spic & span attractive waiting room. By the way, the shop’s website can be viewed at www.exoticmotorwerks.com.

PITFALLS TO AVOID WHEN WORKING ON LUXURY CARS Following are tips provided courtesy of Exotic Motorwerks’ Dan Warner.

Today’s Euro luxury cars are becoming more

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complex each year and this can make them more difficult to work on than most other mainstream cars.

A lot of the difficulty stems from the many exotic and often fragile materials that are commonly used including delicate body materials, computerized stepper motors, ceramic brake rotors, specialized interiors and delicate undercarriages. One small mis-step can cause thousands of dollars in damages and ruin your relationship with that client, to it’s important that the technician takes extra care when working on these cars. Here are a few of the areas I suggest all technicians pay special attention to when working on these cars that I have found valuable in my 30 years of working with exotics.

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S E R V I C IN G E U R O L U X U R Y V E H I C L E S

• Be aware of ground clearance. Sports cars such as Lamborghini, Ferrari, McClaren and Porsche can all have extremely low ground clearances. The undercarriage of these vehicles can also have a lot of soft areas that you need to be aware of when jacking the vehicle or placing the vehicle on a lift, such as oil, A/C, brake and fuel lines that are often routed along the rocker panels or near jack points, leaving them vulnerable to damage if attention is not paid to lift arm or jack placement. We like to use hockey pucks on the lift points to avoid marring the lift points and to also get a little more distance between the lift arms and the body work.

Also, don’t forget to turn off the air suspension (if so equipped) before lifting the car to avoid suspension component damage.

• Use the right fasteners. Most vehicles use standard bolts, studs, and nuts, whereas many luxury vehicles often use specialized torque-to-yield hardware that can only be used once, or hardware made from exotic materials like aluminum or titanium. Always reference repair manuals if you are unfamiliar with the job.

• Take care of the rotors. Many luxury vehicles today use ceramic brake rotors. These rotors are very delicate and extra care needs to be taken when removing and replacing them. Never pry on ceramic rotors. Use a brake pad expander when replacing brake pads on vehicles equipped with ceramic rotors to avoid rotor damage. With a full set of ceramic brake rotors costing upwards of $25,000, these pieces warrant extra care and attention.

• Use the right fluids. Fluids for Euro luxury vehicles are usually designated for that specific brand or model of vehicle. Everything from the brake fluid to transmission and engine oils are often designed specifically for a particular vehicle. When refilling these fluids, you must be aware of the appropriate fill levels. Often, the “maximum” line is not your target. This is especially important when it comes to replacing the engine oil. As oil heats up and expands, the vehicle can suddenly be in an overfilled condition, allowing oil to be sucked into the intake manifold and running through the combustion chamber, damaging oxygen sensors and catalytic converters. Check with the manufacturer or consult the owner’s manual before adding

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If your shop intends to offer service for various Euro car marques, training is essential. Porsche, for example, maintains a comprehensive training center in Atlanta.

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• Be aware of body materials. The body material on some luxury vehicles can be extremely delicate and can easily be damaged. Many high-end cars today are made of aluminum or carbon fiber. When working on these vehicles, it is important to be aware of your surroundings. Never lean on these vehicles. Even a slight amount of pressure on certain areas can cause cracks or dents.

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S E R V I C IN G E U R O L U X U R Y V E H I C L E S

• Keep the interior clean. When working on the interior, be sure to use seat and carpet protectors.

The interiors of these vehicles are expensive and their owners are much more aware of their condition. We always wear clean gloves and ensure that our pockets are empty to avoid any scrapes or tears.

Luxury vehicles are often very expensive to maintain. It’s the job of the service writer to communicate possible pitfalls ahead of time to the client and to ensure that the complaint that the customer has will be fully mitigated by the repair. With many of these luxury vehicles costing hundreds of thousands of dollars, it is important to have a delicate tough with both the client and the vehicle, and make sure you understand what you are getting into when you begin a service or repair. Following these tips can help you to avoid unseen pitfalls and keep your clients happy.

TIPS FROM ECS TUNING Adding European vehicles to your available service lineup includes specific challenges and changes that have deterred plenty of independent shops from ever exploring that market. Many shops choose to either focus exclusively on what they know or only offer basic services that are fairly universal across all makes and models to avoid these challenges. However, there are ways to incorporate this market into your business without adding an extreme cost. As European car service experts, we’re here to offer insight into why your shop should consider this market and what you need to get started. We’ll cover some of the key benefits and equipment that will help you venture into the European car service field so you can make an informed decision if this market is right for your business.

Two of the drawbacks to owning a European vehicle, especially a performance-oriented model, are the costs of service and parts. However, for an independent service and repair facility, this drawback becomes a reliable source of income and steady work.

Unfortunately, European vehicles, while not too different than Domestic or Asian market vehicles, tend to scare both consumers and shops away due to the perceived difficulty of service and specialty tools often required to perform major repairs or maintenance.

This is only partially correct. It is true that many higher-end European cars do require more regular

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An ultra-lowprofile floor jack can come in handy when dealing with vehicles that feature extremely low ride height, such as this jack

by Schwaben.

(Courtesy of ECS Tuning)

To protect wheel fastener wells from scratches, long-reach sockets that feature plastic protectors are highly recommended.

Socket kits such as this from Schwaben feature the three most common sizes. (Courtesy of ECS Tuning)

Many high-end Euro vehicles feature multi-piston brake calipers. Here’s an example of the Schwaben piston compressor tool that compresses the pistons into their bores via a hand-operated ratchet lever. (Courtesy of ECS Tuning)

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Example of a specialty tool required for the Porsche Carrera GT. This torque-multiplying tool allows an enormous increase of applied torque by manually applying a lower value.

By using a ½-inch drive torque wrench set at 128 ft-lbs, the torque multiplying tool allows you to achieve a desired 407 ft-lb specified for the Carrera GT splined wheel nut.

services and often have slightly different procedures associated with those jobs, but it isn’t true that they are more difficult to service. This is especially true with modern cars from any market sharing metric hardware and many of the same OEM parts suppliers.

With modern vehicles constructed from a uniform system, even a Domestic Market-exclusive facility is already well equipped to handle European cars.

Since shop tools and equipment like hand tools, lifts, and specialty bits are used across the board, the only major additions needed to delve into that market are dedicated employees with experience on those vehicles and a few special tools. You only need to make a handful of hardware purchases to begin servicing those vehicles.

As we mentioned, modern cars share striking similarities in both their hardware and parts thanks to the consolidation of OEM suppliers. You may find that many Domestic vehicles share components like alternators, starters, throttle bodies, and more with their European cousins. This makes the learning curve much milder than in decades past, where many of those components were developed and manufactured

Pin drive hub and wheel systems often utilize right- and left-hand threads on opposite sides of the car. The Carrera GT, for example, features left-hand threads on the right (passenger) side. Note, that the left-hand thread nut is color-coded blue.

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S E R V I C IN G E U R O L U X U R Y V E H I C L E S

Again, using the Porsche Carrera GT as an example, due to the pin-drive wheel/hub system, a specialty adapter kit is needed to allow connection of an alignment head.

The adapter attaches to the splined wheel nut as an anchoring point.

Alignment head being set up on the left front (note, the red color coding).

either in-house by the auto manufacturer or produced exclusively for their vehicles. Now, we have a fairly standard approach to nearly all vehicles of every make.

When you boil it down, it really is just nuts and bolts.

Speaking of nuts and bolts, with European cars, you may find that specialty sockets and bits, like Torx bits and Triple Squares, are required to remove many components. This is one of the key differences between say a Volkswagen and a Chevy. Fortunately, these tools don’t come at a high cost and will quickly make up for the expense in the number of services they allow your shop to offer. It may be a slight change in approach or procedure to remove underbody splash guards with a Triple Square, but in practice, there isn’t much difference between physically removing or installing parts.

Where there is a major difference, though, is with the vehicle’s computer software. Basic code readers will spit out fault codes, but without a guide, they don’t provide much information beyond ‘something is broken.’ Fortunately, with a device dedicated to that

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Wheel alignment head mounted to the right rear wheel of the Carrera GT (note the blue adapter, indicating use for the right side).

specific vehicle make, you can dive in much deeper to find a clear path to the problem. As an example, the Schwaben Professional Scan Tool line of diagnostic computers (as well as some offered by Autel and Bosch, for example) is designed for exactly this reason. Devices like these will perform full system scans that direct you to the exact fault, cause of the fault, and allow you to access individual systems and functions within the vehicle’s computer. Without such a device, diagnosis and even regular services can be difficult if not impossible.

More than just simply reading codes and diagnosing problems, this type of device is also necessary for coding, clearing adaptations, and even performing basic services like brake pad replacements. Many modern European vehicles use an electronic parking brake, for example, which requires computer input from a program or device to retract that brake.

With a diagnostic device that acts as both a roadmap to completing a job as well as the tool that allows you to finish it correctly through necessary coding or clearing, the most difficult hurdle for a service shop is avoided. In truth, there isn’t much that differentiates European vehicles from anything your shop isn’t already accustomed to. Sure, there may be slightly different suspension design, or maybe more disassembly needed to perform in-depth services, but they aren’t fundamentally alien. The engine still needs air, fuel, and spark, the suspension still needs shocks, springs, mounts, and bushings, and the car is simply held together with nuts and bolts.

For all those specific procedures, there are technical documents and service guides readily available.

Any competent technician, familiar or completely

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foreign to European cars, can reasonably expect to transition from Domestic or Asian vehicles to Audi, Volkswagen, BMW, MINI, Porsche, or Mercedes-Benz without much difficulty. All they need is a trusty diagnostic device and a few additional sockets and bits to start wrenching. That, and a reliable source for parts and expert advice.

EXAMPLES OF EURO CAR SCAN TOOLS Schwaben Professional Scat Tools Autel ADS625, Autel MaxiCOMM mk808, Bosch ADS625

OUR SOURCES Our thanks to parts and tool source ECS Tuning, Wadsworth, OH and Dave Warner, Exotic Motorwerks, Scottsdale, Arizona, who specializes in high-end Euro vehicle service for their tips and advice in this article.

Servicing exotic luxury/ performance engines may seem quite intimidating at first, but as with all four-stroke internal combustion engines, they still rely on air, spark and fuel. The challenge, or should we say, opportunity, involves critically important specialized training to become familiar with the broad spectrum of routine service, diagnostics and repairs.

In some cases when dealing with high-end “ultraperformance” vehicles, you’ll find designs and materials that you might be unaccustomed to, such as horizontally mounted coil-over shocks, and lightweight/high strength materials such as carbon fiber, magnesium and titanium components, and multi-piston brake calipers.

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A N AT O M Y O F WAV E F O R M

Anatomy of a Waveform

Diagnostic value of scope-checking the ignition system B Y B I L L F U LT O N

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N OUR PREVIOUS PART ONE article on the Anatomy of a Waveform, we talked in detail on the diagnostic value of scope checking the secondary firing events in reference to detecting lean conditions, rich conditions, low compression issues, open or shorted secondary circuits and weak coils by using a DSO. In Part Two, we are going to cover the diagnostic value of scope-checking the primary side of the ignition system on a voltage trace and by using a low inductive amp probe to monitor coil charge values and analyze ignition events.

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A N AT O M Y O F WAV E F O R M

On some modern day engines, access to the secondary side of the ignition system is not easy and on some engines not even possible. In reference to the Ford and Chrysler systems, the PCM controls the primary side of the coils, so accessing the primary ignition waveform will give us the same info as to what we covered in the Anatomy of a Waveform when we covered the secondary ignition waveforms. On other COP equipped engines where the igniter is integrated into the coil, it is not possible to obtain a primary voltage waveform. However, later on, we will cover the diagnostic value of using a low inductive amp probe to check and analyze a coil’s primary charge events.

In reference to primary voltage waveforms, let’s take a look at Figure 1. Point A is the dynamic voltage from the negative terminal of the coil. Notice the voltage per division on the scope is set at 10 volts per division. Above the ground tick mark we see a good 12 volts.

Point B is the point of primary turn on and the coil charge process begins. Point C verifies good ground integrity of the ignition module of primary drivers. Point D is known as a current limiting hump and is not found on all systems. Point is the firing line. At 10 volts per division, we don’t see the full amplitude. These primary firing line voltages will typically vary between 250 volts to 350 volts depending on the system.

The most important point is point E which is the spark line or spark duration period. At a 2 milli-second scope time base, you can see a good 1.8 millisecond spark duration period. The important point here is that the spark duration period on a primary waveform will mirror that of a secondary waveform. Let’s take a look at a dual trace example in Figure 2.

Channel 1 indicates the primary side of the coil, and channel 2 indicates the secondary side of the coil.

Note that the spark line angle and spark duration periods are identical to each other. This was captured during park-idle-no load conditions. Notice the short spark duration periods on both waveforms at 1ms per division. In addition, notice the upward angle of the spark line due to lean conditions. If this were captured during a light load power brake condition you would see the upward angle more pronounced and the spark duration period shorten up with an increase of turbulence on the spark line. This is an example of a lean cylinder where the non conductive air molecules cause

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Figure 1: Point A is the dynamic voltage from the negative coil terminal. Notice the voltage per division on the scope is set at 10 volts per division. Point B is the point of primary turn on. Point C verifies good ground of ignition module primary drivers. Point D is known as a current limiting hump (not found on all systems).

Figure 2: Dual trace example. Channel 1 indicates coil primary side. Channel 2 shows coil secondary side. Notice the short spark duration periods on both waveforms at 1 ms per division.

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COURTESY BILL FULTON

a short spark duration period. Figure 3 primary waveform indicates a very short spark line. Look closely at the split firing line indicating an open in the secondary circuit. In Figure 4 captured from a performance engine with HEI ignition, note the long spark duration period of more than 2 milli-seconds. This is a performance engine tuned into a rich 11-to-1 air fuel ratio.

This is another example where the conductive properties of fuel molecules will extend the spark duration period and the lack of conductive fuel molecules as in a lean condition will shorten the spark duration periods. If this were a passenger car engine in closed loop maintaining an air fuel ratio of 14.7 to 1, the spark duration period would be very close to 1.5 milliseconds.

In addition, if we drop the voltage per division down to 10 volts per division we would magnify the sparkline characteristics further. For those of you that have the Snap On scopes, the voltage setting on the screen represents the total screen voltage, instead of voltage per division. The same applies to the time scale. If you want to set the time base to a 1ms per division you would set the time base icon (sweep speed) to a 10 ms per screen on the horizontal screen. 10 divisions at 1 ms per division equals 10ms. Most other DSOs voltage and time icons represent the time and voltage per major division.

In reference to the Ford and Chrysler systems, the primary drivers are inside the PCM, so it is easy to back probe the negative terminal of a COP coil to obtain a primary waveform. If the coils are not accessible, we simply reference a schematic and probe into the specific primary circuit for a specific cylinder. A critical point here is that using a DSO and back probing the negative terminal of the coil the scope is hard wired into the circuit, unlike secondary where we are inductively picking up a magnetic field. A primary ignition voltage waveform will be more stable compared to secondary.

We talked about the heavier potted coils on modern day COP systems in our Part One article on the Anatomy of a Waveform where the magnetic field was too weak to obtain a stable secondary firing event even when using a COP wand. We stated the need to use a secondary lead between the COP unit and the spark plug with a secondary KV probe around the lead in order to obtain a good secondary waveform.

We are aware of modern day systems where the coils are buried under the intake plenum and access to the

Figure 3: The primary waveform here indicates a very short spark line.

Figure 4: In this performance engine with HEI, note the long spark duration period of over 2 ms. This engine was tuned into a rich 11:1 air fuel ratio.

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Figure 5: Using a low inductive amp probe and following a wiring schematic we can clamp the probe around the primary positive feed wire or the negative coil wire. The arrow on the amp probe is faced in the direction of current flow.

Pay attention to the attenuation values of the three probes shown here.

Figure 6: Anatomy of a primary ignition amperage waveform. Note the point of primary turn-on. If small oscillations are not present, there’s a problem.

secondary or primary side of the coil is not possible.

The systems by many manufacturers such as GM, Honda and Toyota COP units have the igniter integrated into the coil. The PCM forward biases the igniter to turn on current flow and begin the coil charge process.

With that in mind, let’s bring in the low inductive amp

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probe (see Figure 5), and with a wiring schematic, we can clamp the amp probe around the primary positive feed wire or the negative wire of the coils. In some cases, as in Ford and other systems, we may have a dedicated fuse that supplies B+ to the coils. We can simply current ramp the coils by using a jumper lead across the female terminals of the ignition fuse. The arrow on the amp probe is faced in the direction of current flow.

Pay attention to the attenuation values of the three different probes in Figure 5.

The probe on the left and the center probe when set on the 100mv = 1 amp means when the scope is set to a 100mv per division on the vertical scale then every division on the vertical scale equals 1 amp. For example, when current ramping a primary event, if the trace is 5 divisions above the ground tick mark it represents a 5 amp event. The other setting on the amp probe on the left is that for every 10mv setting per division on the vertical scale of the DSO equals 1 amp. The amp probe in the middle has a single setting in that for every 100mv setting each vertical division equals 1 amp. This is a popular setting when current ramping a primary coil event.

The amp probe on the right has two settings. First, the 1mv setting per division on the DSO vertical scale equals 10ma. As an example, if the trace is 3 divisions above the ground tick mark, you are seeing 30ma. The other setting means for every 1mv setting equals 100ma.

With this setting, if the trace is 3 major divisions above the ground tick mark, you are seeing 300ma.

First, let’s look at the anatomy of a primary ignition amperage waveform in Figure 6. Note the point of primary turn on. We have dropped the voltage per division from 100mv equals 1 amp down to 50mv per division to magnify the point of primary turn on and get a good view. Do you see those small oscillations?

If they are not there, it means there is a problem.

We will cover these oscillations in detail later. Note, the uniform gradual slope of the ramp. The modern day primary and secondary ignition systems are divorced, meaning there is no connectivity between the primary coil windings and the secondary coil windings. As the primary magnetic field begins to build on the primary side of the coil, an opposite polarity secondary magnetic field begins to build on the secondary side of the ignition system. These two magnetic fields are of opposite polarity. The opposite polarity creates a counter voltage effect that creates the oscillations at the point of primary turn on. Now take a look at a magnified dual trace example of

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Figure 7: A magnified dual trace example of the point of primary turn-on from a secondary voltage waveform versus the point of primary turn-on from a primary amperage waveform.

COURTESY BILL FULTON

Figure 8: Note the uniformity in all 3 coil charge events. At 100mv equals 1 amp, the amplitude indicates good coil saturation values.

the point of primary turn on from a secondary voltage waveform versus the point of primary turn from a primary amperage waveform in Figure 7.

You may be thinking as to how this could fit into your diagnostic strategy. Think about all of those engines where the coils are buried under the intake plenum or under the valve cover. Think about a no-start condition where you need to check for spark. In addition, what about a PO300 code?

Let’s take a look at the good, the bad and the ugly.

First, in Figure 8 note the uniformity in all three coil

Figure 9: Citing a 4-cylinder engine with the coils hidden under the valve cover, note the first amperage event. The initial oscillations at the point of primary turn-on are missing. Also note the steep current ramp. The issue was a totally fouled spark plug.

Figure 10: As another problem example, notice the uneven transfer of energy at the point of primary turn-off indicated by the amount of hash.

The problem was caused by an internal coil carbon tracking.

charge events. At 100mv equals 1 amp, the amplitude indicates good coil saturation values. In Figure 9 from a 4 cylinder engine with the coils hidden under the valve cover, note the first amperage event. The initial oscillations at the point of primary turn on are missing. In addition, note the steep current ramp. The problem was a totally fouled spark plug. A dead short to ground or shorted secondary windings could also cause this. Note that the second current event has the initial oscillations and a normal slope and normal saturation values.

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Figure 11: The PCM forward biases the igniters which are integrated into the COP units. A rising edge to 5 volts turns on the primary current flow and charges the coil. When the PCM shifts the 5 volts to 0 volts, the primary magnetic field collapses and is mutually inducted into the secondary windings and the coil fires. A dual trace can be seen. The number 3 IGT trigger signal can be seen on channel 1 with a missing coil charge event for the number 3 coil.

Figure 12: After r3eplacing the number 3 coil and the spark plugs, look closely at the current ramp value of the number 3 new coil.

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the uneven transfer of energy at the point of primary turn off indicated by the amount of hash. The problem was caused by internal coil carbon tracking. Another example involves the diagnostic value of the amp probe in a 2007 Honda Odyssey with a dead miss and no MIL or codes. I could feel a dead miss as I pulled the vehicle into the stall. We clamped around the voltage feed wire to the COP units and found a missing current event.

Let’s take a look at Figure 11. The PCM forward biases the igniters which are integrated into the COP units.

A rising edge to 5 volts turns on the primary current flow and charges the coil. When the PCM shifts the 5 volts to 0 volts the primary magnetic field collapses and is mutually inducted into the secondary windings and the coil fires. With a wiring schematic we identified the voltage primary feed wire to the coils as well as each coil’s individual PCM igniter control wire. A dual trace example can be seen in Figure 11. The number 3 IGT trigger signal can be seen on channel 1 with a missing coil charge event for the number 3 coil.

If you have been down this road before it would not surprise you that the number 3 coil is buried under the plenum on the back side, so access to the coil was not possible. This is another example where the amp probe proves to be valuable. After replacing the number 3 coil and, of course, the spark plugs, let’s look at Figure 12.

Look very closely at the current ramp value of the number 3 new coil. Does it match the other OE coils values?

Figure 12A: A Toyota ignition schematic. To current ramp the coils we would simply install a jumper lead across the ignition fuse.

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It looks to be about a half of an amp short compared to the OE coils. The misfire is now gone and out the door the car goes.

Most modern day systems will disable the injectors when a type A or type B misfire occurs to save the catalytic converter. Most systems run the misfire monitor by noting the crank sensor’s numerator values. When a misfire occurs, the crank speed slows and the time value between the crank speed sensor toggles increases.

In addition, the PCM will force the engine back into an open loop. When a misfire occurs while in closed loop, before the PCM forces the engine into open loop, positive fuel trim values point to a lean density misfire while negative fuel trim values point to an ignition failure or a rich density misfire. It is important to capture fuel trim values while in a closed loop when a misfire occurs.

Some Asian systems such as Toyota, Lexus, Scion, Kia and Hyundai use a different strategy. The Toyota, Lexus and Scion systems use two terms, one signal being IGT, meaning the igniter trigger signal. This is the digital signal from the PCM to control the igniter which is integrated into the COP unit. The rising edge of the IGT signal turns primary on while the falling edge turns primary current flow off causing the magnetic field to collapse and the coil fires. The other acronym is known as IGF, meaning ignition confirmation. I like to call this a signal ignition failure signal. This signal is used by the PCM to confirm that a coil charge event has occurred.

The IGF circuit is integrated into the COP unit. When the coil is properly charged, the IGF voltage is pulled low. If the PCM does not see the IGF signal pulled low, it will disable an injector. A shorted COP unit can kill the IGF signals to the PCM resulting in a no start with a loss of injector pulses.

First, let’s look at a Toyota ignition schematic in Figure 12A. To current ramp the coils, we would simply install a jumper lead across the ignition fuse. Let’s take a look at a Toyota no-start problem in Figure 13.

Using an amp probe, notice that the green trace indicates that all four of the coils were charged. The red trace represents the IGF signal. When the PCM thinks the coils are properly charged the IGF signal is pulled low individually per coil and then the voltage is released back to five volts. Notice that the IGF signal is staying low. This will cause the PCM to shut off the injectors resulting in a no start.

Now let’s take a look at Figure 14. The number one coil has been disconnected. We are now triggering off

Figure 13: Example of a Toyota no-start problem. Using an amp probe, notice that the green trace indicates that all 4 coils were charged. The red trace represents the IGF signal. Notice that the IGF signal is staying low, which will cause the PCM to shut off the injectors.

Figure 14: Here, the number 1 coil has been disconnected. We are now triggering off the number 2 IGT circuit, The IGF signal returns to normal.

The engine starts, but only on 3 cylinders.

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Figure 15: Examples of Kia and Hyundai components; the ignition failure sensor.

Figure 17: Ignition waveform from a Hyundai 3.5L engine. A failed coil or a failed igniter drive circuit will cause the PCM to disable an injector. When you are current ramping these systems, look for a dedicated ignition fuse.

Figure 16: In this schematic, notice that battery plus voltage comes into terminal 4 and then goes through a current limiting resistor inside the ignition failure sensor. This resistor is known to burn out.

the No. 2 IGT circuit. Notice that the IGF signal returns to normal and the engine starts and runs albeit on three cylinders.

The Hyundai and Kia systems use a similar but somewhat different strategy to confirm primary firing events. First, let’s look at the ignition components in Figure 15. Focus first on the Ignition Failure Sensor.

Looking at a schematic in Figure 16, notice that battery plus voltage comes into terminal number 4 and then goes through a current limiting resistor inside the Ignition Failure sensor and then exits terminal 3

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Figure 18: Ignition schematic. Removing the ignition fuse and using a jumper lead, we can current ramp check for proper coil saturation values.

to supply voltage to the coils. This resistor is known to burn out which causes a no-start/no-spark condition.

A simple ohmmeter check can confirm an open. On a good system, when a coil fires, the Ignition Failure Sensor will send a 12 volt pulse to the PCM on the IFS circuit. In the event of a loss of the IFS signal to let’s say number 3 coil this will cause the PCM to shut off the number 3 injector. Take a look at an ignition waveform from a Hyundai 3.5L engine in Figure 17 When a coil fires, the Ignition Failure Sensor will send a 12 volt pulse to the PCM. A failed coil or a failed

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Figure 19: Amperage waveform on the bottom trace. Notice the peak current reached 12 amps, then went to a hold at 2 amps.

COURTESY BILL FULTON

Figure 20: GDI dual trace voltage example. The top waveform is where the PCM supplies the GRD. Note that after the injector turns off the 65 volt spike, the injector on-time measures .8ms. This is identical on both channels.

igniter drive circuit will cause the PCM to disable an injector. Notice that the 12 volts IFS signal lines up perfectly with the point of primary turn off of the amperage waveform. When you are current ramping these systems look for a dedicated ignition fuse. Figure 18 shows an ignition schematic. Removing the ignition fuse and using a jumper lead, we can current ramp check for proper coil saturation values.

Do you remember the last time you had a no start on a PFI vehicle? You checked for good spark and good fuel pressure and decided to grab your noid light or test light

to check for injector pulses? In reference to GDI injectors, the rules have changed. Noid lights or test lights will not work. An amp probe signal trace would be needed or a dual trace voltage waveform would be needed on a GDI vehicle. The PCM charges a 65 volt capacitor for all injectors on a single circuit per injector. When the PCM wants to energize the injector the PCM simply groundside controls each injector one at a time sequentially.

Using a schematic on a GDI system you can identify an injector pair of wires by noticing the wires are twisted together. Both wires are labeled inj. ctrl. The reason being is that their magnetic fields oppose each other. In addition, the color coding has some uniformity .For example, the 65 volt feed wire may be a solid purple while the ground side control wire may be purple with a white tracer. You may see another injector circuit with a solid brown wire for the 65 volt feed and a brown wire with a white tracer to ground side control the injector.

Let’s take a look at an amperage waveform on the bottom trace in Figure 19. Notice the peak current reached 12 amps and then went to a hold at 2 amps. The total screen time is 5 ms. A total of 10 divisions means that every division represents .5ms. You can see that the amperage on-time measures .8ms. Now let’s look at a dual trace voltage example in Figure 20. The top waveform is where the PCM supplies the GRD. Note that after the injector turns off the 65 volt spike, the injector on time measures .8ms. This is identical on both channels.

Learning to navigate the use of a DSOs buttonology comes easy with repetition. This compares to the learning curve we had to go through when learning to navigate our cell phones or scan tools.

Bill Fulton, along with his company, Ohio Automotive Technology, provided all of the images for this article. He is the author of Mitchell 1’s Advanced Engine Performance Diagnostics and Advanced Engine Diagnostics manuals. He is also the author of several lab scope and drivability manuals such as Ford, Toyota, GM and Chrysler OBD I and OBD II systems, fuel system testing, and many other training manuals in addition to his own 101 Lab Scope Testing Tips. He is a certified Master Technician with more than 30 years of training and R&D experience. He was rated in the top three nationally on Motor Service magazine’s Top Technical Trainer Award and has instructed for Mitchell 1, Precision Tune, OTC, O’Reilly Auto Parts, BWD, JD Byrider, Snap-on Vetronix and Standard Ignition programs. You may have also seen Fulton in many Lightning Bolt Training videos and DVDs and read his articles in many auto service magazines. He owns and operates OAT, which is an automotive repair and research development center.

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Smart Charging What makes today’s charging systems “smart”?

B Y J E F F TAY L O R

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OMPUTER CONTROLLED VOLTAGE-

Smart charging systems can be divided into two charging strategies: voltage-based charging or amperagebased charging. Both charging strategies rely on managing the alternator’s field circuit to control the alternator’s output. The two most common methods to control the alternator field circuit on a smart charging system are decided by where the voltage regulator is located.

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based charging can be thought of as a semi-smart charging system. But when a charging system can watch the amperage in and out of the battery (amperage-based charging), it is considered a true smart charging system. Today’s smart charging systems are capable of many features and operational modes, including load shedding, start-up mode, battery sulfation mode, deceleration mode, fuel economy mode, windshield de-icing mode, and other features to optimize vehicle charging, emissions, performance, and fuel economy.

The difference between a regular non-PCM controlled charging system (non-smart system) is that the smart charging system’s primary objective is to supply the electrical needs of all the vehicle’s electrical components and its secondary objective is to recharge the battery.

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semi-functional charging system to limp-in until repairs can be arranged. GM, Ford, Toyota and most other manufacturers are using some form of smart charging system, but I would like to look at two manufacturers that started out with semi-smart charging systems and have either completely switched to full smart charging or are in the process of doing so.

Honda and Stellantis/FCA (previously Fiat Chrysler Automobiles or FCA) are two popular vehicle manufacturers that both use a smart charging system today, but they use different methods for controlling the alternator to get the results that they want.

Honda smart charging

1. The voltage regulator is mounted internally in the PCM. 2. The voltage regulator is mounted internally in the alternator and can be remotely controlled using a dedicated hardwired control circuit.

This last method (No. 2) is the most popular because if the control circuit fails or communications become corrupted to the voltage regulator, the voltage regulator typically will function at a fixed voltage or default mode. This allows the vehicle to still have a

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This type of remote mounted voltage regulator from a 1985 Ford F150 is from days gone by when compared to a smart charging system.

Honda began using a smart charging system in the early 90s when they switched from voltagebased charging to an amperage-based charging system. Honda’s Dual Mode charging system incorporated an Electronic Load Detection unit or ELD in the under-hood fuse block. The ELD allowed Honda to have two distinct charging modes: alternator low output mode and alternator high output mode. Honda used this system until 2013 when they switched to a single LIN (Local Interconnect Network) BUS that controls the alternator’s output.

The Honda Dual Mode charging system was designed to reduce engine load by 10%, increasing fuel economy and lowering emissions.

During low output mode operation, on a fully charged battery, the Honda Dual Mode system can have a charging set point as low as 12.4V. This information is critical to know if diagnosing a charging system issue on an older Honda. We all know that a fully charged battery’s voltage is 12.6V, but early and later versions of Honda’s Dual Mode could only charge the battery to an 80% state-ofcharge (12.4V) to achieve the reduced engine load.

But if you are diagnosing a Dual Mode Honda and are unaware that this is a perfectly normal situation and noticed that the battery voltage was not in the 13.0-13.5 range, you might misdiagnose this as a failed alternator.

This is a good example of needing to understand how the charging system is designed to work and not how we as techs expect it to work. The easiest way to ensure

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This shows three different battery sensors, two that are attached to the negative battery cable and the far right that is attached to the negative post of the battery.

There is a lot going on here on this 2017 Chrysler Pacifica battery. Notice the IBS on the left and the 500-amp mega fuse on the right.

that the alternator is not in low output mode is to apply an electrical load by turning on the headlights and the blower motor, which should result in the alternator producing 13.5V or higher.

Honda’s smart charging system evolved in 2013 when they started to use a battery management sensor mounted on the negative battery terminal and a dedicated LIN BUS that connects the alternator, the battery management sensor and the PCM.

Honda uses a master/slave protocol on this LIN BUS: the PCM is the leader, and the alternator and the battery management sensor are followers. In this setup, the alternator receives charging voltage commands from the PCM. The alternator will respond to these commands by adjusting the voltage output and then send feedback to the PCM. When this information is combined with the information that the battery management sensor is supplying, the PCM can operate AUGUST 2021 | ASP

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This is a close up of the Chrysler Intelligent Battery Sensor. It’s a four-wire microprocessor/sensor assembly that measures amperage, battery temperature, the battery’s state of charge, battery internal resistance, charge received, charge delivered and time in service. It reports this information to the BCM via a LIN BUS.

the vehicle’s electrical system efficiently. Honda’s smart charging system is capable of a charging voltage range of 12.5V to 14.5V in 0.1V increments. Honda even states that in some operating conditions the alternator might bypass PCM control and use a default value.

This system can set several trouble codes and flash warning messages on the driver’s information center e.g., “Check Charging System.” These codes can include LIN communications codes: P16E2 PGM-FIACG LIN Communication Error; P0562, if the charging system voltage is too low; P1549, if the charging voltage is too high; or P065A No Charging Malfunction, that could be set by a defective serpentine drive belt or a

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bad Overrun Alternator Decoupler (OAD) pulley. In this scenario, the pulley spins fine, but the actual rotor in the alternator will not move or will not move fast enough. There have been some issues with failed alternators, broken alternator brackets that cause the alternator to lose its ground and cause excessively high voltages, and some corrosion issues on the battery sensor LIN wire that causes communication issues and check engine lights.

Honda has also had issues with the battery management sensors and has issued recalls on certain 2013-2016 Accords (the battery management sensor was not sealed correctly and could catch on fire).

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proper command signal that it will send to the alternator to control the alternator’s target voltage.

If the sensed battery voltage is 0.5 volts or lower than the desired target voltage, the PCM will apply power to the field winding circuit increasing alternator output until the sensed battery voltage is 0.5 volts above the target voltage. The EVR circuit in the PCM will cycle the high side driver providing battery voltage to the alternator field up to 400 times per second (400Hz) on newer models and 100Hz on older models. It is important to remember that because the voltage regulator is mounted inside the PCM, if the GEN FIELD CONTROL wire is broken or corroded the alternator will This is a screen shot taken from the 2017 Pacifica and shows the available data that the IBS is not function. capable of outputting that the PCM can use when deciding on a charging strategy.

The PCM has the capability to full field (100% duty cycle) the GEN FIELD CONTROL to achieve the target voltage. If the charging Stellantis/FCA rate cannot be properly monitored, because of a broken Smart charging is not new to this manufacturer. In or corroded GEN SENSE signal wire to the alternator, 1985, Chrysler introduced a computer-controlled for example, the EVR will command a limp-in mode charging system that removed the firewall mounted and supply a duty cycle of 25% to generate some voltage voltage regulator and incorporated it into the power output. module. This voltage-based charging system incorpoThe GEN FIELD CONTROL duty cycle can be rated a battery temperature sensor and other sensors checked using a scanner, a scope or a DVOM. During to modify the alternator’s charging strategy and engine normal charging operation with minimal loads at idle, idling speed. Today’s Stellantis/FCA still control some the typical GEN FIELD CONTROL duty cycle will be of their charging systems this way, but slowly, they about 35-40% on the scanner or about 4–5 volts using are moving from voltage-based charging to amperagea DVOM. based charging on many models and vehicle platforms.

Depending on what the PCM is asking for, the duty The most popular 3.6 V6 Dodge Caravan still uses only can be off (0%) and 0V or it can be 100% on (fully a voltage-based charging system that is controlled by the fielded) and have 11-12 volts being supplied on the GEN Electronic Voltage Regulator (EVR) and its accompanying FIELD CONTROL wire. software located in the circuitry of the PCM. When Stellantis/FCA started watching amperage The PCM supplies field control voltage using a high and switched to a complete smart charging system side driver to the field control circuit of the alternator via they incorporated an Intelligent Battery Sensor (IBS) a GEN FIELD CONTROL wire. This circuit is grounded to measure battery current. The IBS is attached to internally in the alternator via the alternator case. The the negative terminal of the battery and is a small PCM monitors alternator voltage output on the GEN microprocessor. The IBS has a built-in thermistor that SENSE signal wire from the alternator and compares calculates battery temperature and other electronics this voltage to a battery sense voltage output that the that enable it to calculate the battery’s state of charge, Totally Integrated Power Module (TIPM) provides. battery internal resistance, charge received, charge From these two voltages, the EVR will determine the AUGUST 2021 | ASP

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likely about to fail. The fix is a new battery that meets or exceeds the factory battery’s rating, type and size. On the bigger Jeeps such as the Wrangler and Grand Cherokee, if they are setting the P057F code there is a separate supplemental battery located This is the code retrieved from a Jeep Cherokee. The customer’s complaint was that the start-stop would shut off and show a warning message on the driver’s information system. These small Jeeps don’t have a second battery; beside the service battery under they only have the service battery under the hood and it was on the verge of failing. the passenger seat. This smaller battery is in place to maintain the vehicle’s operation during a startstop event and has likely failed.

One special note needs to be made on the Stellantis/FCA smart charging system: The diesel applications are different. The diesel charging systems all have a voltage regulator that is internally mounted in the alternator. The diesel Always do a full system scan when looking at any starting or charging issues. This screenshot shows two of the 17 stored codes for low voltage in many modules. The customer’s complaint was that they had to boost the alternator uses a LIN BUS from vehicle. After determining that the charging system was functioning fine, the battery was replaced and the the PCM to regulate the charging problem solved. voltage and will use an IBS to monitor amperage. Unlike the PCM controlled field windings, the diesel alternator will work at delivered and time in service. The IBS is connected to a fixed voltage output if the PCM is unable to communicate the BCM via a LIN BUS, and the BCM will share IBS with the alternator via the LIN BUS. It will also set codes in information to other modules (PCM) via the CAN BUS. the PCM and turn on the check engine light.

The IBS does not have a direct diagnostic interface and is a slave to the BCM. The IBS is diagnosed through Originally, the charging system’s goal was to provide the BCM that will display IBS data, but if there are any power back to replenish the battery and supply the small trouble codes related to the IBS. they will be stored and amount of needed energy to operate the few electrical read through the PCM. devices on the older automobiles such as the ignition Dodge, Jeep and Ram have had their share of system, lights, wipers, blower motor and a radio. alternator related failures, OAD (overrunning But as we have electrified so many systems on today’s alternator decoupler) concerns and many issues with vehicles, it has resulted in a substantial load on the corrosion that have caused charging system failures. charging system. By using a smart charging system that There has been a recall of various amperage alternators will continually supply the ideal voltage and amperage, for 2011 to 2014 Stellantis/FCA vehicles because of an all the electrical requirements of the modern vehicle overheating diode failure in the alternator that may can be met while boosting fuel economy, lowering result in a possible fire. emissions and increasing battery life.

Some Jeeps will generate a P057F code (14-volt Jeff Taylor boasts a 34-year career in the automotive industry with battery state of charge performance) and display a Eccles Auto Service in Dundas, Ontario, as a fully licensed professional message “Engine Will Not Operate on Stop/Start lead technician. While continuing to be “on the bench” every day, Mode” on the driver’s information center, and after Jeff is also heavily involved in government focus groups, serves as the message appears, the vehicle will not enter startan accomplished technical writer and has competed in international stop mode. The smaller Jeep 3.2L V6 Cherokee is only diagnostic competitions as well as providing his expertise as an automotive technical instructor for a major aftermarket parts retailer. equipped with one battery under the hood, and it is

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TeChnICal ServICe

bulleTInS tamination is not found, and diagnostics lead to a fuel pump concern, replace the high pressure fuel pump and related lines. Advise the customer to run a tank of premium or Top Tier E-10 (1 tank) through the system to effectively clean all fuel system components after repair.

CHEVROLET

E85 ISSUE This bulletin applies to 2012-2017 Chevy Caprice PPV with 3.0/3.6L, 2012-2015 Captiva VIN L with 2.4/3.0L, 2016-2018 Captiva with 3.0L, 2011-2017 Equinox with 2.4/3.0/3.6L and 2012-2018 3.6L Impala vehicles, all equipped with an E85 compatible fuel system.

Some customers may comment about reduced engine power, a reduced engine power message on the DIC and a MIL on.

The Message and MIL may clear after cycling the ignition key. Technicians may find DTC P228C (fuel pressure regulator control performance – low pressure) has been set in the ECM as current or history. Technicians may also find evidence of a prior repair of the high pressure fuel pump.

This condition may be caused by excessive use of E85 fuel, causing a plunger internal to the fuel pump to stick.

1. Take a large fuel sample from the fuel system in a clean glass or metal container.

2. Inspect for any contaminants in the fuel (place the container on a level surface for about 5 minutes in order to allow settling of the particulates).

3. If contamination is found, inspect the fuel tank and strainer for buildup or blockage, then completely clean the fuel system and add E-10 fuel. If con-

Information courtesy of Mitchell 1

3. Inspect various valve timing performance using M0MDS. Access the following PIDs: VT IN_ACT and VT IN_DES 4. Run the engine from idle up to 3,000 rom. Repeat this five times. Does the monitor value of the PID item VT IN_ACT conform to the VT IN_DES PID value? If yes, this bulletin does not apply. Refer to instructions on MS3 online or the workshop manual. If not, go to the next step.

5. Replace the electric variable valve timing actuator.

MAZDA

VVT This bulletin applies to 2015 Mazda CX-5, 2014 Mazda3 and 2015 Mazda6 vehicles.

Some vehicles may experience a check engine light on with DTCs P0011:00 (electric variable valve timing control system over-advanced) and/or P0012:00 (overretarded) stored in memory.

This concern may be caused by variable valve timing (VVT) actuator spring shaft fatigue. During vehicle use, the spring shaft may fail and cause incorrect VVT operation and check engine light illumination. The inspection procedure has been improved to eliminate this concern in the future.

1. Verify that DTCs P0011:00 and/or P0012:00 are stored in the PCM memory.

2. Warm up the engine to normal operating temperature.

LINCOLN

REPROGRAM Some 2013-2015 Lincoln MKZ Hybrid vehicles may exhibit an illuminated MIL, with DTC P164E (internal control module transmission select performance) stored in the PCM memory.

Reprogram the PCM to the latest calibration using IDS release 98.02 or higher. Make sure that you are connected to the internet when entering module programming to obtain the latest updates. Files are available at www.motorcraft.com.

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TECHNIC A L SERVICE BULLE TINS

GM

A CODE OF NO IMPORTANCE This bulletin applies to 2011-2014 GM passenger cars and light duty trucks equipped with OnStar. While diagnosing a vehicle with an OnStar concern, technicians may find DTC B101D-37 in the OnStar module (VCIM).

GM engineering has identified that this DTC will only display in history on the scan tool and will not cause issues with OnStar operation. Dealers are to disregard this history DTC and address any symptoms described by the customer, including any additional codes that may be current. In short, DTC B101D-37 can be ignored.

Using a scan tool (wiTECH) with diagnostic procedures available in TechCONNECT, first verify that all engine systems are functioning properly. If DTCs other than P0108 are present, record and address as needed before updating.

Perform a reflash in the normal manner (connect a battery charger to prevent battery voltage from dropping below 13.2 volts or climbing above 13.5 volts, and reprogram the PCM with the latest software, then clear any DTCs that may have set as a result of reprogramming. Type the necessary information on an authorized modifications label and attach it near the VECI label.

JEEP

ANOTHER JEEP UPDATE Owners of 2011-2012 Jeep Grand Cherokee vehicles equipped with a power liftgate and built between March 1, 2010, and March 1, 2012, may complain that the power liftgate does not open or close under power. The technician may find DTC B1882 (power liftgate position sensor 1 circuit) is set.

According to Chrysler/Jeep, updating the software will fix the problem. The wi-TECH software level must be at release 13.03 or higher to perform the update.

Instead of chasing your tail trying to determine why the gate won’t work, try the software update.

VOLKSWAGEN

VW STEERING ANGLE SENSOR

CHRYSLER

REFLASH INSTEAD OF REPLACE This bulletin applies to 2012 Chrysler Grand Voyager and Town and Country vehicles equipped with a 3.6L engine and built before June 25, 2012. With the MIL on, the technician may find DTC P0108 (manifold absolute pressure sensor circuit high) has been set active or stored. Apparently, updating the software will correct the concern.

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This bulletin applies to all 2010 and later VW models (example: 2013 Passat). During a Guided Functions or Vehicle Self Diagnosis scan it is possible that an address word 04 for the steering angle sensor will display as active.

Direct communication to the steering angle sensor is not possible through this view.

A concern with the G85 steering angle sensor should be diagnosed through the fault code listed, or using MVB 7 in address 44 Steering Assistance (on equipped vehicles), or MVB 4 in address 03 Brake Electronics. The sensor should read 0 degrees (+/- 3 degrees) in the straight-ahead position and more than 500 degrees at each end stop. The end stop readings should be close to each other, where one-stop will be a positive reading and the opposite a negative reading.

GM

RESURFACING NO-NO This bulletin applies to 2013 and prior GM passenger cars and trucks equipped with drum and hat parking brake design.

GM does not recommend any resurfacing of the park brake portion of the rear brake rotors. If slight sanding will not remove surface imperfections (rust/corrosion/pitting), the rotor should be replaced.

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TOYOTA

REARVIEW INITIALIZATION Using the 2013 Toyota Sienna as an example, any time the battery terminal has been disconnected, the rearview INFINITY

LOW BATTERY ISSUE This bulletin applies to 2015 Infiniti Q50/Q60, 2015-2019 Q70, 2015-2017 QX50, 2015 QX60 and 2015-2017 QX70 vehicles. The MIL may be on, with DTC P0603 (ECM back up/circuit).

Confirm that the battery voltage is 11 volts or more with the ignition on/ engine off. Erase the DTC. Perform DTC confirmation steps in the service procedure. Confirm that the first trip DTC P0603 is not stored. This DTC is often the result of a low battery voltage, a discharged battery or battery terminal disconnections.

Service procedure: • Confirm that the battery voltage is at least 11 volts with the ignition on.

• Connect the C-II plus VI to the vehicle.

• Open C-II plus on the Consult PC. • Turn the ignition on but do not start the engine.

• Erase the DTC. • Turn the ignition off.

• Turn the ignition on and wait for at least 1 second.

• Turn the ignition off and wait for at least 10 seconds.

• Repeat Steps 7 and 8 ten times and then go to Step 10.

• Turn the ignition on. If DTC P0603 is not currently stored as a first trip DTC, the procedure is done. If the DTC remains, refer to the service manual for further diagnostics.

HVAC blower motors

Hybrid battery cooling fans

Inverter cooling pumps

Cooling fan assemblies

Need OE quality hybrid parts?

You’re headed in the right direction: www.continentalaftermarket.com AUGUST 2021 | ASP

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TECHNIC A L SERVICE BULLE TINS

monitor system must be re-initialized.

Start the engine.

Move the shift lever to the Reverse position to confirm that the Advanced Parking Guidance System is inoperative.

“System Initializing” appears on the rearview monitor.

Move the shift lever to the park position. Turn the steering wheel lock to lock.

Move the shift lever to the reverse position and touch the parallel parking mode switch on the screen.

When the guidelines and “Check surroundings for safety” appear on the rearview monitor, initialization is complete.

TCM reprogramming when the IDS screen prompts you to do so.

After reprogramming the TCM, verify the repair by starting the engine and making sure there is no MIL illumination or abnormal warning lights on.

Initial learning procedure: Increase the ATF temperature by leaving the engine at idling or city driving. Verify that ATF temperature is between 151-230 degrees. Do not raise ATF temperature by stalling the engine.

With the vehicle standing still, depress the brake pedal and keep the gear selector lever in the Neutral position for three seconds. Then, shift the selector from neutral to drive maintain this condition for three seconds. Repeat this procedure five times. Then, repeat it again with the gear selector in the reverse position.

MAZDA

SHIFT SHOCK This bulletin applies to 2016 Mazda CX-9 vehicles produced before October 17, 2016. Some customers may complain about a slight shift shock while accelerating from a stop, and no A/T-related DTCs are present. To avoid improper learning, the control logic of the TCM has been changed.

Reload the IDS to clear memory before reprogramming. Using IDS 103.3 or later software, reprogram the TCM to the latest calibration. TCM reprogramming takes about 10 minutes longer than PCM reprogramming. Always update the IDS tool first, then follow on-screen instructions to download the needed calibration file for TCM programming. It is not necessary to remove any fuses or relays during

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CHEVROLET

EASY VETTE FIX Some owners of 2017-2018 Chevy Corvette vehicles may comment about a “Service Rear Differential” message displayed on the DIC (driver information center).

The condition may be caused by a software anomaly in the rear differential clutch control module (RDCCM). The module must be updated to the latest software calibration available. Refer to K47 Rear Differential Clutch Control Module Programming and Setup in the service manual.

AUDI

ROUGH GEAR CHANGE This bulletin applies to 2004-2014 Audi A3/TT, 2007-2014 Q7, 20062014 A4, A5, A6, A7, A8 and Q5, and 2010-2014 S4, S5, S6, S7 and RS5 vehicles.

After a mechatronics, torque converter or complete gearbox replacement, the clutches must be adapted to the new component. This requires a gradual move of the clutch linings toward the optimal operating points in the most diverse load conditions. As a result, sporadic driving power disruptions lasting for less than one second or reduced shift comfort are possibly more than the first 500 miles. This is normal and these issues will decrease over time. The issues can also occur if the adaptation values of the gearbox were deleted. Follow the procedure in Elsa to start the clutch adaptations toward full adaptation.

Visit autoserviceprofessional.com/TSB for additional service bulletins.

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PRODUCTS

New Rein Oil Pan Kits Cover Nissan, Toyota Models ••• CRP Automotive has added three new Rein automotive oil pan kits for high-volume Nissan and Toyota vehicle applications.

The new additions include Nissan (P/N ESK0199) and Toyota (P/N ESK0200, ESK0201) and cover popular Nissan models, including the Altima, Murano and Quest, as well as the Toyota Celica, C-HR, Corolla, Matrix, MR2 Spyder, Prius, Prius AWD-E, Prius Plug-in, Prius Prime and Prius V models.

Total program coverage exceeds seven million in the United States and over 900,000 in Canada, according to CRP officials.

“The overall Rein Oil Pan Kit line now features 29 oil pans for European vehicles and 20 for Asian makes,” notes David Hirschhorn, CRP Automotive brand director.

REIN AUTOMOTIVE www.reinautomotive.com.

Continental Expands Exclusive Range of OEM Fuel Models ••• Continental, a manufacturer and supplier of OE-engineered aftermarket replacement parts, has expanded its exclusive line of genuine OEM Fuel Modules for direct replacement on popular European and domestic makes and models.

The line additions include fuel supply units and level sensors for 2015-17 Audi A3, 2006-18 Volkswagen Passat, 2009-17 CC, 2014-17 Golf and 2015-17 Golf SportWagen, and fuel modules for 2013-17 Ford 1500, 2013-17 Flex Fuel 3.6L, 2013 4.7L and 2015-17 Gas 5.7L, and RAM 2011-13 2500 and 2013 3500.

Every Continental OEM Fuel Module is the certified OEM part manufactured by Continental in ISO/TS certified facilities, ensuring the highest quality, ease of installation, and vehicle-specific fit, form, performance.

CONTINENTAL AFTERMARKET www.continentalaftermarket.com.

New and innovative equipment for your tool chest and shop

Continental Fan Assemblies Restore OE Engine Cooling ••• Akebono Releases Premium Disc Brake Pad Line ••• Akebono Brake Corporation added front brake coverage for a variety of Toyota and Lexus vehicles in the ProACT Ultra-Premium Disc Brake Pad line. The kit also includes Premium 301 Stainless Steel Abutment Hardware.

“Today’s release includes ProACT brake pads for several Toyota and Lexus Sedans and SUVs. This release adds significant late-model coverage, including the Toyota Camry, RAV4 and the All-New 2021 Toyota Venza. VIO (vehicles in operation) is already near 3 Million, it is a part all of our customers will want to stock.” says Edward Gerhardt, Marketing and Data Service Manager.

Continental Engine Cooling Fan Assemblies are designed to be direct replacements for factory units and are engineered to restore original cooling performance.

"The assemblies are an exact match to the fit and performance of the OE part," according to Continental officials.

"Every vehicle-specific assembly is 100% tested for fit, vibration and amperage draw" and automotive-grade materials are used to help ensure long service life and dependability.

In addition, OE-style electrical connections enable easy installation.

The line covers a wide range of makes, including popular BMW, Cadillac, Chevrolet, Fiat, GMC, Jeep, Mini and Ram models.

AKEBONO BRAKE CORPORATION www.akebonobrakes.com.

CONTINENTAL AUTOMOTIVE SYSTEMS www.usa.vdo.com.

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IFC

Aftermarket Auto Parts Alliance Inc.

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Aftermarket Auto Parts Alliance Inc.

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American Express

IBC

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AUTEL

5, 37

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Brake Parts Inc., Raybestos

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Centric Parts

27

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Continental Corporation

55

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Delphi Technologies

31

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Hunter Engineering Company

15

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Lang Tools

35

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NAPA Auto Parts

OBC

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O'Reilly Auto Parts

10-11

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SEMA Show

17

www.SEMAshow.com/register

SNAP! Finance

23

learn.snapfinance.com/partner-autoserviceprofessional

Standard Motor Products Inc.

7

www.standardabssensor.com

Valvoline

28-29

www.partner.valvoline.com

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