Canadian Technician April 2010

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The straight goods on

Canadian Mail Sales Product Agreement #40063170 Registration 10833. Return postage guaranteed. Newcom Business Media Inc., 451 Attwell Drive, Toronto, ON M9W 5C4

Wheel Alignment ALSO: ■ The Evolution of the Spark Plug ■ Embracing the “5 Rs” ■ The Case for Mandatory Winter Tires

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FOR DRIVERS WHO WANT TO GET THE MOST OUT OF THEIR CARS

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VOL. 15 NO. 3

12

Departments Editorial . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 Service Notes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 Letters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 Reader Rides . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 Out & About . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 EyeSpy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 Idea of the Month . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 Products . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25 Auto Puzzle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28

Columnists 20

The Greenwood Report . . . . . . . . . . . . . . . . . . . . 15

By Bob Greenwood The Car Side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30

By Rick Cogbill

Features The Straight Goods on Wheel Alignment . . . . . . . . . . . . . . . . . . . . 16 Some shops steer clear of investing in the alignment business due to the cost of entry. But there’s money to be made in the caster/camber/toe business.

Sparking a Bright Idea . . . . . . . . . . . . . . . . 20 The spark plug continues to improve and evolve.

30

Our new international calling card. by

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CANADIAN TECHNICIAN 3

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Editorial

When the rubber meets the road The time has come for all provinces to mandate winter tire use.

By David Menzies This just in (well, not really): Canadian roads get icy. That’s called stating the painfully obvious. Even so, winter was on my mind recently upon hearing news that winter tires are now mandatory for all school vehicles in New Brunswick.

The change in policy comes after a twoyear dispute with parents of several students who had attended Bathurst High School. The parents are still understandably upset about their sons being killed in what might’ve been an avoidable highway crash.

Seven members of the Bathurst High School basketball team were killed when the 15-seat school van they were travelling in collided with a truck on Jan. 12, 2008. The coach’s wife was also killed.

The players and adults were on their way home from a high school basketball tournament in Moncton. It was snowing, and the van, a 1997 Ford Econoline F350 Club Wagon, wasn’t equipped with winter tires.

The province originally resisted changing its policy regarding the type of rubber required for multi-function activity buses (MFABs). Originally, the province argued having winter tires on the back and ribbed, all-season tires on the front was the safest combination.

The parents took the province to task on this assumption. And what do you know?

Recent tests conducted by Transport Canada reveal that the exclusive use of winter-grade rubber is indeed the safest option.

While it’s laudable New Brunswick has seen the light regarding the merits of winter tires, why stop at school vehicles? Indeed, why doesn’t New Brunswick – and the other provinces – follow Quebec’s lead and make winter tires mandatory for all vehicles?

We’re often told driving is a privilege, not a right. And several jurisdictions already mandate what we can and cannot do behind the wheel, from anti-idling bylaws to hands-free cell phone laws. Why APRIL 2010

the hesitation when it comes to mandatory winter tires legislation?

Everyone in the automotive aftermarket surely agrees that so-called “all-season” tires really only function as “threeseason” tires in Canada. The task at hand: convincing frugal and/or unconvinced customers to invest in winter tires.

How about this strategy: tell your customers winter tires will potentially save them money.

Christopher Chin, manager of marketing and special projects for Mississauga, Ont.based Atlas Tire Wholesale, can personally attest to the fiscal benefits of winter rubber.

Twelve years ago, Chin moved from his native Jamaica to Long Island. He was driving to work on a wintery day “with not much snow on the ground but it was freezing cold” when he had to make a sudden stop. Unfortunately, his car’s allseason tires failed to grip the icy asphalt and Chin’s car slid hard into a curb.

That mishap ended up costing Chin US$600 in repairs – more than the cost of four winter tires.

Former Ontario Provincial Police sergeant Cam Woolley agrees that eschewing winter tires is a penny wise/pound foolish strategy.

“If you have a $50,000 car and you lose it in the snow and go into the guard rail because of bad tires, well, you’ll have bought that car in terms of increased insurance premiums over the life of the vehicle,” he says.

“What’s another $500 for a set of snows?”

Bottom line: next time Old Man Winter pops by for a visit, tell your customers they can’t afford not to have winter tires given the cost of repairs or insurance premium hikes should their all-season radials fail to perform.

In the meantime, here’s hoping other provinces will follow Quebec’s example and introduce winter tire legislation that will ultimately make motoring safer for everyone.

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CANADIAN TECHNICIAN 5

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Service Notes

Early adopter or laggard?

IT’S ALL ABOUT THE ANSWERS.

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Embracing technology that will help you do your job is no longer a matter of preference. It is a matter of survival.

By Allan Janssen Where do you fall on Everett Rogers’ bell curve of technology adoption?

As a sociologist in the early 1960s, Rogers coined the term “early adopter” when he studied the way people react to technological developments. His findings, published in a landmark book called Diffusion of Innovations, showed you can divide people into five groups: innovators (comprising about 2.5% of the population), early adopters (13.5%), the early majority (34%), the late majority (34%) and laggards (16%).

By his reasoning, innovators (the most willing to take risks on new technology) and early adopters are generally younger, richer, and more influential, with easy access to the latest inventions.

The majority of people adopt an innovation after it’s been around for a while. The earlier they embrace a technology, the more likely they are to have what is called “opinion leadership” – a measure of how effectively they influence people to follow suit.

It’s the laggards who are the most resistant to change and have little or no interest in showing leadership in their use of technology.

They are often dragged, kicking and screaming, into modern practices, resenting every step of the way.

Rogers’ work is by no means new but it has particular resonance today, as we see an explosion of innovations changing every aspect of our lives. I believe in the next decade business owners and auto service technicians will be challenged like never before to embrace the technology that will enable them to continue to do their jobs.

Laggards will almost certainly be crippled by their inability to adapt to the way business is being done and by the way customers want to interact with them.

There have always been service shops

quick off the mark to get the latest service equipment. Starting, I guess, in the early 1990s when engine analyzers came into vogue. That led the way to computer-assisted service equipment of all kinds. We graduated, eventually, to wireless scanners and scopes, Internet-based supply chains, and automated customer service tools.

What’s next? Well, I think there’s going to be an influx of gadgets that will do remarkable things. And judging from the proliferation of automotive-related applications available for mobile devices, I’d say the interaction between service provider and customer is going to become much more fluid.

Will you embrace new ways to reach out and respond to your clients? Will you invest in the tools you’ll need to effect remote repairs when they become available? Will you offer the new 24/7 monitoring services when they are developed?

The tools of your trade are about to change, and they won’t all be add-on tools that work with your existing technology.

They will replace your existing technology.

When I started in this trade, there was an ongoing debate about the efficacy of using Yellow Pages for advertising. This week the latest edition landed on my doorstep and I did what most people on my street did. I threw it right into the blue box. No offence to the Yellow Pages people. I just don’t use it anymore. I don’t need a static, bound newsprint version of the Internet.

My fax machine disappeared five years ago. My Rolodex hasn’t turned in a decade.

It’s always been this way. New services arrive, gain a degree of acceptance, overstay their welcome, and then disappear.

Technology changes. And if you have trouble changing with it, if you’re a laggard, you may have a bumpy future ahead of you.

CANADIAN TECHNICIAN 7

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LETTERS VOLUME 15

NUMBER 3

EDITOR David Menzies david@canadiantechnician.ca (416) 614-5824 EDITORIAL DIRECTOR Allan Janssen ajanssen@newcom.ca (416) 614-5814 PUBLISHER Martyn Johns mjohns@newcom.ca (416) 614-5826 CIRCULATION MANAGER Lilianna Kantor lkantor@newcom.ca (416) 614-5815 DESIGN & PRODUCTION Tim Norton production@canadiantechnician.ca (416) 614-5810

More Popular Mechanics Re: “Popular Mechanics” February 2010.

Menzies – OMG! (as the kids say.) In your story about mechanics in movies and TV shows, how could you not have included John Milner (played by Paul Lemat) in every gearhead’s favourite flick, American Graffiti? Shame on you! He built the fastest car in the valley and literally kicked Harrison Ford’s ’55 Chev into the ditch!

Incidentally this is the same ’55 Chev featured in Two-Lane Blacktop although in finished form.

Dave Matthews Matthews Auto Collision & Rust Repair Smith Falls, Ont.

Rear versus front tire debate continues to roll…

After 28 years in the trade, I still keep telling my employees that they can always learn something new everyday. Being stubborn, though, I always thought putting the newer tires on the front of a frontwheel-drive vehicle was the correct thing to do. However, I agree completely with Ryan Braaten’s explanation as well as the original explanation about why rear wheel installation also has merit.

Possibly we don’t have a conclusive RIGHT answer. I do believe that driving conditions in your area could have some influence. Living in Lotusland, we enjoy

RIDES

Reader

Whoa, what a feeling!

Ray Saulnier of Digby County, N.S. just had to pull over and take a picture of this oddball Toyota (which, let it be known, definitely does not belong to Ray.) “This is a homemade snowplow hooked up to a Toyota Corolla,” notes Ray.“It is hooked onto a four-wheeler winch to move it up and down. I just had to stop and take a few pictures of it. You can see the plow is in rough shape from plowing snow. It was parked in front of a garage… you just never know what you’re going to see in Digby County, Nova Scotia.”

Indeed. But let’s just hope this Corolla isn’t one of those sudden-acceleration models – in which case an accumulation of snow will be the least of the owner’s worries.

You can see more Reader Rides on our website at www.canadiantechnician.ca.

And if you have a photo of a hot or unusual ride, feel free to send it in. We’ll publish it up for all to enjoy! Send a pic of your ride to david@canadiantechnician.ca.

8 CANADIAN TECHNICIAN

GROUP PUBLISHER Mark Vreugdenhil mark@canadiantechnician.ca (416) 614-5819 DIRECTOR, QUEBEC OPERATIONS Joe Glionna PRESIDENT Jim Glionna PUBLISHED BY Newcom Business Media 451 Attwell Drive Toronto, Ont. M9W 5C4 Canadian Technician is published monthly except for January and July by Newcom Business Media, Inc., 451 Attwell Drive, Toronto, Ont. M9W 5C4. The magazine serves the Canadian automotive repair and service industry. Subscriptions are free to those who meet the criteria. For others: single copy price: $5.30; one-year subscription in Canada: $42.00 ($40.00 plus $2.00 GST); one-year subscription in U.S.: US$60; one-year subscription in all other countries: US$90.

Copyright 2010. All rights reserved. The contents of this publication may not be reproduced by any means, in whole or in part, without prior written consent of the publisher. The advertiser agrees to protect the publisher against legal action based upon libelous or inaccurate statements, unauthorized use of photographs, or other material in connection with advertisements placed in Canadian Technician. The publisher reserves the right to refuse any advertising which in his opinion is misleading, scatological, or in poor taste. Postmaster: Send address changes to Canadian Technician, 451 Attwell Drive, Toronto, Ont., M9W 5C4. Printed in Canada. Second class mail: Postage paid at Toronto. Canadian Publications Mail Sales Agreement #40063170. ISSN 1710-7644.

We acknowledge the financial support of the Government of Canada through the Publications Assistance Program toward our mailing costs. PAP Registration No. 10833.

Kenneth R. Wilson Award Winner Member

Applied for ABC Membership

Canadian Business Press

“Evolution of the Wheel” by Will Enns Phone (250) 404-0411 www.canadiantechnican.ca/covers APRIL 2010

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LETTERS 60°F in February. I’m curious to hear feedback from other techs.

Clark Lawson, owner First Street Garage North Vancouver, B.C. This relatively new trend of installing a pair of snow tires on the rear of FWD vehicles has always failed the logic test with me. Any customer requesting only two winter tires for their vehicle is doing so out of a habit they formed long before coming to our shop. We would never list a pair of winter tires as an option for our clients for good reason: their vehicle is a huge investment and is often responsible for the safety of their most precious commodity – their family.

As far as replacing two winter tires out of a set because they wore prematurely due to improper alignment or lack of rotation, we have always installed the best two tires on the vehicle’s drive axle.

Obviously, if only two tires are replaced, it is because the other two have ample tread life remaining to perform as expected in adverse winter weather conditions.

Nathaniel Powell Dave Stoddard’s Auto Service Ottawa It’s unbelievable that some techs think that a car is safer with the best tires on the front axle. Sure we have to rotate the tire often, as soon as there’s 2/32 of difference to make certain of equal tire use. It’s normal that if you don’t make the rotation, the front tire will be worn out very fast so we make the rotation. It’s simply best is to have four equal and good tires. But when you have a compromise – for example, two tires worn out and two at 5/32 – if you put on two new tires it’s safest to put them at the rear.

Daniel Grenier Trafic Pneu & Mécanique Trois-Rivieres, Que.

Visit our website for more information, FAQ’s & technical bulletins

www.rislone.ca 10 CANADIAN TECHNICIAN

The question of where to install two new tires is easy. The answer is the same as the answer to the question, “Where would we install one new tire or three new tires?” The handling, braking, steering, etc. is affected by all four wheels. I’m surprised this question would even come up in a trade magazine. If you can’t buy four tires then buy two. Put one on the front and one on the back. Then park it in the driveway until you can afford the other two tires for the other side of the car.

Enough of this tire nonsense! I’m going to the parts store to buy four spark plugs for my V-8.

Mike Clark Clark’s Auto Repairs Ltd. Leduc, Alta.

How to reach us

We love to hear from our readers. Whether its darts or laurels, please send along your opinions to editor David Menzies at david@canadiantechnician.ca.

APRIL 2010

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&About

Do you have the right stuff for the NAPA Rally 5000? $20,000 in prizes up for grabs.

By Farrah Cole

E

ver wanted to compete on a TV reality show along the lines of The Amazing Race? If so, NAPA Auto Parts has the ultimate relay race for those in the automotive aftermarket.

The auto parts giant recently announced it will be staging another edition of the NAPA Rally 5000, a mechanical relay competition across Canada that pits teams of auto technicians against each

other in a bid to see which squad is numero uno when it comes to knowledge and speed.

Stephane Poirier and Michel Plourde are part of last year’s winning team, the Smoking Turbots. Poirier says the experience itself was “awesome” as they had no idea what to expect in terms of challenges.

“It was always a surprise,” he says.

No Acclaim for this pseudo-Ski-Doo Stephen Soles of LaGlace Auto Repair in LaGlace, Alta. sends along this snapshot depicting how a customer grafted makeshift snowmobile technology onto a 1990 Plymouth Acclaim. “A customer brought this car to me with a failed wheel bearing,” notes Stephen.“I give the customer credit for originality, but this vehicle was a failure in the safety department. He said the car felt good as long as you stayed under 80 km/h! He took the back roads to get to my shop, where I repaired the car.”

Have an interesting picture to share? Please send it along to EyeSpy, c/o Canadian Technician, 451 Attwell Drive, Toronto, Ont. M9W 5C4.

Or email your high-resolution image to the editor: david@canadiantechnician.ca APRIL 2010

“The best part of it was we didn’t know what we would be doing the next day.”

Poirier and Plourde probably didn’t have it as hard as the next set of competitors. The 2010 edition of the show promises to showcase more intense mechanical challenges and a new route across the Great North. At stake: $20,000 in prizes.

If the event is anything like last year’s competition (which can be viewed on YouTube in 14 webisodes), it promises to be a fast-paced, high energy race to the finish.

Poirier says the key to winning is working as a team given that teamwork makes the challenges a lot easier to overcome.

“If you want to have [a challenge] done good and well and quick, you have to trust your partner. The rest comes along the way,” he says.

He says the hardest part of the competition was all the packing and unpacking as the teams moved across the country.

But he encourages people who are interested to sign up because there’s no comparable experience.

“If you have the mechanical knowledge and you have confidence in your partner, just go for it,” he says. “Try it – it’s worth it.”

Poirier says he and Plourde plan on entering the contest again so they can retain their title of Champion of the Napa Rally.

If you’re interested in giving this duo some serious competition, submit a video stating why you should be competing against the best of the best mechanical experts. (Videos must be submitted before April 30, 2010.)

Five teams of two technicians will be chosen, each representing five different parts of Canada: British Columbia, the Prairies, Ontario, Quebec and Atlantic Canada.

For more details on what promises to be a high-octane event, check out the NAPA Rally 5000 fan page on Facebook or follow the event on Twitter.

The race takes place July 3 – July 12, 2010. For rules and registration information, visit www.naparally5000.ca.

CANADIAN TECHNICIAN 11

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OUT & ABOUT

Is it time to Cliff Your Ride?

That old clunker hanging around the shop that you just can’t be bothered to fix might be worth $30,000.

By David Menzies while most of us buy into the concept of preventive maintenance, there’s a point in which it makes sense to bid adieu to that bothersome, battle-weary old beater occupying perfectly good real estate.

If that is indeed the case at your shop, Trader Corporation is running an innovative contest that will reward the owner of one clunker with $30,000 to go towards the purchase of a brand new car.

There’s a catch, though: in exchange for the cash, the winner must surrender his or her heap to Trader Corporation.

The company will then arrange to have the vehicle tossed from a cliff and blown to smithereens.

Now, that’s entertainment.

Say hello to Cliff Your Ride, a contest wherein contestants are invited to submit a videotaped plea or a written essay as to

OK,

why they’ve had it with their car… and why that car deserves to be “cliffed.”

To win, participants need to garner as many votes as possible; all Canadians can participate by voting for their favourite video or essay at www.cliffyourride.ca.

The 20 most popular videos will be reviewed by a judging panel after the contest closing date of April 9. At this point, the judges will select a single overall winner. (Full disclosure: your humble correspondent has entered the competition.

After all, while a ’93 Honda Prelude was a swell ride back when Kim Campbell was prime minister, it’s hardly a suitable family car these days.)

Scott Neil, director of partnership and national channel for Trader Corporation, says Cliff Your Ride is an original way to give a deserving candidate a shot at winning a new set of wheels.

“Nobody’s ever done anything like this before,” he says. “It’s amazing to look across the country and see what people want to get rid of.”

Indeed. But although there’s no shortage of bona fide clunkers to choose from, it seems as though some individuals might not have read the rules carefully. For example, while most of the vehicles are at least 10 years old, one contestant has submitted his 2010 Chevrolet Silverado (which is worth considerably more than $30,000 off the lot) to receive the over-the-cliff treatment.

In the meantime, Reid says although the “cliffing” location remains top secret, the vertical drop measures about 90 feet. And, he adds, “seeing a car go off a cliff is a once in a lifetime experience.”

Store tires; retain customers As more consumers buy into the merits of winter tires, demand is also growing for tire storage. However, if your shop is lacking space to store your customers’ offseason rubber, then why not consider a third party to store those tires? In addition to providing a nifty customer service, it might be good for your shop’s bottom line as well, says Alan Beech, owner of Beech Tire & Automotive.

Beech also heads up Hamilton, Ont.-based TireHotel (www.tirehotel.ca), a 7,000-sq. ft. warehouse that features a computerized accordion-style racking system for storing tires. According to Beech, consumers who enlist auto shops to store their tires spend an average of 21% more in those shops when it’s time to do a tire switchover.

Beech charges shops $70 to store a set of tires (he suggests shops charge their customers $99 for the service.) If a shop has room to store the tires, Beech says he’s able to licence his TireHotel software on a monthly basis.

“Everyone in the automotive business works on the retention of customers,” Beech says. “When you store the tire for the customer, they have to come back. And if you’re not storing your customers’ tires, someone else will.”

Do you have a great idea that has helped you save time or money? Have you come up with a way to get more customers into your shop?

Are you employing a strategy to get the most out of your workforce? Then please share your brainstorm with the readers of Canadian Technician. Send along your story and/or photo to: david@canadiantechnician.ca and we’ll publish the best ones in future issues.

12 CANADIAN TECHNICIAN

APRIL 2010

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www.v a lv o li n e . c o m Š 2009, Ashland Canada Corp. *Source: Thomas Penway Research Poll of ASE Mechanics in the United States

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Only one person works on his car.

And only one oil works in his engine.

More ASE-certified top mechanics use Valvoline in their own cars.* <TRWP]XRb RP] dbT P]h ^X[ cWTh fP]c CWTh RW^^bT cWT ^]T fXcW P _a^eT] aT_dcPcX^] U^a `dP[Xch _a^cTRcX^] P]S P WXbc^ah ^U X]]^ePcX^] EP[e^[X]T

100 YEARS UNDER THE HOOD.

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PLUS

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The customer and the economy have radically changed. It’s time to renew, relearn, retool, recertify, and re-professionalize your business.

By Bob Greenwood

Embracing the“5 Rs”

S

urely, most of us have to admit that business has changed. Both the economy and the consumer are different animals than what they were five years ago. So it makes sense that your business must change as well because if it doesn’t, then the shop loses touch with reality and the profits will ebb away.

The solution: consider an in-depth review of the following points, which in essence, will restructure your business to ensure it meets today’s demands.

1. Renew the business format.

Renewal is an ongoing necessity in order to compete properly with the savvy competitors in the marketplace.

Simply put, for the consumer, going to a shop is all about the experience. Never forget that any vehicle maintenance is a grudge purchase, so whatever you do, don’t allow the atmosphere in the shop to be negative.

From comfy sofas to whiz-bang cappuccino machines, new car dealerships have superbly created a more relaxing, inviting ambiance when a vehicle is brought in for servicing. Take a good, hard look at your facility and judge whether the shop has kept up with the times. Has it been modernized? Is it clean? Is it well-organized and is the atmosphere comfortable for women?

If not, why not?

2. Relearn.

Traditionally, $1 invested in advertising produces a $2 return in sales. However, $1 invested in education produces a $40 return.

In general, the aftermarket has traditionally had a negative approach towards training. In the past, the word “training” turned out to be an “infomercial.” Trust was lost in the industry.

However, today, technical and business training is a necessity if you are going to stay in business. Thus, to cover any uncertainty, make certain all courses come with APRIL 2010

a written money-back guarantee.

Note that commencing this year, the average technician will require 100 hours of technical training on an annual basis just to keep pace with the knowledge required to fix and maintain today’s increasingly complex vehicles.

As well, management will require a minimum of six days’ worth of training per year. Owning and managing a service shop is the most complex retail business today.

When you’re out of touch and don’t have employees at the shop who are willing to learn, the business will eventually become cash-poor and it will pay below marketplace wages. Training isn’t a one-stop visit.

3. Retool the business.

Technology is everywhere. The business must embrace the need for continuous investment in the right equipment.

Consider how the access to manufacturers’ websites will change the internal technology structure of the shop.

Wireless Internet access must also be in place. Laptops throughout the shop connected to approved websites is the new order of the day. Learning the various OEM websites will consume a tremendous amount of time this year; if you’re not geared up for it, inefficiency and potential client dissatisfaction might just settle in. And such a climate is downright toxic for any business.

4. Recertify the business.

It is always a good time to review all levels of standards throughout the shop.

What standards are in place to ensure the highest quality and service is being delivered to every customer? What policies reinforce to each staff member that everyone is accountable to the client? If the shop is to capture all the business from each client, then the certification and standards must “wow” those clients and exceed their expectations.

5. Re-professionalize the business.

Ongoing reviews of each shop employee must become the new process so that a better level of communication between management and staff will occur.

With constant reviews and frequent communication of the progress being made, employees will realize their important role and become part of the business by taking “ownership.” Management must lead the way and set an example of how the team will function.

Consider that every employee truly wants to be part of a good thing and every manager/owner needs staff members to take their positions seriously and perform to the best of their abilities. Consider the new and improved business model: namely, we’re no longer a trade, we’re a profession.

Bottom line: to capture the undeveloped opportunities, it will be incumbent upon management to build and explain the vision of the business to every member of the shop. A fundamental question that must be asked: where is the shop going in the next three to five years – and what will it take to reach the destination?

By taking the time to review and complete “The 5 Rs” listed above, the details will come together and you will be able to connect the dots. Not only will everyone be reading from the same book, they’ll also be on the same page.

Business development today is a two- to three-year process. Make sure your processes are in place to take on the challenges of our time.

Bob Greenwood AAM is founder and president of Automotive Aftermarket E-Learning Centre www.aaec.ca.

You can reach him by phone (800) 267-5497; fax (905) 331-6180

greenwood@aaec.ca.

CANADIAN TECHNICIAN 15

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The straight goods on alignment W

heel alignment might sound somewhat simplistic, but this automotive service actually entails the measurement of complex suspension angles and the adjustment of numerous suspension components. And as far as Shant Ghazarian is concerned, he “loves” wheel alignments.

Ghazarian, president of the Mars Tire Group (which consists of four Torontoarea shops), offers a full range of automotive service at his shops. But it is the alignment component of the business that he finds especially appealing.

“It [alignment bay] is actually the most productive bay in the shop when it comes to pure profitability,” says Ghazarian. “It’s just labour, no parts, and there’s money to be made.”

Currently, each shop in Ghazarian’s chain averages about two alignments per day. But he readily admits that the potential exists to do three alignments daily.

Much like other automotive service, the key to successfully pitching an align-

Some shops steer clear of investing in the alignment business due to the steep cost of entry. But there’s money to be made in the caster/camber/toe business. ment to a customer typically comes down to the person at the front counter merely suggesting a wheel alignment and then clearly explaining what the service entails and why it’s important.

“We do a good job here when it comes to that [consulting with customers] but we can always to better,” says Ghazarian, who notes that it never hurts to ask.

“When we suggest an alignment check, the majority of our customers say, ‘OK.’” Automotive aftermarket consultant Bob Greenwood notes a four-wheel alignment averages $94.22 in Ontario, $108.13 in Western Canada and $69.95 in Atlantic Canada.

While some smaller operators don’t offer wheel alignments – typically because of the cost of the equipment or

Cash Investment Labour $361,764

Alignment Profitability

Net Profit $799,116

Cash Purchase

Equip. $45,000

because the facility is inadequate – Greenwood feels alignment service is important to provide “if they [shop owners] want to make sure they are serving their tire clientele properly.”

Darcy Tallon, the Canadian Operations Manager for the Hunter Engineering Company, says being equipped to perform wheel alignments delivers “excellent profitability.” For example, based on a frequency of four alignments per day, the full equipment payback can be achieved within 150 days (see chart.)

Hal Sparrow, who runs a KAL Auto shop in Sedgewick, Alta., agrees the payback justifies the investment.

“We’ve always been known as a wheel alignment place,” he says, noting alignment requests typically come from

Work week (days) Alignment charge Alignment-addt’l charge (ind. avg.)

Alignment RO Total Cost of labour & parts Gross Profit Total Investment (7 year depreciation) Net Profit

Full Equipment Payback

Alignments Per Period 5

4 Per day

=

87 Per month

=

1,040 First year

=

10,400 10 year

$79.95 $36.00 $115.95

$320 $144 $464

$6,924 $3,118 $10,041

$83,148 $37,440 $120,588

$831,480 $374,400 $1,205,880

-30%

$319

-$3,012

-$36,176

-$361,764

$81.17

$325

$7,029

$84,412

$844,116

$45,000

-$25

-$536

-$6,429

-$45,000

$74.98

$300

$6,493

$77,983

$799,116

150 days

6.9 months

0.6 years

Source: Hunter Engineering Company

16 CANADIAN TECHNICIAN

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motorists complaining about vibrations emanating from the steering column.

And although Sparrow notes that the equipment in his shop “isn’t cheap” (namely, his aligner cost $40,000 while an additional $24,000 was spent on a hoist with alignment capabilities), Sparrow notes he will indeed recoup the cost of investment before the equipment wears out.

Another reason for offering alignment service: this differentiates Sparrow’s business given that the majority of shops in

Application Specific Sourcing

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his trading area “are incapable of doing alignment service.”

Still, Sparrow notes the going rate for an alignment is $100 but he feels that such a service should “really cost” $250 given the investment in equipment and the labour required to do it properly.

“Some guys will say they can do an alignment in 20 minutes, but it really takes about 90 minutes to do a proper job,” he says.

To boost revenues, Sparrow says he’s

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18 CANADIAN TECHNICIAN

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toying with the idea of introducing a “lifetime wheel alignment deal.” In other words, the customer would pay $250 upfront and if the vehicle ever requires another wheel alignment, the service would be performed free of charge.

Sparrow feels the shop would still come out ahead on such a deal because “if you do it [wheel alignment] right the first time, it’s just a matter of a little tweaking the second time.”

Keith Taylor, National Sales Manger for Hofmann (a manufacturer of wheel alignment equipment), notes shops offering wheel alignments also tend to attract other repair and maintenance work.

“When you do alignments, it’s all about the peripheral service you do,” he says.

“And it’s all the mechanical repairs and the suspension repairs that will really justify the investment in the equipment.” (A Hofmann alignment system ranges from $15,000 on the lower end to about $40,000, while a rack ranges in price from $15,000 to $25,000.)

As well, thanks to technological advances, modern alignment equipment has vastly sped-up the alignment process.

For example, Taylor notes that due to new 3D technology, an alignment check can be done in just two minutes (whereas the machines of yesteryear required 10 to 15 minutes to perform the same service.)

And, he says, the equipment itself is far more durable.

“Today’s modern equipment should last about 15 years,” whereas a 10-year lifespan used to be typical, he says.

“Thanks to new technology, even the heads can be dropped on the ground without any fear of damage.”

Meanwhile, Greenwood says educating consumers about the benefits of wheel alignment is crucial to boosting alignment business. In other words, never assume the average motorist is savvy about the art and science inherent to a wheel alignment.

“A driver can throw the alignment of his car completely out of whack by hitting a curb sideways or hitting a pothole hard, which isn’t all that uncommon,” he says.

“But they [consumers] may not understand the importance of wheel alignment and what it does to the drivability of a vehicle. The skill is explaining [wheel alignment] properly so that customers will understand it’s a really good idea to get this service done.”

APRIL 2010

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Sparking a bright idea

The spark plug continues to improve and evolve.

By Jeff Taylor

T

he humble spark plug is a key component to the internal combustion engine, even if it’s hard to credit one particular individual as being the founding father of this crucial automotive part.

Indeed, spark plugs may have been invented as long ago as the 1850s by either Edmond Berger or Oliver Lodge.

The trouble is neither of these men received a patent. Later, Nikola Tesla, Robert Bosch, Richard Simms and Karl Benz all applied for patents or were responsible for the development of this vital engine component in 1898.

However, the real hero in the early development of the working spark plug (for high voltage) was Gottlob Honold, an engineer for Robert Bosch in 1902.

Honold’s developments lead to advancements in early internal combustion engines. Today, spark plugs still perform the same basic task: ignite the compressed air/fuel mixture that forces the piston down.

Modern engine designers now excel at squeezing more power (yet releasing fewer emissions) out of every drop of fuel that is burned. And they accomplish this feat via better spark plug technology.

Spark plugs have many parts and pieces that function together as one cohesive unit. When we look at a plug, we see the metal/alloy base, the insulator, the electrode tip and the terminal where the spark plug wire or ignition coil attaches.

What we don’t see is all the time, research and developments that were invested in this vital engine component. For example: 20 CANADIAN TECHNICIAN

The metal case (or housing) allows the spark plug to be threaded into the cylinder head and provides the ground path (side electrode). It also provides the sealing surface which mates to the cylinder head (gasket or tapered seat.) It holds and seals the insulator/terminal electrode assembly and removes the heat transferred to the insulator to the cylinder head. The case/housing thread size will get smaller. Engine designs are demanding tighter combustion chambers with larger valves and fuel injectors (GDI) for better efficiency and that means a smaller, more compact spark plug design is needed.

Spark plugs will continue to get longer and thinner as a result. The current M14 plug with a thread length of about 19mm is giving way to the thinner M12 with a longer thread length of about 26mm.

We’re going to see it get smaller as well, down to a size of M10 or even M8 in the not-too-distant future.

The traditional housing is a one-piece unit made of a nickel-chrome or a nickelplated alloy that resists corrosion both inside and outside the cylinder head.

Some manufactures have been using a two-piece design that extends the tip deep into the cylinder head (this has created a new set of concerns, although that’s a story for another day.)

The insulator assembly is a complex component. It has to hold the centre electrode, and the wire/coil attaching terminal end. It contains a resistor for radio interference control (5K1). It provides a seal that restrains the combustion chamber

pressures. It has to provide dielectric properties to resist voltage loss and flashover and withstand the mechanical forces of vibration and heat shock (as much as 3000°C difference between the terminal end and the spark tip).

Aluminum oxide-based ceramic insulators provide excellent dielectric strength and are able to withstand 60,000V at temps of 1000°C. The thermal value of a spark plug is reflected in its ability to handle heat at the exposed insulator tip inside the combustion chamber. A hot plug has a longer insulator base, can absorb more heat and transfer it slowly away to the cylinder head.

The thermal performance of the insulator tip is very important and is dependent on engine type and the type of fuels that will be used. Heat transfer is regulated not only by the insulator tip’s length but by the gas volumes around it and the material composition of the electrode inside it (usually copper that has been cored for better heat transfer).

The ideal insulator tip temperature is in the range of 500°C to 850°C. Anything lower than 500°C and the tip can’t reach a self-cleaning temperature to burn off the carbon deposits. The accumulation of APRIL 2010

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these deposits leads to fouling, misfire, increased exhaust emissions and poor fuel mileage.

When temperatures exceed 850°C, we start to see increased electrode wear and 1000°C is sufficient to melt or blister the electrode and cause mechanical damage not just to the plug but the engine due to pre-ignition and detonation.

The centre and ground electrodes: A massive engineering effort has gone into the design, shape, composition and configuration of the center electrode and the ground or side electrodes. The engine type/style, cylinder head design, fuel type, injection method and ignition configuration all affect the design and style of electrode required. Current tip design uses a corrosion resistant nickel alloy electrode (gold has also been used) with a copper core for good heat transfer and a combination of precious metals for durability.

Every time that a spark is created, a handful of molecules comprising the electrode’s surface area are removed. This causes electrode erosion with the end result being increased spark gap.

As the engine manufacturer wants to keep the spark plug gap the same over its service life (up to 160,000 km) to optimize emissions and fuel mileage, this wear is unacceptable. The use of a precious/noble metal – i.e., platinum, iridium, rhodium, palladium, tungsten or yttrium – solves this problem. Platinum and iridium (iridium is harder and has a higher melting point than platinum) are the current favourites; both metals are very hard and very resistant to wear and are standard equipment on most new vehicles.

Tip design is also critical. A fine point is best at producing a spark, but wears quickly unless it’s protected. Laser technology allows the welding of a precious metal cap on top of the centre electrode as a protective cap. This has led to fine wire centre electrode tips that are as small as 0.4mm across. Such a small size requires less voltage to fire, thereby reducing the quenching effects of a larger electrode and providing better gas flow.

These plugs fire more easily and result in less misfires and fouling; there’s also lower thermal shock. These qualities result in extra power, better starting, improved acceleration, lower emissions and better fuel economy.

22 CANADIAN TECHNICIAN

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“The question arises: are we always going to use spark plugs? The answer is a definite maybe.”

Of note, there are many ground electrode designs and variations. Ground electrode protection via the use of a precious metal is standard on most plugs. Subtle changes in the shape and placement all affect the spark kernel and its flame propagation properties. The use of multiple ground electrodes is common (there can be a combination of up to four.)

Multiple electrode design increases the service life as it provides more areas for the spark to occur, lowers the wear at any one point, and provides the same gap for a longer time. This design also features self-cleaning properties with the use of a semi-surface discharge that travels across the insulator tip before jumping to the ground (this burns off the deposits on the insulator tip.)

The future? At present, there are gasoline direct injection (GDI) engines in pro-

duction and the spark plug requirements of this engine are different from anything we’ve encountered before.

The GDI engine has less room in the cylinder head for a spark plug because there’s now a fuel injector as well. The thermal shock on the insulator tip is extreme, and the effects of the charge density will mean a higher voltage to fire the mixture. The GDI engine’s combustion chamber uses a stratified charge.

There are very rich areas and very lean areas in the combustion chamber increas-

ing the demands on the spark plug. These factors increase the chances of the plug to foul, so multi-electrodes will be the norm and they will all incorporate some sort of semi-surface discharge ability to keep the insulator tip clean.

Meanwhile, the electrodes will have a longer projected spark plug gap to make sure the spark is applied to the correct region of the air/fuel mixture.

These conditions will affect plug design as the increased firing voltages and smaller insulators are contradictory demands, newer materials are being developed, plugs bodies will get smaller, and the current six-point body shape will go to a 12-point design for better torque and sealing.

We may see more spark plug indexing that orient the ground electrode in relation to the intake valve, aiding in combustion efficiency. Hybrid and variable displacement spark plugs have to deal with the cooling affects of not igniting an air/fuel mixture and will have to resist fouling while dealing with the associated thermal loads.

For now, the question arises: are we always going to use spark plugs? The answer is a definite maybe. Some manufactures are looking at alternatives to the simple spark plug. With the demand to get the engine smaller and more efficient, the space for a spark plug is being limited so lasers are being toyed with.

Ford has a working model that uses one laser and a series of fibre optic cables and reflectors to start the combustion event. This system can provide multiple ignition points in different areas of the combustion chamber; the result is better combustion with less fuel. Will it work?

Probably. The technology isn’t new, dating back to 1978. But this is an expensive alternative, and the lasers need to be designed to function in the harsh environment of the modern automobile.

Still, thanks to advancements in electronics and given the ongoing demand for better fuel economy and fewer emissions, spark plug requirements will continue to change. And although change is a constant in our industry, expect the spark plug to hang around in the years to come.

Jeff Taylor is a technician at Eccles Auto Service in Dundas, Ont. APRIL 2010

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Sprinter rack and pinion units To complement its A1 Cardone remanufactured line of auto parts, Cardone Industries now offers Cardone Select, a premium new product line. The newest product release is for: Dodge, Freightliner and Mercedes Sprinter Rack and Pinion Unit. Cardone says these units are manufactured to the highest quality standards. Cardone ONE uses OE grade seals, O-rings, Teflon rings and boots to provide optimal sealing performance and longevity. www.cardone.com

Integrated storage system Matco Tools has introduced a new line of innovative tool and equipment storage solutions. The new 5s Integrated Storage System is designed to provide technicians with an environment that increases productivity and improves organization. As well, the 5s ISS is designed to allow flexibility in configuration and layout. This lends itself to numerous applications in vehicle repair and maintenance, manufacturing and educational environments. Upper and lower stations are available in 48-inch and 60-inch widths that can be used alone, or in combination with Matcoâ&#x20AC;&#x2122;s double or triple bay 5s Toolbox. A wide selection of powder coat finishes are standard and program-specific OEM required colours are available. Additional flexibility can be added with cart lockers to store mobile service carts out of the way and out of sight. Work surfaces are available in laminate, polymer-coated or stainless steel. www.matcotools.com

11:13 AM

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Environmentally-friendly tool and part cleaner Bio-Circle says its researchers have discovered a means of harnessing microscopic life forms that can literally â&#x20AC;&#x153;digestâ&#x20AC;? contaminants and convert them to simple, clean, H2O

with negligible traces of CO2. The result: clean tools or parts with residue that consists of slightly warm, virtually plain water along with a pleasant aroma of green apples. www.biocircle.com

The only thing as tough as race day could be your every day

Technician gloves These new black and yellow technician gloves are perfect for cold days thanks to their 70-gram Thinsulate-lining. (Unlined gloves are also available for the warm weather months.) As well, PVC material on the palm and fingers enhances gripping capabilities.

These gloves also offer superb dexterity when it comes to handling small parts and are now available at the special introductory price of $12.95/pair. loryn@bggloves.com APRIL 2010

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Real. durable. oil. [[[ UYEOIVWXEXI GE Â&#x152; 73497 4VSHYGXW 7SQI QEXIVMEPW Â&#x152; 4IRR^SMP 5YEOIV 7XEXI 'EREHE -RG %PP VMKLXW VIWIVZIH 8LI 0S[IW 'LIZVSPIX GEV ERH SXLIV VIPEXIH XVEHI QEVOW ERH GST]VMKLXW EVI YWIH [MXL XLI TIVQMWWMSR SJ ,IRHVMGO 1SXSVWTSVXW %W QIEWYVIH MR %781 7IUYIRGI -:% XIWX YWMRK 7%) ; IRKMRI SMP 5YEOIV 7XEXI ¨5Š HIWMKR %(:%2')( (96%&-0-8= ERH 4)%/ 4)6*361%2') EVI XVEHI QEVOW SJ 4IRR^SMP 5YEOIV 7XEXI 'SQTER] 9WIH YRHIV PMGIRWI F] 4IRR^SMP 5YEOIV 7XEXI 'EREHE -RG

CANADIAN TECHNICIAN 25

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Shocks for torsion bar leveling kits

Rancho Suspension has announced nine new maximum travel shocks built specifically for use with torsion bar leveling kits. Torsion bar leveling kits are designed to deliver clearance for taller tires and front-to-rear vehicle level-

11:13 AM

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ing. The new maximum travel shocks utilize RS5000 shock technology which is a popular design worldwide. The shocks are packaged in extended lengths to fit the required length needed after the installation of up to a 2.5-inch torsion bar leveling kit. The new shocks are specifically tuned to accommodate up to 35inch tires, and Rancho claims the shocks will enhance ride quality and performance versus OE shocks. The extended lengths include cov-

erage of popular 1988 and newer Chevrolets; 2002-05 Dodges, 1997 and newer Fords, 1988 and newer GMCs, 2003-08 Hummers, and 1998-2005 Mazda truck and SUV models. www.GoRancho.com

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Disc brakes with rubber-core shims Bosch has launched a major brake program with the introduction of its QuietCast Premium

Disc Brake Pads. QuietCast pads feature a rubber-core shim that promotes silent operation.

The brake pad program, with 789 part numbers, will provide 95% coverage for all makes and models of Asian, domestic and European cars, light trucks and SUVs throughout Canada and the U.S. QuietCast disc brake pads offer platform-specific ceramic, semi-metallic and non-asbestos organic (NAO) formulations, rubber-core shims and molded shim technology on selected applications. www.bosch.com

26 CANADIAN TECHNICIAN

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3. I specify, select, approve or influence/recommend the purchase of automotive replacement parts, tools, or equipment (check all that apply): ❑ Specify ❑ Select ❑ Approve ❑ Influence or recommend ❑ None of the above 4. The type of work we do here includes (check all that apply): 1. ❑ Oil / filter / lube service 2. ❑ Battery sales / service 3. ❑ Brake service 4. ❑ Engine repair / overhaul 5. ❑ Engine performance / emissions / tune-up

6. ❑ Electrical service - chassis 7. ❑ Electrical service - engine 8. ❑ Exhaust / muffler / catalytic converter 9. ❑ Shock / strut service 10. ❑ Steering / suspension service 11. ❑ Wheel alignment / wheel service 12. ❑ Transmission / transaxle service or overhaul (automatic) 13. ❑ Transmission / transaxle service or overhaul (manual) 14. ❑ AC service 15. ❑ Cooling system / radiator service 16. ❑ Emission control service 17. ❑ Clutch service 18. ❑ Fuel injection service 19. ❑ Diesel engine service 20. ❑ Tire sales / service

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MY JOB TITLE IS (CHECK ONE ONLY): ❑ Shop owner / Shop manager ❑ Administration ❑ Service writer / Service manager ❑ Lead technician / Shop foreman ❑ Technician ❑ Apprentice ❑ Other (specify):_________________ 5. Average number of vehicles serviced at this location per week: _______________________________________________________ 6. Number of service bays at this location: _______________________________________________________ 7. Number of mechanics/technicians employed at this location: _______________________________________________________ 8. Number of apprentice technicians employed at this location: _______________________________________________________

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April 2010

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CANADIAN TECHNICIAN 27

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AUTO PUZZLE April 2010 1

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Street-fleet vehicles Truckers’ communication devices (1,1,6) ’04 Buick model Car with prancing-horse emblem Dashboard's digital distance display Third-generation Petty family racer Target of Adopt-a-Highway program African adventure in a Land Rover ’70 Plymouth muscle car ’62-’80 Triumph sports car Really rural road description (3,4) Word seen on Hawaii’s plates Often-upgraded stereo components Pixar's ’06 animated film

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Jay Leno and Jerry Seinfeld (3,10) Early Ford-based monster truck Electric paint-polishing tool ’08 Saturn sedan Homeland of 10-Across car Drift, in other words (5,8) Big-rig bunk Final trip around the track (4,3) See “Grand Canyon State” plates here Final word in right-side-mirror message “Nothing runs like a ____,” ad slogan Surname, Peugeot-driving Columbo actor

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Responsible choices & smart maintenance keep you coming back for more.

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December 2009 Auto Puzzle 1

Snowmobile Belts The only snowmobile belt with CARBON FIBRE REINFORCEMENT for MAXIMUM PERFORMANCE and MINIMUM BELT WEAR

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Congratulations to George Bitsanis of Docteur Silencieux in Laval, Que. for solving our December 2009 puzzle.

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NO PURCHASE NECESSARY. To enter, residents of Canada who have reached the age of majority according to the law of the province in which they reside, should complete official entry form and post it to Canadian Technician Magazine, 451 Attwell Drive, Toronto, ON, M9W 5C4. Or fax it 416-614-8861. Canadian Technician is the Sponsor of the sweepstakes. Chances of winning depend on total number of eligible entries received. For this month’s drawing, entries must be received no later than 8:00 pm EST on June 17, 2010. One entry per person per month. Void where prohibited. Subject to full, official rules and regulations.

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QUESTION OF THE MONTH: What vehicle no longer being produced would you like to see brought back?

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continued from page 30 It turned out the Beanie had lots to say, and none of it good.

“Guys, I’ve checked everything I can think of… I’ve followed the wire from the battery to the ignition switch, and then traced the lead to the sunroof, and then…”

“Hold it!” broke in Tooner. “Ignition switches? Sunroofs? Back it up, buddy boy. What are you talking about?”

Beanie stopped to collect his thoughts. “Okay, here’s the deal. Fusible link Number 5 feeds only the ignition switch and the sunroof relay. We’ve already tried a new ignition switch, but that didn’t help. Then I disconnected the sunroof wiring harness, but we’re still blowing the link. I don’t know where to turn next!”

Basil rubbed his chin. “‘Turn’ is a good choice of words, Beanie. You need to check your road map. Have you consulted the appropriate wiring diagrams for this vehicle?”

“Well, yeah… that’s how I know the wire only feeds the sunroof and the ignition switch.” He paused briefly. “There’s only a few circuits going off from the ignition switch, and every one has its own separate fuse. Those fuses aren’t blowing, so it can’t be one of them!”

“Hold up there,” growled Tooner. “Whaddya mean ‘only a few circuits’? Since when does an ignition switch only feed a few circuits?!” He headed for the shop computer. “I’m gonna check that diagram m’self.”

When Tooner returned, he had a crumpled printout in his hand. “Beanie, I show a ton of circuits runnin’ off that ignition switch, and there’s at least four or five that ain’t got no fuse.” He thrust the wiring diagram in our direction. “It’s all right there on page three.”

There was a long pause. “Uh, page three?” ventured Beanie meekly. “I’ve only got two pages here.”

Spoke used the same online service for repair manuals and wiring diagrams that we did, but somehow he’d only printed out two of the three pages required. Once Beanie found page three, he was able to trace the short to the EGR solenoid wiring harness that had melted to the exhaust manifold.

I hung up the phone. “Well, I guess we’ve learned a lesson.

Never send an inexperienced tech out on a service call.”

“Whaddya talkin’ about?” Tooner bristled. “T’ain’t his fault we didn’t give him the right supplies before he left!”

“The right supplies?”

“Yeah! The road map, er… I mean the wiring diagram. Ya should never trust the other guy’s information.”

“Exactly,” chimed in Basil. “You can’t blame the lad for getting lost when we sent him in the wrong direction. If you ask me, I’m rather proud of the boy.”

“Ditto. Now let’s go have some o’ them donuts now. I feel like celebratin’.”

I shook my head. Just when you think you’ve got the story figured out, somebody rewrites the map… I mean the book.

Rick Cogbill is a licensed technician and former shop owner in Summerland, B.C. To read more about Slim and the gang, check out Rick’s book A Fine Day for a Drive at www.thecarside.com.

APRIL 2010

ADVERTISER INDEX AAEC............................................................27 www.aaec.ca 800-267-5497 AIA Canada ..................................................26 www.aiacanada.com 800-808-2920 Affinia – Raybestos Brakes ...........................14 www.raybestos.com 800-665-4741

Atlas Tire Wholesale Inc.

Atlas Tire Wholesale Inc. ......................2, 19, 24 www.tiredistribution.com 905-670-9791 West, 416-292-8202 East Bars Products – Rislone ................................10 www.rislone.ca Beck / Arnley................................................18 www.beckarnley.com 1-888-464-2325 Blue Streak-Hygrade ......................................3 www.bluestreak.ca Firestone .....................................................31 www.bridgestonetire.ca Goodyear.....................................................28 www.goodyearep.com 888-275-4397 Honeywell – Autolite ...................................23 www.autolite.com Imperial Oil – Mobil ....................................4, 5 www.mobil.ca 800-567-3776 Quaker State................................................25 www.quakerstate.com 1-800-263-6200 Snap-On Tools of Canada .............................6, 7 www.snapon.com 800-734-2676 Tenneco Automotive – Monroe .....................17 www.monroe.com Visit Website Valvoline ................................................13, 21 www.valvoline.com 1-800-TEAM-VAL Wakefield Canada – Castrol ...........................9 wakefieldcanada.ca 1-800-268-5339

WORLDPAC

WorldPac .....................................................32 www.worldpac.ca 800-463-8749 CANADIAN TECHNICIAN 29

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The Car Side

Page 30

By Rick Cogbill

Connecting the dots isn’t always easy… especially when it comes to a Chrysler Sebring with a dead short.

Power Maps for Dummies “Gee, I dunno… d’ya think the kid’s gonna be alright?”

Basil struggled with his emotions.

“I certainly hope so, Tooner. But I do worry – a bad experience at this age can damage a young fellow for life!”

I stared at my two colleagues.

“Aren’t you guys overreacting a little? I mean, you packed him a lunch, checked his supply list three times, insisted on a fresh pair of coveralls…” I shrugged. “Get over it. You two are acting worse than a dad on his kid’s first day of school.”

But as we silently watched the service truck disappear down the street, even I had to admit that life happens way too fast. One minute the kid is playing around in a puddle of oil; the next minute he’s off doing service calls.

Basil sniffed and smiled weakly.

“Well, we’ve done our best. Sometimes you just have to let go.”

Tooner growled and returned to his brake job. Though he tries to hide it, deep down I know he cares. I slapped Basil on the back.

“Cheer up. If Beanie has any problems, he’ll call. Come on back inside – there’s a fresh bag of donuts calling your name.”

But the sugar-laden treats failed to lift the mood that morning. We’d just sent our young apprentice on his first official service call to help out another shop, and it was worrisome. “What if The Bean screws up?” exploded Tooner later. “Our reputation is on the line here!”

I let it pass. Tooner’s outburst was to be expected – Beanie hadn’t called all morning and the pressure was getting to us. “Relax,” I said. “It’s simple wiring problem. I think he can handle that.”

The vehicle at issue was a 2000 Chrysler Sebring with a dead short.

Fusible link Number 5 kept blowing, 30 CANADIAN TECHNICIAN

and the guys at Spoke Lee’s Alignment Shop had struggled with it for two days now. Spoke himself had called me that morning.

“Y’know that we don’t normally tackle these things, Slim,” he said, “but it’s a regular customer, and besides, you’d think a dead short would be easy to find.”

“Apparently not,” I replied.

Spike groaned. “We’ve replaced that link four times. Every time we drive around the block, it blows again!” He lowered his voice. “If you could send someone over, that’d be great. I hate to run up a towing bill, if you know what I mean.”

I understood, all right. It wasn’t the

towing bill he was worried about – it was the ribbing he’d get from Dutchy when he showed up with his deck truck. Our local towing operator can be a little less than sympathetic at times.

The long-awaited phone call finally came in the early afternoon. Tooner pounced on it at the first ring. “Hello?

Beanie, is that you?!”

Basil and I came running. “Is he okay?

Put it on speaker phone!” yelled Basil. “I need to hear his voice...” I glanced at him and he coughed. “I, er, I mean, I want to hear what he has to say…”

continued on page 29 APRIL 2010

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