Canadian Technician August 2010

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ALSO

➤ IS YOUR SHOP READY

FOR THE FUTURE?

➤ ROAD TRIP REVELATIONS

➤ MANUFACTURED VICTIMHOOD

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To learn more, talk to your Snap-on franchisee or visit www.snapon.com/ankdrive

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contents

Canadian Technician • August 2010 • Vol. 15 No. 6

FEATURES

Belting One On . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21 Accessory belts continue to evolve.

Here’s what you need to know.

What A Road Trip Reveals . . . . . . . . . . . . . . . . . . . . . . . 27 Columnist Rick Cogbill hits the road to visit some shops and discovers it is the best of times; it is the worst of times.

COLUMNISTS The Greenwood Report By Bob Greenwood

15

Management S.O.S. By Kelly Bennett

16

DEPARTMENTS

34 The Car Side

By Rick Cogbill

Editorial ............................................................................................ 5 Service Notes ............................................................................... 7 Letters ............................................................................................... 9 EyeSpy............................................................................................. 10 Out & About

............................................................................... 10

Reader Rides Products

............................................................................ 11

....................................................................................... 29

Auto Puzzle ................................................................................. 32

Our new international calling card. by

www.bluestreak.ca

AUGUST 2010 CANADIAN TECHNICIAN

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Now, We Do It All!

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Valvoline Professional Series delivers maximum value to consumers and helps grow your bottom line. Š, 2010, Ashland Canada Corp.

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EDITORIAL

Manufactured victimhood Ms Lube is crying foul over litigation by Mr. Lube, but it’s hard to feel sympathetic.

By David Menzies

A

few unrelated companies were in the news recently, crying foul over being “victimized” by much larger competitors.Yet, for those who bothered to delve past the sensational headlines, the complainers didn’t really seem to be victims at all.

First case: in late April, Labatt Breweries announced it was closing its Lakeport brewery in Hamilton and shifting production of Lakeport beer to London, Ont. to take advantage of increased efficiency. Out of the blue, tiny Minhas Craft Brewery quickly announced it had made an offer to Labatt to purchase the Hamilton brewery and save the 200+ jobs. However, big bad Labatt refused to sell, prompting Minhas to huff in a press release that it was “horribly disappointed.”

Here’s the reality: it’s easy for the likes of a Minhas to make an offer when it already knows the offer will be refused.

Put another way, why would Labatt aid and abet a competitor? Besides, what in the world was Minhas going to do with a brewery that produces five times its annual capacity? And, oh yeah, where’s the money to finance such a multimillion dollar shopping spree?

On the heels of the Minhas brouhaha, there was another example of such manufactured victimhood – this time in the automotive aftermarket industry.

Jessica Gilbank owns an all-female auto shop in Toronto called Ms Lube.

Can you possibly guess who might have a problem with such a moniker?

Not surprisingly, Mr. Lube is seeking $250,000 in punitive damages and an injunction to prevent Ms Lube from continuing to use its name and trademark.

According to the statement of claim, “The defendant has always known that the name Ms Lube would call to mind the well-known Mr. Lube trade name and

trademarks. This was part of the business model, namely, to trade on the fame and reputation associated with Mr. Lube.”

Gilbank’s response: “It is very representative of the machismo and the male chauvinism that exists in the trade that they would want to do this to the very first all-female shop.”

Really?

Gilbank says the rationale behind her shop’s contentious name is the fact that when it comes to auto service, everything starts with oil. That explains the

one is malicious, even though bigness is often synonymous with badness (consider such pejorative descriptors as “Big Oil”and “Big Pharma”.)

As well, Gilbank now seems to be somewhat disingenuous with regard to her philosophy on how women should tackle the male-dominated automotive industry. After all, in a story we ran last summer, Gilbank offered the following nuggets of advice: “Don’t go into the shop with a chip on your shoulder as though you’re somehow better than

ISN’T GILBANK HERSELF DOING THE “I’M-A-POOR-LITTLEWEAK-GIRL ACT” WITH REGARD TO HER ONGOING LEGAL TUSSLE WITH MR. LUBE? lube part. As well, she wanted to clearly emphasize the fact that hers is an allfemale shop, which is where the “Ms” part comes in. (Alas, one wonders if “Boob Lube” would’ve adroitly carried the day without angering competitors, but we digress…)

Don’t get me wrong. I think Jessica Gilbank is an accomplished technician and a savvy entrepreneur and it’s terrific she’s created a female-friendly shop.

But surely she can’t be all that upset and shocked that she’s attracting the attention of a direct competitor whose name is differentiated only by a single consonant?

The truth is, Gilbank is an astute marketer who’s very good at getting free publicity for her shop. The all-female angle was great for reams of publicity last year; now it’s time to play the victim card so that her shop stays in the news.

Given that Mr. Lube is a chain of more than 100 locations, this is a David and Goliath story to be sure. But here’s the rub: sometimes, Goliath ain’t such a bad guy. Being big doesn’t necessarily mean

everyone else. And don’t do the ‘I’m-apoor-little-weak-girl’ act to get the guys to help you with the tough jobs.”

Yet, isn’t Gilbank herself doing the “I’m-a-poor-little-weak-girl act” with regard to her ongoing legal tussle with Mr. Lube?

What can we take away from such manufactured victimhood? First, those who are opening a shop should take extra care when choosing a name, especially if your moniker might infringe upon someone else’s intellectual property.

Second, if you’re itching for a fight – be it for free publicity or some other unspoken strategy – don’t play the victim card should your wish come true.

In the meantime, since Gilbank says she has no intention of changing her shop’s name, here’s hoping the lawsuit generates at least $250,000 for Ms Lube in terms of free publicity and that such PR pays off in terms of increased sales.

After all, Gilbank’s going to need all the fiscal help she can get taking on a deeppocketed litigant like Mr. Lube.

AUGUST 2010 CANADIAN TECHNICIAN

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SERVICE NOTES

VOLUME 15

Truth in advertising

NUMBER 6

Old newspaper ads demonstrate that being “Car Care Aware” isn’t a new concept.

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 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.

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Canadian Business Press

“Belting One On” by Wayne Moore Phone (905) 632-8772 www.canadiantechnican.ca/covers

By Allan Janssen

T

hey say there’s nothing new under the sun.

I know that’s hard to believe.

Every generation tends to think of itself as the first truly enlightened one. I know mine did. I know my children’s does. We all consider the latest solutions to nagging human problems to be unique and better than those of decades past.

But it’s especially difficult, in an age of unprecedented technological advance, to accept the old truth that nothing really changes. Science, business, society, politics… the whole world appears to be operating under new rules these days.

So it’s nice, every once in a while, to stumble across a historical document that tackles a problem you thought was confined to the modern era. I remember reading an essay written in the mid-19th Century about societal decay and the moral delinquency of young people. The concerns expressed in the 1880s seemed no different from what is said about today’s pierced and Goth-obsessed youth.

I was similarly bemused to read a Chevrolet ad from a 1942 issue of the Maynard Beacon-Village in Maynard, Mass. It pictures a technician checking a vehicle’s steering and alignment using “special equipment” and advocates the mindful offer of “conservation services” for all makes of cars and trucks. It listed key concerns as being tires, radiator, lubrication, brakes, motor tune-up, carburetor, fuel pump, steering, wheel alignment, body and fender repair, clutch, transmission, rear axle, headlight, electrical system, shock absorbers, painting, refinishing, and washing. With the exception of carburetors and the body work, these could all be parts of the “Be Car Care Aware” menu.

Who knew that in the early 1940s Chevrolet dealers were promoting a national vehicle maintenance program?

“Chevrolet invites the millions of

patriotic, forward-looking Chevrolet owners – and in fact all motorists – to join with Chevrolet dealers in a great national Car Conservation Plan,” the ad reads.

And how much would the complete inspection cost? Well, going by another Maynard Beacon-Village ad – this one for a Ford dealer – it would be about $5. That offer included brake adjustment, steering gear adjustment, and front wheel adjustment, tire rotation, spark plug

adjustment and cleaning, fuel pump cleaning, carburetor adjustment, fan belt adjustment, battery inspection, terminal cleaning, and a 10-point inspection.

Adjusted to 2010 dollars that’s about $140.

I don’t know if Chevrolet reaped great rewards from its Car Conservation Plan.The logic of its tagline – “A mobile nation is a strong nation” – has certainly proven itself over the years. And linking vehicle maintenance with patriotism is a strategy that might still work in the U.S.A. (not so much in Canada). But successful or not, I admire the effort to bring attention to the need for regular service work.

It’s an important message – perhaps even more so today than in 1942.

AUGUST 2010 CANADIAN TECHNICIAN

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LETTERS

JUST SAY “NO” TO SUNDAY SERVICE Recently, at a couple of our last Auto Repair Association meetings, it was brought up by a member that we as an association should be arranging more training of ourselves as shop owners so that we can feel and act more professionally in our industry.

Well, this very same auto service provider is now opening his two franchised repair facilities on Sundays. (I don’t want to mention the franchise name.) After approximately two weeks, another name-branded service facility and two independents are now open on Sunday as well, as are two jobbers.This is NOT the way to be more “professional.”

Are we going the way of the grocery stores?

My dentist only works Monday to Thursday; my veterinarian takes every Tuesday off and only works until noon on Saturdays.

DRIVE CLEAN SHOULD BE ABOLISHED Re: “Drive Clean” If it ain’t broke, why fix it?” by Takeshi P. Takaki (June 2010.)

I have done considerable checking and found a phone number for Drive Clean Ontario which is not in the phone book. (For those interested, the number is 1-888-758-2999.

By the way, these people aren’t very friendly.)

My opinion of Ontario’s Drive Clean program is that it’s a total money-grabbing procedure for the government. It should be abolished.

I know Mr. Takaki wouldn’t agree with me, but I don’t think that half of the province should be paying to keep the entire province clean (those motorists living in southern Ontario are subject to biannual Drive Clean tests whereas those in northern Ontario are not.)

Where I live (the Lucan area in Middlesex County), we are subjected to mandatory Drive Clean testing. But just five miles north in Huron County, motorists aren’t

What kind of lifestyle are we forcing our staff to have if they are expected to work lots of weekend hours while the rest of their friends, neighbours and general public can enjoy weekends and family time together?

I really think we are stepping backwards and not thinking of ourselves as true professionals.

Do you know of any other trades people who work on Sundays? Heck, most plumbers, roofers, carpenters, HVAC technicians and electricians won’t even work on Saturdays!

By working these kinds of hour, I’m afraid we’re telling our staff and the general public that we’re just “grease monkeys.”

I say let’s start acting as the professionals we are.

Ed Jagt Pro-Tech Tire & Auto Barrie, Ont.

subjected to such testing.

It’s been my experience that when you have to make repairs due to a Drive Clean test it is due to pollution problems thanks to a faulty sensor or exhaust. This, in turn, prevents the vehicle from running properly.

Most educated people would notice this and have the problem fixed without the unneeded expense of Drive Clean.

Let’s abolish this foolhardy expense.

Tom Davidson Mechanic (retired) Lucan, Ont.

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.

AUGUST 2010 CANADIAN TECHNICIAN

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OUT & ABOUT

The Wonderful Wizard of Moz Canadian Technician’s columnist/tech returns from his excellent African repairing safari.

By Rick Cogbill Full disclosure: although I’m an automotive technician as well as a writer, I’m certainly no magician.That’s unfortunate.

You see, I recently found myself repairing vehicles in the African bush (just call this little getaway my version of

Into Africa: Rick Cogbill (left) teaches Mateus Fernando a few tricks about the art of auto repair.

“March Brake.”) Houdini-training would’ve come in handy: it took more than a few tricks up my sleeve to get some of those African autos running again.

Case in point: A 2001 Ford Courier pickup with a major fuel leak from the carburetor.What does one do when you finally make it into town and discover you can’t buy carb kits in Mozambique?

The solution: wait until a colleague

travels to South Africa and have him bring back the required parts on his way home. Granted, this meant waiting a couple of weeks, but apparently the only thing that moves quickly on a consistent basis in Africa is the cheetah.

In any event, my daughter and I recently returned from a month-long trip to central Mozambique to visit my niece who works as a nurse with SAM Ministries, a Canadian missionary organization.

When I landed in Mozambique, I was barely off the plane before my mechanical skills were pressed into service. We had stopped to visit a crew putting a roof on the local clinic and the Honda generator being used sputtered to a halt. Even before I could unpack, I was getting my hands dirty checking for spark and fuel delivery.

Based on a large farm owned by the mission group, I fixed everything from vans to motorcycles. I even fixed the washing machine at the home where I stayed. (Then again, I had an ulterior motive for that repair job: I needed my laundry done.)

According to a staff member, a qualified mechanic hadn’t visited the farm in 14 years.Vehicles in Africa live a hard life, and with few trained

EYE SPY Get a grip!

“A 2001 GMC Jimmy came to us as a ‘No Start,’” writes Connie Rackow of Kal Tire in Lillooet, B.C. “It needed the fuel pump replaced (in tank) and once it was up on the hoist we discovered the truck’s ‘exhaust leak’ – quite a handy fix.”

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

10

CANADIAN TECHNICIAN AUGUST 2010

mechanics to service them, they are simply driven until they fall apart.

I also spent time teaching basic repairs to the local staff. This was a joy. The Mozambiquen people love to learn, and as helpful as it was for me to repair a few things, it was even more important that I show them how to fix it themselves the next time – because there definitely will be a next time.

Working in Africa can be frustrating.

If you need a U-joint or a shock absorber, forget about ordering it by make and model. The first thing they’ll ask at the parts counter is, “Did you bring a sample?” It’s astonishing what they can dig up out of the backroom if they have something to compare it with.

But there are some things you just can’t buy – like a new wiper linkage for an Isuzu pickup. The worn ball pivots on the Isuzu I was working on kept popping out, and with no new parts available, I ended up reforming the plastic ball sockets with a soldering iron.

Such a fix would never fly in Canada, but embracing “MacGyverism” is par for the course in Mozambique.

Although some of the tasks were downright daunting, I nevertheless encourage other technicians to consider visiting Third World countries. We’re so well-trained and we have so much to offer.

And while traveling to Africa isn’t cheap, the experience of a lifetime was certainly worth it. Lawyers call it “Pro Bono” – offering your services for free.

I think we technicians can benefit by doing likewise. Besides, such an experience serves as a vivid reminder that life isn’t all about making money.

Giving away something of ourselves helps maintain a proper perspective.

Bottom line: I’d do it again in a heartbeat. Anybody care to join me?

Editor’s note: For more photos and the blow-by-blow account of his trip, visit Rick Cogbill’s travel blog at www.mydustyshoes.blogspot.com)

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Cochrane wins AIA Distinguished Service Award John Cochrane of Cochrane Automotive in Toronto was the recipient of the AIA Distinguished Service Award at the ACE Conference in Montreal recently.

In his acceptance speech, Cochrane reflected back on his days in the business and speculated on what lays ahead for the automotive aftermarket.

“When I started in the ’60s, it was primarily a breakdown industry,” says Cochrane. “It was not uncommon to have engine, automatic transmission and rear axle failures on a regular basis.Tuneups were done spring and fall. This consisted of points, plugs, caps, rotor, wires, PCV valves, air and gas filters, etc.

Lube, oil and filter changes were done every 90 days or 3,000 miles. This was the bread and butter of the shop and the shop saw [individual customers] at least three or four times a year.”

However, Cochrane notes the automotive aftermarket landscape has dramatically changed – and the new

reality means shop owners must reconfigure their business plans, too.

“The manufacturers’ tune-up scheduled maintenance on many vehicles has moved to 160,000 km.

Points, rotors, caps and condensers are all gone, and in many cases, wires have also disappeared. That means if a person drives 20,000 km a year it is going to be eight years before the vehicle is going to get any kind of tune-up work.”

Cochrane says the industry needs to explore and develop new criteria for vehicle maintenance through the Be Car Care Aware program, focusing on semi-annual inspection, (versus the lube/oil/filter model every 90 days) so that a shop has an opportunity to inspect the vehicle every six months.

This strategy will also give the shop a chance to advise the consumer on recommended maintenance, which will ultimately instill confidence and trust with the motoring public.

SUPPLIER NEWS Shad’s R&R tournament raises $125,000 for MD The location was different – Station Creek Golf Club in Stouffville, Ont. – but the results, thankfully, were the same: Shad’s

R&R Golf Tournament raised more than $125,000 for Muscular Dystrophy Canada. Since the inception of the Shad’s R&R Golf Tournament, more than $3.6 million has been raised to help those coping with neuromuscular disorders.

READER

RIDES Wakefield Canada celebrates 5th anniversary

A lightweight champion Steve Balla of Jaguar Calgary sends along this photo of a 1955 Messerschmitt KR 200 he acquired in Budapest, Hungary. It has a 191-cc single cylinder Fichtel & Sachs 2stroke engine yet it can reach a maximum speed of 100 km/h thanks to its light weight. As well, the KR 200 delivers exceptional fuel economy – up to 70 mpg. Steve says the experience of reversing the car is “very funny” given the inherent steering challenges that arise from a vehicle that has two front wheels and one rear wheel.

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.

Wakefield Canada, the distributor of Castrol products in Canada, recently celebrated its fifth anniversary by having a BBQ at its Toronto headquarters. The company has grown in leaps and bounds since it was founded in 2005, noted Wakefield president and CEO Bob MacDonald. MacDonald says the company’s commitment to customer service is what sets Wakefield apart. As well, he noted Wakefield has posted positive growth in terms of the volume of lubricants it has sold in the past five years (even though the market declined overall) and that much of the growth was due to the sale of more profitable premium products. The last five years “has been a runaway success,” says MacDonald.

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OUT & ABOUT

Bosch premieres new KTS 340 tool Robert Bosch Corp. recently conducted a show-and-tell session at its Broadview, Ill., headquarters when it introduced the KTS 340 – an all-new diagnostic tool designed specifically for the North American market.

According to Bosch, this easy-to-use tool provides the technician with greater efficiency and accuracy. As well, the KTS 340 makes for a time-saving device thanks to its fast and reliable diagnosis of domestic and imported vehicles. (The company has devoted a special website to the tool: www.kts340.net.)

“The complexity of vehicles makes it difficult to diagnose and service them. Even simple services are becoming more complex,” says Jim Frazer, a director of marketing for Bosch.

Bosch notes the KTS 340 is the first entirely new tool introduced by the company since its acquisition of Vetronix four years ago. The KTS 340 is the merger of the Master Tech and the KTS platforms, thereby combining the best of both worlds.

“The vehicle today is like a computer on wheels – however the vehicle of tomorrow will be a supercomputer with a rolling IP address, constantly connected to the grid,” says Frazer, noting automotive shops must start preparing for the growth in vehicle complexity and connectivity.

ContiTech keeps your customers

Bosch’s David Scribner demonstrates the KTS 340.

Michael Loth, Bosch’s director of training, stressed training is increasingly important to the shop owner as it increases customer satisfaction through improved service, fewer customer comebacks, and increased retention of technicians.

He notes modern vehicles have as many as 50 microprocessors onboard. “Technicians need to be able to diagnose and repair vehicle problems using the correct parts,” says Loth.

If anything, the KTS 340 is extremely convenient to use given that it connects to service information and the Internet through standard WiFi. As well, it is operational right out of the box as the KTS 340 doesn’t require setup with a desktop computer.The first year of updates are free, and users aren’t required to purchase previous updates to update the tool if their subscriptions lapse.

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Š 2009, Ashland Canada Corp. *Source: Thomas Penway Research Poll of ASE Mechanics in the United States

www.v a lv o li n e . c o m

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.

TM

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THE GREENWOOD REPORT

FUTURE SHOCK Are you preparing your business so that it can address the challenges of the months and years ahead?

By Bob Greenwood

T

he challenges of running an auto shop today are many, and several veteran shop owners probably wonder when or if they’ll be able to catch up.

But rather than taking a defeatist attitude, why not embrace an approach along the lines of moving forward? It’s all about Darwinism 101: evolving to stay ahead of the game.

In fact, if you plan on staying in business, you really have no other choice than to embrace a forwardthinking strategy.

As you know, vehicle manufacturers are putting more enhanced technology into their vehicles with every model year. A simple example is the oil life monitor. What’s interesting about this monitor is that in some cases it will not turn the service light on for upwards of 25,000 km. That can easily represent once a year for numerous drivers.

With the improved engines and fluids today, the independent shop’s credibility is being eroding tremendously in the public’s eye when a shop still promotes an oil change every 5,000 km (even though the client’s vehicle owner’s manual recommends a completely contrary timetable.)

We’re now in an era in which the majority of vehicles may only need servicing a maximum of twice a year – not four or five times, which was common yester-decade.

It’s time to get serious about transitioning your business. If you aren’t familiar with the processes, get yourself booked into a class and learn what’s required. The alternative is grim: namely, your shop will end up shuttered and your employees out on the street.

It’s management’s responsibility to ensure this fate never materializes.

Need more convincing? Consider

what’s heading our way in the next decade. Every shop owner must learn how to deal with these new technologies, and at the same time, ensure the right net income is derived for the business.

Vehicle Telematics

This is only going to grow. This technology is an excellent way to tie the consumer back to the OE dealer.

What is your shop’s game plan to deal with telematics? Is it being discussed with staff?

Fuel Efficiency

As vehicles improve from a fuel efficiency perspective, new technology will continue to emerge. The questions that must be raised include: when and where will the training be obtained? What are the costs? And who in the shop is going to obtain this new knowledge?

Continuous training in this industry today isn’t an option – it’s a prerequisite. In fact, the average technician requires 100 hours of training annually to remain up-to-date.

Staff Replacement and Retention

We’re dealing with an aging industry.

If you have another 10 or 15 years left as a shop owner, you must learn to properly address staff management.

Staff replacement/retention requires management skills to create a solid shop team that embraces a culture of excellence. While pay is important, it’s not the only catalyst that leads to staff loyalty anymore. These days, employees also care about career and personal development programs, and a working arrangement that fits in with their personal lifestyles. What’s your

game plan in terms of attracting – and retaining – the best in the business?

On the other hand, if you have less than six years left in the business, what’s your game plan for succession? If you can’t prove that the business is profitable after a professional management wage has been paid, I’m sorry to say you’ll have little or nothing to sell.

The old ways of conducting business are gone for a good reason: oldfashioned methods don’t work any more. The breakdown and repair business model is itself broken; in its place is a model developed around managing and maintaining a complex vehicle.

The shop owners that run their businesses on price are broke today and have only succeeded in buying themselves a poor job. They never really understood that in this complex service business you can’t discount yourself into prosperity. They never learned how to calculate net income on an invoice before closing it off.

They’re still glued to sales-per-invoice and total sales of the shop. As such, they aren’t addressing today’s realities, choosing instead to live in the past.

It’s time to get serious about addressing the immediate future because before you know it, the future will be on your doorstep. Are you a person who continuously looks in the rearview mirror of your life? Or are looking out the front windshield, paying close attention to the exciting future down the road? It’s your life and the choice is yours to make.

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.

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MANAGEMENT S.O.S. IN THIS SERIES OF FICTIONAL LETTERS FROM A NEW SHOP OWNER TO HIS FORMER BOSS, MANAGEMENT TRAINER KELLY BENNETT DISCUSSES BASIC BUSINESS PRINCIPLES THAT APPLY TO THE AUTOMOTIVE REPAIR INDUSTRY.

THE PURSUIT OF HAPPINESS A HAPPY SHOP IS A PROFITABLE SHOP – AND THERE IS MUCH TO BE HAPPY ABOUT WHEN IT COMES TO A CAREER IN THE AUTOMOTIVE AFTERMARKET.

DEAR KELLY: I was at Brian’s shop all day, and wow, is he pumped! He just took his first-ever draw out of the business! For his first purchase upon depositing the cheque, Brian decided to buy me lunch.

How cool is that? I had to hold back the tears. He has come a long way and attributes much of his success to me helping him out and being my Greater Than Yourself project. The shop is looking great. His employees are happier than any technicians should be. I heard them laughing and whistling while they worked – kind of like a supersized set of Seven Dwarfs. Brian has accomplished much more than I did, and did so in a much shorter period of time. I’m so proud. He said to say hello to you and thank you for your valuable advice. I now have a better idea now of how you felt when you saw my accomplishments. Thanks again, Kelly.

–Erol

DEAR EROL: Thanks so much for letting me know about Brian. I received a thank you card from Brian today along with a Starbucks gift certificate. He obviously knows me very well.

I remember when I was able to write my first profit cheque. It was so exciting for me that I framed the cancelled cheque and displayed it in my den at

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CANADIAN TECHNICIAN AUGUST 2010

home. I had worked for just a wage for almost two years, so it was a great feeling to actually generate some profit. Prior to that I often wondered why I was working for myself. Why not just work for someone else if all you’re going to do is pay yourself a wage as a technician?

Why not work for someone else if you can make the same amount of money without having to deal with all the stress and long hours? I would tell people that since I became self-employed I just worked half a day. (Twelve hours being precisely half a day – ha.)

Yes, Brian was able to take home a profit cheque earlier than you or me.

When you took your first profit draw I was thrilled and, to be honest, even a bit jealous. After reading Greater Than Yourself, my perspective dramatically changed. I was thrilled to be your mentor and see you do better than me.

It is very rewarding.

I just came back from our management group meeting. It was incredible. As I sat there listening to how much each member appreciated each member of the group, I found myself feeling sorry for all the shop owners out there that are doing it all on their own. I’m glad that I’m in

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business for myself, but not all by myself. (Yikes – I have that cheesy ’70s song, “All by Myself ” stuck in my head right now. But I digress…)

Page 17

businesses. He came to the conclusion that the best business he should get into is automotive. I was stunned – why automotive? His answer made sense: he

Larry Dickison

I FEEL SORRY FOR ALL THE SHOP OWNERS OUT THERE THAT ARE DOING IT ALL ON THEIR OWN. I’M GLAD THAT I’M IN BUSINESS FOR MYSELF, BUT NOT ALL BY MYSELF.

Do you remember the fellow I mentioned a year ago about the customer who hung around and asked me lots of questions about my shop? He had retired from his job at a major consulting firm and spent several months looking at dozens of industries to get into. He told me he looked a pizza place, a coffee shop, a clothing store, a car wash and many other

wanted a business that, for family reasons, would only take up five days a week. Most professions allow that; dentists, doctors, chiropractors, etc. All of those professions, of course, require a vast amount of education. The draw for him about automotive is that you can make it work in just five days a week, while all of the other businesses he was looking at operated seven days a week,

and with long hours to boot.

Indeed, I had never thought of that before. Five days a week is a luxury – and you don’t need years of medical school. It made me realize that our industry is a great industry after all.

Need proof? I have a friend who runs a pizza place.They are open until 2 a.m. and it takes at least 90 minutes just to close down at night. My brother owns a store in a mall and it has to be open seven days a week in order to comply with the mall’s rules for tenancy. Plus he has to pay the mall a percentage of his sales.

Well, that customer has asked me if I want to sell both of my shops to him – what a bombshell. I am now in a valley of decision. I really enjoy running the two shops: however, the demand for training and facilitating management groups is almost overwhelming. I have received so many requests for training and group facilitation, I have had to turn down several opportunities both in Canada and the U.S. It seems that all of North America has woken-up, smelled that coffee (Starbucks of course) and wants training. I receive no less than six requests every month.

Of course I’m not going to jump into this without taking time to think it through properly. I’m taking the next 10 days off to map out a strategy.

Thanks again, Erol, and always remember, I’m just an email away.

Kelly

Kelly Bennett is a certified management trainer and has been coaching automotive repair shop owners since 1990.

You can reach him at kellythecoach@aol.com.

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Belting One On

T

Accessory belts continue to evolve. Here’s what you need to know.

By Jeff Taylor

he time is already upon us in which the first beltless engine is not only a reality, but is actually being mass-produced. Case in point: the 2010 Toyota Prius doesn’t have any drive/accessory belts.

It relies solely on the use of electric motors for all the creature comforts that we demand in the current automobile (AC, power steering, water pump, etc.)

Why has Toyota gone beltless? The answer is twofold: the vehicle is a hybrid so there are many instances wherein the ICE (internal combustion engine) isn’t running; thus, the engineers had to devise a way to run those systems without it. As well, being a hybrid, they wanted the best possible fuel economy.

The current method for accessory drive belts eat away a fair bit of energy from each litre of fuel that the ICE consumes as a parasitic load. If you get rid of those parasitic loads, fuel economy and performance are improved.

However, before we focus exclusively on current technology, we should have a look at some of the changes in drive belt technology and some of the systems being affected.

For several years, almost all accessories depended on the simple V-belt.

The V-belt met most of the demands back in its day, but increasing importance placed on fuel economy, emission controls and engine placement meant changes were needed. Power steering

pumps, alternators, cooling fans, AC compressors, air pumps, water pumps, and vacuum pumps (to name but a few items) all had to be stuffed into an engine compartment that was becoming tighter and more compact as a result of increasingly aerodynamic and smaller vehicle designs. This meant that for many years, almost all the V-beltdriven components where mounted to a maze of brackets. All of which created another problem the consumer wasn’t thrilled about: noise, vibration and harshness (NVH). Any belt-driven device is going to have some NVH (it’s a reciprocating mass that isn’t perfectly balanced) and this NVH is only going to be amplified the farther it’s mounted AUGUST 2010 CANADIAN TECHNICIAN

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from something solid (engine block.)

Engineers knew the solution was to mount belt-driven accessories to the engine block assembly or as closely and firmly as they could (the block acts like a giant dampener unit.) This process eliminates most, if not all, of the NVH amplifying brackets.

The creation of the serpentine beltdrive system by Jim Vance of the Gates Rubber Company was a just what the engineers required. The 1979 Ford Mustang was the first vehicle that

As little as a 5% loss of belt material can cause myriad concerns, even though the belt will look fine.

incorporated this new “multi-rib” belt. It was now possible to run all the needed accessories with just one belt as it was looped around and over the accessories that needed power for operation. It also eliminated the need for multiple belts, lots of brackets, lightening the engines weight (lighter means better fuel economy) and lowering its NVH properties.

The engineers were quick to realize this new serpentine belt-drive system took up far less space and could increase the mechanical efficiency of the drive devices. The serpentine belt is wider than a V-belt and can be put under much more tension without stretching and this increase in tension leads to better fuel economy and more power.

The reason: the serpentine belt allows for smaller pulleys, and the use of a lower ratio pulley increases the mechanical advantage, which reduces the load on the engine. It also allows the engine to reach higher RPMs as the Vbelt tended to either flip over or just fall 22

CANADIAN TECHNICIAN AUGUST 2010

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off at high RPMs. The major manufacturers quickly saw the advantages of a serpentine drive belt system and started to switch from the old V-belt.

The evolution of the belt drive system hasn’t ceased. Up until about 2001, most belts utilized a neoprenebased construction that had the ability to last about 80,000-95,000 km before cracking, chunking, or becoming noisy. The automotive manufacturers wanted more durability and longer life (160,000 km) from the drive belt and this was accomplished by switching the belt’s rubber composition to an EPDM- (Ethylene Propylene Diene Monomer) based construction.

Wear on a neoprene belt is easy to spot, but the new EPDM belt design doesn’t crack; rather, these belts tend to wear out much like a tire. As the EPDM belt wears, the material that makes up the ribs actually wears off, which can mask problems (such as a lack of AC performance and belt squeal.) This has led to diagnostic confusion for some techs. As the belt wears, it loses material and the ribs or grooves tend to become more “Ushaped” than “V-shaped. As the material wears away from the ribs of the belt, it doesn’t contact the pulley ribs properly anymore and this causes heat build-up, slip, wear, and water hydroplaning.As little as a 5% loss of belt material can cause myriad concerns, even though the belt will look fine.Thankfully, there are special tools that enable the measurement of the rib material left in order to aid in belt wear diagnostics.

Proper belt tension optimizes the belt’s life and ensures that all the driven systems work at their proper efficiency. The serpentine belt on most vehicles is held tight or adjusted by an automatic tension assembly that can be spring-loaded or hydraulic. The belt tensioner really has two jobs: it must absorb the crankshaft’s torsional vibration (they can bounce more than a billion times over 160,000 km) and keep the proper tension on the belt.

Proper tension on the belt is critical

and often overlooked when a component is being repaired or replaced. Improper tension creates excess heat, excessive belt wear, NVH, bearing failure, slippage and even parts failure. The belt industry recommends the tensioner should be replaced if the belt is being replaced or if any major component is being changed.

A quick visual inspection can usually reveal a weak tensioner by starting the vehicle and turning on the AC to observe the tensioner movements. As a rule, if you can see the tensioner moving or vibrating, it is worn out and needs replacement. Proper belt tension is critical on a BAS (belt, alternator, starter) hybrid as the belt is part of the starting system once the vehicle is using its idle stop mode.

Stretch-to-fit belts seemed to be the next logical progression of the serpentine belt drive system. This stretchy belt has been in use now since 2006 and can be found on Dodge, GM, Ford, Mazda and Isuzu manufactured vehicles. This design is self-tensioning and doesn’t require the use of a tensioner (meaning one more part is eliminated.) This also leads to a lighter, simpler installation – and yes – fewer parts.

In some applications, there was no room for a tensioner, so this step in technology adroitly solved the problem.

These belts are single-use; to remove these belts requires that they are cut and that a new one is installed, using yet another special tool. The construction of a stretchy belt uses EPDM technology, so wear won’t be visible and the rib gauge

Wear on a neoprene belt is easy to spot, but the new EPDM belt design doesn’t crack.

tool will have to be used.

NVH has always been a concern in the automotive industry and the accessory drive system is responsible for much of it. The change from V-

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belts removed a lot of NVH out of the system, but the serpentine drive system created its own problems. As the electrical power requirements have ramped-up over the years, alternators have had to increase their outputs. More belt tension is required to get more work out of the alternator; this has created beltchirping, increased belt wear and more NVH – side effects vehicle owners did not appreciate.

One solution was a one-way clutch in the pulley assembly of the alternator.

This allows the alternator to freewheel on engine shutoff (eliminating the belt chirp we’ve all heard emanating from older Dodge diesel trucks) and when an engine is decelerating quickly (transmission shifting.)

The alternator decoupler pulley was the next progression. It uses the oneway clutch, but now a torsional spring is built-in that absorbs the crankshaft’s

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torsional vibrations that are passed on to the belt. By removing these vibrations from the alternator, there is a reduction in current fluctuations, tensioner movement, bearing loads, AC noises, steering shudder, belt noise and improved belt and belt-tensioner life.

Belt tension doesn’t have to be as high to provide the same amount of work when this pulley is used, and this, in turn, improves fuel economy.

As well, a lot of NVH is removed from the system. Alternator decoupler pulleys have been with us for some time, and yes, they can go bad.

Common customer complaints include poor charging performance as well as frequent noise or vibration issues. You can check this pulley design by spinning the alternator: it should spin freely one way and have a spring feel the other. The alternator decoupler pulley assembly can be serviced separately from the alternator, but make sure you are putting on the correct unit as these parts are engine specific and shouldn’t be confused with a one-way clutch assembly.

The manufacturers have gone to great lengths to improve fuel economy and improve emissions. Does this mean the versatile serpentine belt system has come to the end of its useful life? After all, we already have electric air pumps and electric power steering, so perhaps the writing is already on the wall.

Indeed, electric power steering alone provides a fuel economy gain of 1.5% to 2% at minimal cost to the consumer.

Electric water pumps have been used by drag racers for many years (they’re power-savers) and such technology is now being used in hybrid setups (pulse width modulated water pumps can keep the engine at a very precise temperature, increasing power and lowering emissions.)

Finally, the ongoing advancements in hybrid technology are going to squeeze every drop of gasoline to the limit, and customer demands for smooth, quiet operation are going to lead to yet more changes. And I’m certain the accessorydrive system isn’t going to be immune to such changes.

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

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s I write this, I’m on my way home after completing the final leg of my Western road trip through southern British Columbia and Alberta. I find myself sitting in a cheap hotel room in Golden, B.C., surrounded by the majestic Rocky Mountains. I peck out my thoughts on the tiny keyboard of my laptop. Having just left Alberta, I’m haunted by an old country tune as I work, something along the lines of, “six days on the road and I’m a gonna make it home tonight” (my apologies to Dave Dudley).

A

WHAT A

Road Trip REVEALS

Canadian Technician columnist Rick Cogbill hits the road to visit some shops and discovers it is the best of times; it is the worst of times.

By Rick Cogbill True confession: the main purpose of my trip was to promote my book, A Fine Day for a Drive. But I also wanted to get a handle on how the guys were doing.

What I found was interesting. Some shops were having a really good spring; others were not. Some were hiring new staff while others had lost valuable techs and apprentices to the harsh reality of lower-than-normal sale numbers. There was optimism; there was despair. I saw everything from one-man shops tucked in the back of an industrial complex to large tire stores with 18 staff members.There was no rhyme or reason for what I found; no pattern that I could discern. Or was there?

Overall, I found those shops transforming their business models from breakdown shops to preventive maintenance

were doing better overall. That being said, it was obvious that preventive maintenance is an easier sell in larger centres than in a small prairie town.

To gain customer loyalty, a number of shops had introduced courtesy cars, or at least a shuttle service. As one shop owner put it: “To our customers, it’s not the cost of repairs or maintenance; it’s the inconvenience.”

While some shop owners were sticking with $80 oil changes, claiming, “Well, that’s what it costs me!” others had adopted a price-matching policy more in line with the quickchange lube shops (and even many dealerships) on the premise that it provided opportunities to up-sell preventive maintenance work such as transmission and brake fluid flushes.

Several shops had spent significant time and money on image upgrades, including clean and comfortable waiting areas, better signage, new paint and – just as importantly – upto-date equipment and training for the techs.

Another commonality: those who had been in business for a long time (more than 15 years) were weathering the economic downturn better than those who had jumped in more recently. Part of this dynamic is that veteran shops tend to have lower debt loads. But customer trust is also a major factor in garnering repeat business – and such trust takes years of consistent effort to build.

I also heard the pain. A shop owner who had just lost his son in a tragic car accident; a young owner who was recovering from a partnership gone bad; a couple who were going to have to sell out and move back up north because of the poor economic climate. I listened sympathetically to a long-time car dealer in a Prairie town who had his franchise pulled out from under him by The General, and was now trying to reinvent himself in his later years. There wasn’t much I could do personally for any one of these people, but by taking the time to listen to their stories, a bond was formed and I like to think their burdens became a little lighter, if only for the moment.

One high point of my trip was discovering groups of shops in the same town working together, sharing information, even subletting specialty work out to each other without the fear of somebody “stealing” their customers. Bravo!

My takeaway from the trip was this: now is not the time to give up; now is the time to take a good look at where we are, identify our issues, and make the necessary changes.

On a closing note, listen to the words of a parts counterman in a small and nameless Alberta town who has grown tired of watching the majority of his customers offer sub-standard service to their own clients:“This place needs a good mechanic’s shop.”

Wherever you are in this vast country of ours, I’d encourage you to be that shop. There are a lot of people out there driving vehicles that need constant maintenance and repair, and they need you. Here’s hoping that they find you – and decide to build that long-lasting relationship with you and your staff.

AUGUST 2010 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

Have a comment to make about Canadian Technician?

We’re listening. _________________________________________________ _____________________________________________________________ _____________________________________________________________

❏ Please call me, I have a story idea for Canadian Technician.

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: _______________________________________________________

What would you like to see more of in Canadian Technician?

❏ Human interest stories and profiles ❏ Technical articles ❏ Business management articles ❏ New product information ❏ News about supplier companies AUGUST 2010 CANADIAN TECHNICIAN

August 2010

1. This location is a (check one only): A. ❑ General service and repair shop B. ❑ Specialized service and repair shop C. ❑ Service station with repair facilities D. ❑ Automotive rebuilder E. ❑ New car/truck dealer F. ❑ Body shop with repair facilities G. ❑ Fleet owner with repair facilities H. ❑ Other (specify): ________________________

451 Attwell Drive, Toronto, ON M9W 5C4

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WIN

ENTER FOR A CHANCE TO WIN A GOODYEAR PRIZE PACK.

Send your solved puzzle to Canadian Technician.

We’ll draw a winner on October 17, 2010.

Send to 451 Attwell Drive, Toronto, ON M9W 5C4. Or fax to 416-614-8861

Name:

Workplace: Work address: Phone:

Email:

AUTO PUZZLE AUGUST 2010 1

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

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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 October 17, 2010. One entry per person per month. Prize valued at approximately $100. Void where prohibited. Subject to full, official rules and regulations.

For full, official rules and regulations visit. www.canadiantechnician.com

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

Call 1-888-275-4397 www.goodyearep.com/snowmobile The GOODYEAR (and Winged Foot Design) trademark is used

by Veyance Technologies, Inc. under license from The Goodyear Tire & Rubber Company.

Goodyear Engineered Products are manufactured and sourced exclusively by Veyance Technologies, Inc. or its affiliates.

The Gatorback trademark is licensed to Veyance Technologies, Inc. by The Goodyear Tire & Rubber Company. ©2010 Veyance Technologies, Inc. All Rights Reserved.

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CANADIAN TECHNICIAN AUGUST 2010

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to find a distributor near you. Or, visit

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to Dan McNamara of Midas in Calgary for solving our April, 2010 puzzle.

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ACROSS 1. Unpaid assembly-line worker 4. Body style without B-pillar 8. With 11-Across, wedding-car words 9. Boring hand tool 10. Slang term for fast driver (4,4) 11. See 8-Across clue 13. NASCAR activity 15. Hotel car jockeys 18. Sidewall-scuffing surface, sometimes 19. Cooling-system heat exchanger 22. Windshield-wiper component 23. Odometer numbers 24. Noisemaker atop big-rig cab (3,4) 25. Car-battery compartments DOWN 1. ‘58-’69 AMC brand 2. Aftermarket performance-exhaust brand 3. ‘50s rear-fender features (4,4) 4. Brand on ‘53 Hornet and Wasp 5. Car, slangily 6. ‘08 Mazda SUV 7. ‘08 Honda for an aviator 12. Paul Newman’s pink “Hud” wheels 14. Chevy’s ‘60s rear-engine line 16. Surname, sole 2- and 4-wheel World Champion 17. NASCAR term, pit-stop fuel handler (3,3) 18. Carroll Shelby’s muscle car 20. Off-roaders’ road 21. Dealer’s test-drive car

APRIL 2010 AUTO PUZZLE 1

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QUESTION OF THE MONTH Do you have a formal succession plan in place?

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continued from page 34

behind the glove box was defective. But when I replaced the module, an interesting phenomenon occurred.”

“Lemme guess,” chuckled Tooner.“Ya let the smoke out?”

Righteous glared at him.

“In a manner of speaking, yes. Whereas initially the headlights would not turn off, I now have the problem of the running lights staying on.” He shrugged. “Obviously the DRL modules are burning out; the question is why.”

“Why indeed.” Basil shook his head. “Quigley, why don’t you show Mr. Bailey here some wiring diagrams for that vehicle. I suspect there’s a faulty ground somewhere that needs to be rectified.”

“Splendid!” Righteous rubbed his hands together with obvious pleasure. Being a small operation, he didn’t invest much in expensive equipment or monthly subscription fees. He preferred to bum the use of those things from his “un-enlightened” competition.

Righteous left with a list of ground locations to check, and by afternoon coffee break things had returned to normal.

“I’ll raise ya three grapes and a peanut butter sandwich,” said Tooner, holding his cards tight to his chest.

Basil’s eyebrows shot upwards. Tooner’s peanut butter sandwiches were notoriously good.

“Hmm, hard to tell if you’re bluffing, Tooner. It’s not like you to risk so much on a bad hand. Still…”

Suddenly the front door burst open.

“Good afternoon, gentlemen. I trust I’m not interrupting anything…” Righteous was back in the building.

“Now what?” said Tooner, sagging in his seat.

Righteous Bailey ignored the angry stares coming from all corners of the room.

“Well, I’ve checked and cleaned every ground connection I can find in the diagrams – behind the driver’s side kick panel and on the left front fender – but when I plugged in another new module and turned on the headlights, well, that was the end of the module.”

“Here’s my advice,” said Tooner. “Tell someone who cares.”

“Tooner…,” I cautioned.

“Oh, all right. Listen up, because I’m only gonna tell ya once. Run some new grounds directly from the DRL module to the dashboard metal.That way you ain’t takin’ no chances.”

Righteous was aghast at the thought.

“What? And not locate the actual source of the problem? Never! I shall seek this out; I shall track it down; I shall never give up…”

“Ya’d better give it up,” interrupted Tooner with a sneer. “How many modules d’ya plan on payin’ for?”

Righteous paused. “Hmm, you have a point…”

With his tail between his legs, Righteous went back to his Prizm and did the unthinkable – he cut corners by running dedicated ground wires to the DRL module. To no one’s surprise (except his own), the daytime running lights worked perfectly from then on.

I guess you could say that Righteous Bailey had finally seen the light.

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.

ADVERTISER INDEX AAEC ............................................ 31 www.aaec.ca 800-267-5497 Bars Products – Rislone ................ 29 www.rislone.ca Blue Streak-Hygrade ....................... 3 www.bluestreak.ca Cardone Industries ................. 18/19 www.cardone.com CRP Industries.............................. 13 www.crpautomotive.com 800-526-4066 Delphi Products ................ 35/36/37 www.delphi.com Goodyear .................................. 8, 32 www.goodyearep.com 888-275-4397 Honeywell – Fram.......................... 12 www.fram.com Honeywell – Autolite ..................... 30 www.autolite.com Matco Tools .................................. 28 www.matcotools.com 866-289-8665 NAPA............................................ 20 www.napaonlinecanada.com 866-GET-NAPA Robert Bosch .................................. 6 www.bosch.ca 905-826-6060 Rotary Lift..................................... 24 www.rotarylift.com 1-800-640-5438 Shell ............................................ 25 www.shell.ca Snap-On Tools of Canada................. 2 www.snapon.com 1-800-734-2676 Valvoline................................... 4, 14 www.valvoline.com 1-800-TEAM-VAL

WORLDPAC

WorldPac ................................ 26, 38 www.worldpac.ca 800-463-8749 AUGUST 2010 CANADIAN TECHNICIAN

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The Car Side

By Rick Cogbill

Seeing the Light A Chevy Prizm’s problematic daytime running lights requires an illuminating solution.

“Uh-oh.”

Quigley looked out the window of our coffee room.

“Here comes trouble.”

We swiveled our necks in unison to see what our service writer was referring to. The answer came sauntering across the parking lot, heading for our front door.

“Good morning, gentlemen,” said Righteous Bailey, as he eased his way into a vacant chair. “I trust I’m not interrupting anything.”

Tooner rolled his eyes and laid down his playing cards.

“Not that it makes no difference to you, but yes – you are. What’s it this time, Righteous?”

Righteous feigned a moment of indignation.

“Do I detect a hint of hostility in your voice, Mr. Tooner? Really, that’s no way to treat a fellow colleague-at-arms.”

Tooner’s ears began to smoke as he rolled up his sleeves.

“If it’s arms ya want, then I’ll…!”

“Relax, boys,” I said quickly. “What can we do for you today, Righteous?”

34

CANADIAN TECHNICIAN AUGUST 2010

The reason for such open hostility was the sign on Righteous Bailey’s little one-man shop down the street. It read: “Righteous Repairs – Only We Can Fix it Right(eous).” By implication, the rest of the shops in town were nothing more than havens for crooks and charlatans.

As if that wasn’t enough, Righteous was also a purist. Taking pride in your work is one thing, but Righteous took it to the extreme. Every oil change meant sending off oil samples for lab analysis – at his customer’s expense, of course – and a new set of brake pads earned a patron a cross-examination about his or her driving habits.

Even if a car only had a flat tire, Righteous would want to know the rate of air loss, the contamination factor of the rusty nail, and above all, the penetration angle relative to the estimated rate of entry speed. His passion for knowing how things worked had become an obsession, to the point where he’d refer to other technicians as “the un-enlightened ones.”

But while his insistence on detail drove us nuts, for some reason, his little

flock of faithful customers loved him.

Righteous looked around for a spare coffee mug, but there weren’t any – Quigley had quietly hidden them away.

“Gentlemen,” he said with a sigh.

“I’m having this recurring problem with the daytime running lights on a 2001 Chevrolet Prizm, and…”

“A Prizm?” interrupted Beanie. “I’ve never seen one of those.”

Our unwelcome guest gasped, clearly at a loss to explain Beanie’s ignorance.

“The Prizm is a compact sedan manufactured by a small auto manufacturing plant in Fremont, California called New United Motor Manufacturing. A joint venture between both Chevy and Toyota, the Prizm is…”

“It’s basically an American-built Toyota Corolla with the Chevy nameplate on it,” interjected Basil. “Righteous, could you move things along? You’re interrupting our card game.”

“Fine! As I was saying, there’s this recurring problem with the daytime running lights. The headlamps were staying on, so I knew the DRL module continued on page 33

Delphi Single.qxp:Layout 1

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A DVERT I SEM EN T

Have We Met? If Not, Allow Us to Introduce Ourselves. Weâ&#x20AC;&#x2122;re Delphi. Delivering OE Technologies For More Than 100 Years.

As a leading global automotive supplier, Delphi leverages its OE heritage by applying its latest technology developments to products and services for the aftermarket.

What does this mean for you? s OE quality fuel pumps and modules based on more than 30 OE-proprietary innovations, and 150 patents in fuel module and pump design s O2 sensors that deliver the industryâ&#x20AC;&#x2122;s fastest light-off time (LOT) at six seconds for quicker closed-loop activation s SP compressors for late model vehicles that deliver maximized performance and improved fuel economy.

Open to learn more about our products.

Delphi spread left.qxp:Layout 2

7/9/10

FUEL MANAGEMENT Delphi OE fuel pump modules and hanger pumps restore fast-pressure performance and system integrity, translating to better pumping through less energy. They have lower failure rates due to their innovative designs, and can operate under extreme temperatures, quick engine starts and avoid low-fuel hesitation, including alcohol fuels and blends.

Product Highlight: Fuel Pumps s )NCREASED DURAbility and stability due to internal springs preventing fuel tube chaďŹ ng, and possible loss of fuel ďŹ&#x201A;ow and pressure s "ETTER SECURITY WITH REdundant buttons on the fuel level sensor versus bent ďŹ ngers which can undergo premature wear, and reduced contact s ,ONGER PUMP LIFE DUE TO TWO STRAINER system keeping out contaminates

ENGINE MANAGEMENT Delphi delivers reliable emissions, ignition and sensors parts for accurate exhaust and air ďŹ&#x201A;ow, predictable engine performance and power, eliminating the potential for malfunctions such as the â&#x20AC;&#x153;check engine light,â&#x20AC;? consistent information delivery to the engine control module (ECM) and to uphold stringent federal emissions regulations.

Product Highlight: Oxygen Sensors s $ELIVER THE INDUSTRY S FASTest light-off time (LOT) at six seconds for quicker closed-loop activation.

The closest competitor is 10 to 12 seconds, potentially allowing 40% â&#x20AC;&#x201C; 50% more harmful cold-start emissions to enter the atmosphere. s /FFER THREE TIMES MORE COVERAGE than our closest competitor and technology engineered to outlast and outperform previous sensor designs. Maximize coverage and shelf space, due to consolidated part offering.

11:28 AM

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Features & BeneďŹ ts of Delphi OE Fuel Modules Improved Connector Enhanced electrical connection with vehicle harnesses

OE Fuel Vapor Pressure Sensor #ONlRMS TO %#- THE %6!0 emissions systems is performing to speciďŹ cations

Fuel Level Vent Valve Shuts off tank ďŹ ll nozzle

Integrated Fuel Pressure Regulator 3 Maintains pressure at fuel rail 3 Negates fuel return from engine compartment to reduce vehicle %6!0 EMISSIONS

High Durability Fuel Level Sensors Wiper Improved, long term signal integrity

Noble Metal Fuel Level Sensor Grid Improved corrosion protection

Positive Displacement Pumping Fast pressure rise to meet engine start ignition timing

Approved OE Float Materials & Retention Designed to last over the life of the vehicle in all fuel types

Duel Filtration Improved pump durability

HEATING & COOLING NG Delphiâ&#x20AC;&#x2122;s performance-driven, heating and cooling systems such as compressors, radiators, condensers, blower motors, evaporators, heater cores, accumulator dehydrators and receiver driers ďŹ t an extensive range of import, and domestic applications.

Product Highlight: SP Compressors s )NTELLIGENT 3+5 MANAGEMENT provides wider coverAGE FEWER 3+5S s 5NIQUE DESIGN AND use of die-cast cylinders provides size and weight reduction for improved fuel economy

TRAINING TRAINING Delphi offers a variety of training and technical support services. We provide technicians and shop owners with solutions that help diagnose and repair vehicles accurately in less time. s 0RODUCT INFORMATION SEMINARS FOR parts specialists associated with the Delphi product line s 3ERVICE INFORMATION SEMINARS FOR technicians who want to keep up with the industryâ&#x20AC;&#x2122;s latest service and repair information s (ANDS ON WORKSHOPS ALLOW STUDENTS who attended Delphiâ&#x20AC;&#x2122;s Service Information Seminars to move to the next education phase. Q

s $ELIVERS MAXIMIZED PERFORMANCE due to a durable, lightweight, 10cylinder axial piston design

Bottom Line... Delphi Delivers. s 7E DELIVER SUPERIOR lT AND FUNCTION BACKED BY MORE THAN 30 million engineering hours annually, so you have an easier install. s 7E DELIVER MORE THAN MINUTES LOGGED PER YEAR on service calls to address questions, even when youâ&#x20AC;&#x2122;re under the hood. s 7E DELIVER /% QUALITY PRODUCTS FOR SUPERIOR lT AND FUNCTION equating to fewer comebacks, greater customer loyalty and satisfaction.

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A DVERT I SEM EN T

TECH TIP

Take the â&#x20AC;&#x153;Pressureâ&#x20AC;? Out of Choosing the Correct Fuel Pump wo of the most common fuel pumps used on GM vehicle applications are the FE0115 and FE0114 fuel pumps. These pumps look similar and, in some cases, ďŹ t vehicle applications of the same make, model, year and engine displacement.

The Difference is in the Valves UMBRELLA VALVE

The difference? A big one. They have different fuel injection systems and fuel pressure they produce are vastly different.

The FE0115 is a low pressure, twinturbine pump that produces about 12 03) 4HE &% IS A HIGH PRESSURE

roller-vane pump that produces about 03) %VEN THOUGH THESE TWO PARTS can physically be placed into the same vehicle application, they are not interchangeable due to the large difference in the pressure they produce.

An incorrect selection between these two pumps can result in the pump providing the wrong pressure for the vehicle application â&#x20AC;&#x201C; which can mean a customer return.

For example, the 1992-1994 Chevy S10 Blazer 4.3 liter V6 and the 19921994 GMC Sonoma 4.3 liter V6 are

INLET HOUSING

equipped with the same displacement engine, but have two varieties of fuel injection systems. As a result, they need two different fuel pumps, FE0115 or FE0114.

The VIN Z 4.3 liter V6 engine is equipped with a low pressure, throttle body injection system (TBI) and is designed to work with the FE0115 low pressure fuel pump. The VIN W 4.3 liter V6 is equipped with high pressure cenTRAL PORT INJECTION SYSTEM #0) AND IS designed to work with the FE0114 high pressure fuel pump.

Delphi Fuel Pumps: See the Difference

DELPHI

COMPETITOR

Delphiâ&#x20AC;&#x2122;s internal springs (top) vs. a competitorâ&#x20AC;&#x2122;s external springs (bottom)

DELPHI

The pump on the left is the FE0115 and the pump on the right is the FE0114.

Both pumps use similar inlet housings, but the FE0115 pump does not use an umbrella valve, while the FE0114 does.

The key to success is determining the type of fuel injection system and then matching the fuel pump to it.

This can be done by identifying the vehicle VIN (Vehicle IdentiďŹ cation Number) and comparing the eighth digit in the VIN (either W or Z) to the cataloging data.

If the VIN is not known, ask if the truck has a low pressure fuel injection system (TBI), in which case FE0115 would be the correct pump; or a high pressure injection system #0) IN WHICH CASE &% WOULD BE the correct pump.

Although the FE0115 and the FE0114 appear similar, FE0115 does not have an umbrella valve in the inlet housing, while the FE0114 does. This can help distinguish one pump from another after it has been removed from the packaging and that can mean fewer comebacks for your shop.

For additional information, contact your Delphi sales representative, log on to www.delphi.com/am or call [1] 877.GO.DELPHI. Q

COMPETITOR

Delphiâ&#x20AC;&#x2122;s redundant button contacts (top) vs. a competitorâ&#x20AC;&#x2122;s worn bent ďŹ ngers (bottom) Š2010 Delphi Automotive Systems, LLC. All rights reserved.

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WESTERN CANADA (800) 644-9129 EASTERN CANADA (800) 463-8749 USA (800) 888-9982 ext.5470