Canadian Technician May 2012

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Ignition systems have moved from mechanics to electronics… and the changes aren’t done yet!

ALSO: ◗ Your letters about negativity in the industry ◗ What’s all the fuss about apprenticeships in B.C.? ◗ The importance of getting the right lift for your shop

MAY 2012

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To learn more, talk to your Snap-on representative or visit www.snapon.com

contents

Canadian Technician • May 2012 • Vol. 17 No. 4

FEATURES B.C. Apprenticeships .................................................... 20 Recent changes to B.C.’s apprenticeship program have sparked some intense discussions in the industry.

What’s all the fuss about?

Automotive Lifts............................................................ 23 When it comes to safety and productivity in the shop, few choices are more important than what kind of lift to install in your bay.

The Evolution of Ignition System.................................. 27 New high-tech ignition systems can address engine management problems that were barely visible with conventional systems.

COLUMNISTS Your Turn By guest columnist Leslie Simpson................. 14 Management S.O.S. By Kelly Bennett ............................. 18

23

The Car Side

By Rick Cogbill

36

DEPARTMENTS Service Notes................................................. 5 Letters ............................................................ 6 Out & About ................................................. 11 Eye Spy......................................................... 12 A Question of Ethics.................................... 16 Products........................................................30

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MAY 2012 CANADIAN TECHNICIAN

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SERVICE NOTES

Fixing morale in the workplace Technicians and owners need to get on the same team.

The ‘us vs. them’ thing isn’t doing anyone any good.

By Allan Janssen

A

pparently I touched a nerve!

My editorial in the March issue of Canadian Technician discussed the damage that negativity can do to our industry – especially at a time when we’re trying to improve our image and we have to be smart about fostering talent and recruiting new workers.

It seems to have generated a lot of discussion in lunchrooms across Canada, and the comments I’ve received are split evenly between those who agree that negativity is rampant in our industry and needs to be squelched, and those who agree that negativity is rampant in our industry and needs to be addressed with better working conditions, and higher pay.

I’ve reprinted a bunch of letters on pages 8 and 9. Many had to be edited down for length… and many others aren’t there because they just didn’t fit or came to me anonymously.

Good points were made on both sides of this issue.

On the one hand, I subscribe to the power of positive thinking.We've all had unpleasant jobs. Might as well find a way to deal with them or you'll go crazy.You have to find fulfillment where you are, and if you can’t, well, it’s probably best for everybody if you move on.

On the other hand, I understand the complaint of technicians who want to stay in the industry (if for no other reason than they don’t know where else they’d go) but feel like unappreciated workhorses. After all, it is their labour and knowledge that is ultimately sold.

Yet they must: ■ put in long hours; ■ supply their own tools (a very expensive requirement that truly defies logic!); ■ tolerate filthy shops and neglected lunchrooms; ■ accept complex or inadequate pay structures;

■ “volunteer” their time after work and on weekends for training; and ■ suffer a general lack of respect despite their hard-earned expertise.

Unfortunately the two sides of this debate are somewhat dug in, which accounts for the passion heard in the letters I received.

Here’s the problem. Many shop owners are barely making ends meet themselves. Their ability to pacify an increasingly restless workforce is limited because their business models are out of date. They’re not charging their customers correctly, and they don’t have enough left over to pay themselves properly, much less their technicians!

The business trainers in our industry have long advocated a new management approach that reflects the realities of modern automotive repair and maintenance. But it’s a difficult message to hear.

It’s scary. And it is resisted, not only by the shop owners and managers, but by technicians too.

I believe the day is coming when poorly managed shops will be unable to compete in the open market anymore.

Investment in expensive technology and highly skilled technicians will be the price of entry. Keeping the techs happy will preoccupy a lot of owners… and will end a lot of their grievances.

It’s already starting. Some owners have begun partnering with their best techs, embracing transparency, opening their books, and explaining their business strategies. In those shops, the technicians feel appreciated and fairly compensated. They are invested in the success of the shop.

Everyone's finally on the same team .

In shops like that, a more positive atmosphere is inevitable.

You can reach me at allan@canadian technician.ca

LET’S GROW YOUR SHOP TOGETHER.

When you succeed, we succeed, which is why Pennzoil offers a full suite of blended learning programs to help keep your employees up to date on the latest oil technology.

Go to pennzoil.ca and click on “Pennzoil Information Program For Professionals” or contact your Pennzoil sales rep to learn more.

SEE HOW ©2012 SOPUS Products. All rights reserved.

.ca

LETTERS

VOLUME 17

NUMBER 4

451 Attwell Drive, Toronto, Ont. M9W 5C4

EDITOR Allan Janssen allan@canadiantechnician.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 GENERAL MANAGER 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 applicable taxes); one-year subscription in U.S.: US$60; one-year subscription in all other countries: US$90. Copyright 2012. All rights reserved. The contents of this publication september 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 Canada Periodical Fund (CPF) for our publishing activities.

Kenneth R. Wilson Award Winner Member

Canadian Business Press

Surprise!

By Mick Coulas • 1-866-574-9998

6

CANADIAN TECHNICIAN MAY 2012

STUDENTS ARE DISCUSSING EYESPY POSTER I’ve received the EyeSpy poster you sent… and it now has a new home. A good friend of mine is an auto shop teacher at a local high school, and the EyeSpy poster is now proudly hanging in his classroom. We discussed it, and we both felt that it was a good idea for impressionable youth to realize that just making things up on how to repair or maintain a vehicle, without really knowing what you’re doing could have pretty severe – possibly even lethal – consequences. I’ve been told that it has generated some great conversations in the classroom.

Brian Sokolowicz Member, C.T. Advisory Panel Leroux Auto Parts Sudbury, Ont.

Thanks for writing, Brian. I’m going to send another one so you’ll have one to hang in your shop as well. We always knew there would be a lot of demand for the EyeSpy poster. As you know, we’re sending one to every contributing member of the Canadian Technician Advisory Panel. But we’re going to open it up to other readers as well. If

anyone else would like one, we’ll send it out for FREE folded in an envelope. Or, for $10, we’ll roll it in a tube so there are no crease marks. Send your request to me and I’ll ship it as soon as I can. First come, first served! When they’re gone, they’re gone.

–Allan

SHOP OWNERS NEED TO STAND TOGETHER The discussion about backyarders stealing our business (Letters, April 2012) would not be complete without a discussion about professionalism in our industry.We could use a whole lot more of it.

Let’s say a surgeon removes someone’s appendix and three weeks later the patient also needs open-heart surgery. If the heart surgeon finds a pair of scissors that the other doctor left in the chest cavity, does he say anything? No. But in our industry we find it extremely gratifying to throw our fellow tradespeople under the bus for our own gain. I’ve been in this industry for 40 years and, trust me, I’ve seen a lot of bus accidents!

Sid Spencer Member, C.T. Advisory Panel Active Green & Ross Ajax, Ont.

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LETTERS TECHNICIANS FACE ENORMOUS STRESS I agree that we need a more positive outlook but it’s hard to deny that this industry has been slowly going down hill for the last 10 years.

The expectations of dealers, shop owners, manufacturers, and car owners are huge. Unfortunately, the rewards for technicians and front counter staff are simply not there.

The physical stress is high, the hours are long, the environment is toxic, and the mental abuse is staggering. Along with substantial increases in pay for service advisors, apprentices, and technicians, the positive atmosphere must start with the shop owners and vehicle manufacturers.

All I can say is it will be a long road ahead.

Marco Zanatta Jim Pattison Toyota North Surrey, B.C.

MUTUAL RESPECT WILL HELP FIX THE PROBLEM To most dealer principles, the service department is a “necessary evil.” And, unfortunately, this style of thinking is transferred first to the sales department and, ultimately, to the retail customer.

One thing that needs to change is the way in which different departments treat each other.The service department is not a “necessary evil,” but critical to meet the customers’ needs.

When the sales people learn to treat technicians with the respect they deserve, and vice versa, we’ll see a change in morale, attitude, and customer service.

Gary Strugari Member, C.T. Advisory Panel Gary’s Mobile Auto Services Redcliffe, Alta.

IT’S VERY DIFFICULT TO BE POSITIVE THESE DAYS I’ve been at this trade for more than 25 years and I used to be pumped to go to work every day and make a living doing what I love to do.

But after a while, when you have more than $80,000 in tools and equipment and untold hours of training and upgrading, and still get no respect 8

CANADIAN TECHNICIAN MAY 2012

from managers or shop owners, it’s very difficult to be positive. I’ve worked in several dealerships as well as lots of independent shops.

Low pay is the norm. ‘Wallet flushes’ are common. Labour guides are out to lunch.

When technicians figure out who is really making the most money off of our own bought-and-paid-for tools, and our big brains, they get labeled as having a bad attitude.

After all these years, I’m annoyed, not mad. I could go on, but that might lead you to think that I have a negative attitude.

Garry Elsasser

LET’S GET BACK TO BASICS Your article pretty much nails the situation we’re faced with. Negativity is increasing and while most of it is rubbish, a lot of it is legitimate.

I’ve been in the trade for almost 41

BIG CHANGES ARE COMING As a former technician myself I can appreciate the frustration, although I have my own opinion on what this industry needs.

The amount of money spent on equipment and training seems to decline every year. The reason is simple. There are too many marginal service providers in Canada right now. Too many facilities lack the funding to provide the technicians with the support they require.

Every year the costs go up but the prices charged for service remain relatively unchanged, the result is lower profits for all, and less money reinvested.

So wages suffer and we can’t attract new people to our industry.

Yet day in and day out we do battle on price and not quality. There is a shake up on the horizon and this industry is about to change.

Dave Lush Prime CarCare Group Inc. Speedy Auto / Minute Muffler, Markham Ont.

years. I have worked for a dealership, worked for myself, and now contract for a shop.

What’s really hurt the trade is the lack of basics. The trade now is all about removing and replacing parts.The attitude seems to be if you don’t have to know how a component works, just replace it.

I needed a bearing replaced in the rear axle drive module in my Saturn Vue. It was under warranty at the time and the dealership simply replaced the entire module.That’s a $1500 item! From what I could see, it would have taken about $50 worth of parts and about three hours labour to replace the bearing.

Back when I worked for GM/John Deere in a small town dealership in southern Alberta, we fixed that stuff. We pulled a starter out, and fixed it; we removed a carburetor, and fixed it; we pulled a transmission out, and fixed it.

It’s too bad that components are so cheap that repairing the old one is no longer cost effective. It’s really taking the challenge and diversification out of the industry; it’s getting boring.

The industry has lots of problems.

One of the first we have to resolve is how to get back to basics.

George Stringham

TIME TO SHARE THE WEALTH Your editorial about negativity in the auto repair industry brought back memories from when I first started as a mechanic.

I used to enjoy the challenges of the job, talking with customers, accumulating a large collection of tools and, most of all, feeling that I accomplished a task not everyone could do. If only the customers and my boss knew what I had to go through to fix the cars. After working for more then one “ESO” (evil shop owner), I developed a bad taste in my mouth for the trade.

I agree that a positive attitude would help the industry but without incentives it will be difficult for techs to just change at the drop of a hat, especially well-seasoned ones who have been getting the shaft for years.

Perhaps the only solution is for the frustrated mechanics to find another trade, as I have done, and make room for

young apprentices. With a shortage of skilled mechanics, employers will be forced to compensate the workers properly if they want to retain them. It’s time to start sharing the wealth if things are going to change!

Kevin Stein Trail, B.C.

I

loved your Service Notes article. The negative “crap” was what chewed at me every day and made it a fight to stay in the industry. Ultimately, I did leave.

My nine-year-old recently brought home from school a meditation by Charles Swindoll on having a good attitude. I try to read it weekly to keep a positive outlook and make the best out of things. I’ve even handed it out to all 15 of my staff, and it’s made a real difference at work.They all loved it!

Doug Lowther Meridian RV Manufacturing, 100 Mile House, B.C.

IT’S A HARD LIFE FOR TECHS When I got into this trade about 30 years ago, I enjoyed it. I loved fixing and building cars and hanging around other guys who felt the same. I spent many long days in the shop working on customers’ cars, as well as my own.

But one time I was talking to a friend of mine, who is an electrician. He was driving a brand new F150. My new car was 12 years old. I’d spent about $50,000 on tools. The pouch he had on his belt was filled with company-owned tools. He was making a good hourly rate all day long, while I was waiting for my next job so I could get paid.

That’s why I tell anyone who will listen,“If you enjoy working on cars, it’s a great hobby. But if you want to earn money and respect, pick another trade.”

ATTITUDE The longer I live, the more I realize the impact of attitude on life. Attitude, to me, is more important than facts. It is more important than the past, than education, than money, than circumstances, than failures, than success, than what other people think or say or do. It is more important than appearance, giftedness or skill. It will make or break a company... a church... a home.

The remarkable thing is we have a choice every day regarding the attitude we will embrace for that day. We cannot change our past... we cannot change the fact that people will act in a certain way. We cannot change the inevitable. The only thing we can do is play on the one string we have, and that is our attitude.

I am convinced that life is 10% what happens to me and 90% how I react to it.

And so it is with you... we are in charge of our attitudes.

EVERYONE HAS A PART TO PLAY TO FIX THE PROBLEM

Phil Hayes Member, C.T. Advisory Panel Rose City Ford Tecumseh, Ont.

This is not a change that’s going to happen overnight or that will come from divine intervention. It takes each of us to keep a positive attitude, speak well of others in the industry, and be automotive apostle for positive change rather than a naysayer and grumbler.

IT’S THE WORKING CONDITIONS THAT SUCK

Ray Lavender Snap-on Tools of Canada Mississauga, Ont.

I love going to work one or two days a week. The rest of the time, I’m studying to earn a bachelor’s degree. In other words, I’m changing fields.

A five-day work week in a garage is too much. Too much dust, rain, snow, high temperatures, humidity, and cancer-causing agents. It’s the conditions that suck.

Eventually, when shops need engineers rather than technicians, the industry will change. Engineers won’t work for $13 an hour, or put up with dusty work environments. When that happens, garages will become nicer places to work in.

Michael Smith Member, C.T. Advisory Panel Exteralise Montreal, Que.

THERE ARE REWARDS TO BEING UPBEAT If only people would look at what is great about our industry and focus on the great work we do. I believe the perception of our industry will change and we’ll be viewed with more respect.

Being positive brings a whole new outlook on life and work. Our clients see it and want to come back!

I’m a big believer in creating a great experience for the client who comes in your shop. You have to ask yourself, “How can I make this person’s experience exceptional today?” If you’re tired of the negativity, do something about it, or just shut up.

Ignore the rest of the industry and focus on what you can control.

You can make a tremendous difference because this is the very best industry to be in. I truly believe that.

Bob Greenwood Automotive Aftermarket E-Learning Centre Abbotsford, B.C.

GOOD ATTITUDES CREATE GOOD ATTITUDES

THIS IS THE BEST INDUSTRY TO BE IN

Thank you for your editorial on negativity. It is said that how you do anything is how you do everything.

Poor shop owners breed poor techs.

And poor techs groom poor apprentices. Successful shop owners breed positive technicians and positive apprentices.Those techs and apprentices will become motivated, charged up, and see that there is a future.

The negativity in our industry is terrible, and it takes a great deal of selfdiscipline to overcome it.

Carlo Sabucco Sil’s Automotive Mississauga, Ont.

Randy Vandoornik Allenford Auto Service Allenford, Ont.

MAY 2012 CANADIAN TECHNICIAN

9

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OUT & ABOUT

SUPPLIER NEWS

iATN reaches out to car owners International Automotive Technicians Network’s new site will give consumers a way to do business with ‘premium business members.’

One of the world’s most popular resources for automotive service technicians has unveiled a sister website aimed at consumers The International Automotive Technicians Network (iATN) has launched a consumer-oriented site called autorepair.iatn.net, featuring a new Auto Repair Shop Finder to help consumers quickly locate a facility from their desktop or mobile device.

The Auto Repair Shop Finder, accessible from the “For Vehicle Owners” tab on the main iATN public website, features a geo-locator that can use a user’s physical location to find the nearest iATN member business, or consumers can input an address, city or zip code to easily locate a facility. iATN has also introduced a new main public site at www.iatn.net, designed to familiarize automotive service professionals with iATN. “The main public site is clean and concise, to show potential new

members who we are and what we do,” said Scott Brown, iATN president, “while the goal of the consumeroriented website is to drive more consumer traffic to iATN member businesses, especially our Business Premium Members.” iATN Business Premium Members can customize their consumer-facing web pages on iATN to include contact information, an interactive Google map, hours of operation, payment methods, services, a personalized welcome message, easy Facebook integration, logos and images, and more. iATN was founded in 1995 and is the largest online community of automotive technicians, repair shop owners and other allied service professionals in the world with more than 75,000 active members from 157 countries. Members exchange technical knowledge with their peers around the globe, collectively sharing over 1.7 million years of experience.

Ontario announces plans to bolster apprenticeship system The Ontario government has outlined measures to strengthen the province’s apprenticeship system.

Although the number of apprentices has nearly doubled to 120,000 during the Liberal government’s eight-years in office, the government recently conceded that about 50 per cent of apprentices never complete their training.

Measures to raise this number were announced this spring during the release of the 2012 Ontario budget.

The government of Premier Dalton McGuinty says it plans to monitor both the proportion of apprentices who complete their program and get certified and by the growth in the numbers of new registrants.

It also plans to redesign the Ontario Youth Apprenticeship Program and PreApprenticeship Program to make them more effective. Also under review are the effectiveness and efficiency of the Ontario Apprenticeship Training Tax Credit.

The Ontario College of Trades (OCOT) will hold its first review of journeyman to apprentice ratios beginning this April. OCOT recently selected a 27-member adjudicator roster, three adjudicators will be chosen to form an objective panel for each review. OCOT Chair Ron Johnson has previously stated that he hopes the ratio reviews will be complete within the first two years of OCOT’s operation.

The report from the Commission on the Reform of Ontario’s Public Services, released in February, recommended a greater administrative role for OCOT, but no mention was made in the budget.

Worldpac to distribute Continental brake parts Continental Commercial Vehicles & Aftermarket has announced that Worldpac will distribute the ATE PremiumOne Brake Program in 2012.

The ATE PremiumOne Brake program includes the ATE All-Makes Brake Pad and Rotor line. Worldpac will be offering ATE PremiumOne Disc Brake Rotors and Pads for popular Domestic, European and Asian vehicle applications.

Tenneco emissions workshop adds HD component Tenneco’s Walker Emissions Control Diagnostics Workshop now features an even heavier emphasis on diagnostic emissions control strategies and diagnosing drivability repair issues.

Tenneco has partnered with Automotive Training Group (ATG) to bring this unique training experience to professional technicians at more than 40 locations across North America during 2012. The workshop is billed as a strategic seminar in engine management and emissions control diagnostics, educates aftermarket professionals through classroom lecture. Many sessions also will include an interactive lab demonstration.

Epicor acquires Internet AutoParts Epicor Software Corporation has acquired Internet AutoParts (IAP), a provider of business-to-business (B2B) eCommerce solutions for automotive replacement parts distributors, jobbers and vehicle repair businesses.

Terms of the deal were not disclosed.

Established in 2000 through a collaboration that included Activant Solutions Inc. (now Epicor), IAP serves more than 18,000 parts distribution locations and over 148,000 registered automotive service dealers.

MAY 2012 CANADIAN TECHNICIAN

11

OUT & ABOUT

Auto recycler offers aggressive new warranty to repair shops Chicago, Ill.-based LKQ Corporation says it will indemnify licensed auto repair shops against injury or damage caused by a defective aftermarket vehicle replacement product distributed by LKQ. The “LKQ Promise of Protection” warranty, described as the strongest in the aftermarket category.

According to LKQ the intent is to give shop owners “unparalleled peace of mind” about using or recommending aftermarket replacement parts in their businesses.

“We have always stood behind our product quality and offer lifetime warranties for all of our aftermarket crash parts, that’s not new,” said Rob Wagman, president and CEO of LKQ. “Our Promise of Protection goes one giant step further by offering product liability indemnification. This new program clearly demonstrates our higher level of quality assurance beyond the lifetime warranty, so our customers can be totally confident when buying and using our products in their repair businesses.”

LKQ, which has operations in Canada, the U.K. the U.S., Mexico and Central America, operates more than 440 facilities selling a broad range of replacement systems, components and parts to repair automobiles and light, medium and heavy-duty trucks.

It is not the first auto parts recycler to address quality concerns in recent months. In the U.S., Diamond Standard Parts recently launched a similar initiative this year, forming a strategic alliance with the Automotive Service Association (ASA), which provides ASA-member shops with $40 million of product liability protection coverage from the use of the company’s aftermarket replacement parts.

EYE SPY Just couldn’t get a handle on it Peter Foreman, manager at Foreman Auto Service in Langley, B.C. sent in this snap shot of someone’s innovative solution to a broken door handle. “Solid installation, but sadly not operational,” Peter says. “It would have been interesting if the owner did actually manage to make it work!” If it was installed for the laugh factor, it was remarkably successful.

Have an interesting picture to share? Email a high-resolution image to: allan@canadiantechnician.ca

12

CANADIAN TECHNICIAN MAY 2012

Now, We Do It All!

Valvoline® now offers a full line of Valvoline Professional Series automotive service chemicals. With Valvoline Professional Series, you get a comprehensive line of professional-grade products, services and solutions all backed by industry leading marketing programs.

Valvoline Professional Series delivers maximum value to consumers and helps grow your bottom line. ©, 201Ó, Ashland Canada Corp.

IT’S YOUR TURN

Target marketing Looking for common problems and alerting your regular customers to them is a good way of showing them you’re on top of things!

By Leslie Simpson

F

or 10 years my husband, Neil, and I have taken pride in being honest with customers and providing up-to-date preventive maintenance for their vehicles.

Sometimes the preventive part of that is harder to sell than you’d expect.

Not too long ago, we came across a major fault in Dodge’s 2002 to 2006 1500 Series pickups. It affects all vehicles with the 9.25 posi rear differentials. We found that the retainer clip holding the clutch packs can break on vehicles with as few as 110,000 kilometers on them.

The real problem is that as they back out, the remaining part of the clip acts as a lathe bit. Extensive damage can be done to the caps and housing.The worst one we’ve seen so far machined the end cap to within a 1/4” thickness.

Dodge admits there’s a problem – not warranted of course – and there is an upgrade carrier assembly. Most of the repairs we’re doing are in the $1500-and-up range, with aftermarket parts.With the dealer parts, the repair starts at about $2200.

When we tried to find a complete differential at the auto recyclers but most were simply too damaged to use. In all of B.C. we could only source three and they put the repair costs well over $4,000.

That’s a pretty serious bill, and one that you’d think most consumers would want to avoid.

But when we contacted all of our customers who own a 1500 Series truck, only about 20 per cent chose to come in for a differential service and inspection.

We’re really hoping no one gets towed in with a disintegrated rear diff because I don’t think we could find a replacement!

Unfortunately the cost of this preventive maintenance may be high, but the alternative is a very expensive complete rear differential replacement—if you can find one!

That’s not the only recurring fault we’ve found. We’ve come across something similar on 2004-2010 Ford pickups.

The fuel pump driver module is mounted on the rear box frame, just above the spare tire. The back side of the module is made of aluminum and the frame is steel.Those two metals do not like each other. Due to electrolysis, a large amount of corrosion can build up, to the point that the body of the module buckles and breaks. Once the body is broken, the board shorts out and you’re dead on the side of the road.

When we came across our first one, we thought it was just a bad fuel pump. Our local dealership keeps them in stock. But when we started inspecting every Ford that comes in our door, we found more.Typically we find about two a month.

Again, this is the kind of bad design that does not create 14

CANADIAN TECHNICIAN MAY 2012

It’s amazing how much damage a $0.50 clip can cause when it breaks! It caused a deep cut on the housing and no one heard anything due to the engine noise.

This is what happens when two metals that don’t like each other. Not the best place to put this part!

enough attention to warrant a recall or extended warranty by the manufacturer… but it is good for my bottom line!

Again, we look up which customers are driving these vehicles, and send them a note.

Even if they don’t agree to come in for an inspection or service, we know we’re doing the right thing for them by being the experts, and offering to take care of their vehicles the way they want us to.

Leslie Simpson is owner, with her husband Neil, of Simpson Auto Ltd. in Chilliwack, B.C.

2000

1965

Valvoline launches MaxLife®, the first motor oil for high mileage engines

Valvoline introduces the first & best selling racing oil of all time

1866 Dr. John Ellis invents motor oil

1939 Valvoline develops X-18, a single grade oil which could be used in place of 18 different specified automotive lubricants

1996 Valvoline launches DuraBlend™, the first synthetic blend motor oil

2012 Valvoline launches NextGen™, the first national branded recycled motor oil

Valvoline invented the engine oil category almost 150 years ago – and we haven’t stopped pushing new innovations since.

NextGen™ motor oil is the latest in a long line of category-changing introductions.

Made with 50% recycled oil, NextGen™ delivers 100% Valvoline engine protection. NextGen™ motor oil is great for engines and better for the environment, it exceeds industry specifications with reduced environmental impact compared to non-recycled motor oil.

Naturally, NextGen™ is supported by the full force of Valvoline’s innovative marketing programs.

Welcome to the Next Generation in motor oil.

Learn more about NextGen™ at NextGenMotorOil.ca © 2012, Ashland Inc. TM Trademark of Ashland or its subsidiaries in various countries.

A Question of Customer fears hidden damage A customer comes in for a transmission service on his one-year-old Honda Civic. Unfortunately, the job ends up in the hands of a new technician who mistakenly fills it with motor oil instead of transmission oil. The customer comes back and says the car isn’t shifting properly anymore. You discover what happened, drain the motor oil, flush the system thoroughly, and fill it with transmission oil. Thankfully, the transmission works fine. But when the customer learns what happened, he is livid. He wants a new transmission, pointing out that the car is only a year old, and he doesn’t want to have to worry about damage that might have been done. So... what do you do?

I would offer the customer another transmission flush in 500 kilometers and offer warranty coverage (provided they have the recommended fluid replacements done) for any issues related to this error. If the customer returns with complaints that are not related to the error, send the vehicle to the dealer for warranty repair.

Be sure this mistake is covered in your next service staff meeting, and ask the techs for ideas to prevent a re-occurrence.

Gary Smith Stothart Toyota Bathurst, N.B. Sometimes common sense and logic go out the window when dealing with a customer who knows you’ve made a mistake. They want you to pay in some way. I think you should offer to send the transmission to the dealership for further diagnosis. Let everyone know the whole story and fix the problem now. By offering future warranty you open yourself to other problems that the customer will find a way to relate to the transmission.This is a lesson the tech will never forget… and hopefully will learn from.

John Lundrigan Capital Mitsubish St. John’s, Nfld.

You would be liable for the transmission if it failed because of this error. But how long should you be on the hook? If the transmission is going to fail, it will fail in a few months. I would road test it 16

CANADIAN TECHNICIAN MAY 2012

myself for a week or so. I would then reflush the transmission and release the vehicle back to the customer with the understanding that he return in 30 days for yet another flush. Of course I would provide a loaner vehicle to the customer as well.You can also give the customer a copy of your insurance policy and if the transmission fails in a year then the insurance company can fight it out.

Harley Daresi Dave’s Auto Truck Bike Milton, Ont. Flush the transmission twice more and offer him a written warranty for a year beyond the factory warranty. Honda used engine oil in its transmissions for decades.There will be no damage.

Hans Zundel Suncor Energy Inc. Fort MacMurray, Alta.

Well, it’s a double-sided issue.You did just have a major screw up on a new vehicle.

The very minimum you owe the customer is to flush and reflush the transmission and if it is working perfectly, give him a written report of everything that took place and provide him with a copy of your insurance policy. If the trans-

mission is working anything less than perfectly then you owe him a new one, either through your insurance or out of pocket. If there’s any sign of damage, there really is no other option.

Dan Lazin Advanced Auto Cambridge, Ont. Flush the transmission after about a month of driving, and then provide the customer with some kind of warranty that would satisfy him.

Manfred Wicht Murray Chevrolet Cadillac Buick GMC Brandon, Man. I would not provide a new transmission, as there is no evidence that the original is broken at this point. Careful monitoring for future should ease the customer’s mind.

Clara Hooper Buny’s ‘n’ Bugs Auto Repair Chilliwack, B.C. Fire the tech. Settle with the customer.

Offer him a cash buy-out. Worst case, have the transmission disassembled by a transmission rebuild shop and replace any components that were damaged.

Cyril Barry Westside Auto Repairs Maple Ridge, B.C. The car is only one year old. A future transmission repair is very likely.

However how long should you be held liable? I would suggest overhauling the transmission and installing new clutches and bands.The engine oil wouldn’t have affected any thing else.

Gord Millar K-W Fuel Injection Waterloo, Ont.

Agree? Disagree? Tell us what you think Answers to our ethical dilemmas are provided by members of the Canadian Technician Advisory Panel… and they’re already considering other Questions of Ethics. You can apply to join their ranks at www.canadiantechnician.ca. Or just tell us your thoughts on this one in an email to allan@canadiantechnician.ca

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.

WHAT IS YOUR EFFECTIVE LABOUR RATE? YOU KNOW YOUR DOOR RATE… BUT WHAT ARE YOU REALLY CHARGING PER HOUR?

DEAR KELLY: I’ve been doing quite a bit of reading this year, which is one of my new year’s resolutions. I’m setting aside half an hour a day… and so far I’m doing well. I haven’t cheated even once! In these business books I’m reading, there’s a lot of talk about Key Performance Indicators. They seem to be the signposts on the road to success. What would you say is the top KPI for our business?

—Erol

DEAR EROL: You just asked one of my favourite business questions!

A lot of managers and shop owners in the automotive repair and service industry don’t seem to care about KPIs. They must not know how important they are to keeping a business on track.

There are many things you can look at when it comes to assessing your business progress.The key is looking at them every month… and if they’re not where you

18

CANADIAN TECHNICIAN MAY 2012

want them to be, you should take immediate action to fix them.

In our management group, we focus on about 32 different KPIs. Of course some are more important than others. If I had to choose just one KPI that is most critical to understanding your business, it would be your effective labour rate.This is something that most shops never really consider. They’re very quick to say what their labour rate is. But the effective labour rate is very different – and much more telling.

Let’s say your posted rate is $100 per hour. (That’s pretty close to ours.You can make adjustments based on your own labour rate.) That’s how much we think we charge per hour but it’s not what we actually collect.

For example, there are some types of work that we perform for far less than our posted rate. Oil changes, tire repairs, and brake inspections are often priced at a lower rate. Coupons or other types of discounts will also reduce the hourly rate that we collect from our customers. And then, of course, there are times when technicians spend more time on diagnosis and inspections than we actually charge our customers for. Whenever we provide free work of any kind it’s pretty obvious that our effective labour rate is zero! We

technicians and multiply it by your posted labour rate. How much do we collect per hour for every hour we paid our technicians? That’s a number that can keep us up at night. There are slow days when there just aren’t enough cars for them to fix.They might have to wait for a part to arrive, or wait for customer authorization before starting a job.

There are a hundred different things that could slow them down or prevent them from working, and that impedes your effective labour rate.

The best shops keep their techs busy enough that they always have a car in the bay, and they’re not waiting for parts. They don’t even sweep the floors.

price it so there’s a potential to get more than our labour rate.

Consistently selling and performing maintenance work drastically increases your labour rate.

The calculation is simple. Simply take your overall labour sales for a month and divide it by the number of hours you charged your customers for.

A scary calculation, however, is to take how many hours you paid your

That’s taken care of by others so they can bill even more hours than they’re in the shop. It’s not uncommon for wellmanaged shops to collect 135% of their labour rate. That’s more than double the average shop’s performance of collecting just 67% of their posted labour rate!

I think it’s more clear when you convert that to dollars. If the average shop’s “posted” labour rate is $100, in

Larry Dickison

also know the pain of a job that turns out to be a nightmare. How many vehicles have we seen that we wish we’d never seen… ever! The bottom line is you’re not always collecting your posted labour rate.

Fortunately, there are also times when we’re collecting more. Take for example, when we perform a charging system diagnosis. It is generally a set rate, say $45, but the test can be done in a few minutes, so really we’re collecting far more than our posted $100 per hour. Whenever a technician gets a job done quicker than labour guides times, the effective rate is higher. And sometimes when we offer a number of jobs packaged together, we

reality they’re collecting only $67 per hour. When you consider an average licensed technician’s hourly rate is around $25 to $30, that takes a huge chunk out of the labour gross profit.

Gross profit on labour should be 7075%. A low effective labour rate brings that down to 55%. Ouch! That hurts.

In my 25 years of experience, I’ve learned that effective labour rate is the single most important factor in our business. That’s why most dealerships track it every single day. We all should.

I’m convinced it’s the biggest difference between a marginally profitable shop and a shop with 60% overall GP and a 20% net profit.

Like I said, there are lots of other KPIs you can follow. If you’d like me to give you more, I can do that.You might even come up with your own customKPIs based on your own experiences and circumstances. For example, you may wish to track how many times a month you get home in time for dinner with the family. Or how many times you have to pop a Tylenol before noon!

Whatever you measure, make sure going in the right direction.

Now, speaking of going in the right direction, I’m just heading out for a swim. I am astounded at how great it makes me feel! I’ll be swimming a full mile (1.6 km) today. Keeping track of how many laps I’ve done is always the biggest challenge.That’s the biggest KPI when you’re swimming! I’ve got a new system to keep track of my laps. I put 32 steel fender washers at the edge of the pool and I knock one into the water every time I finish a lap. Clever, eh?

All right. Gotta go. As always I’m only 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 kelly@kellythecoach.com.

MAY 2012 CANADIAN TECHNICIAN

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Apprenticeship program sparks intense debate in B.C. Program allows students to earn a certification in each year – not just at the end of four years.

By Allan Janssen

A

relatively new apprenticeship model is polarizing the automotive repair and service industry in British Columbia.

Those opposed to the “progressive credentialing” model that has been in place since 2010 say it is hurting apprenticeship enrollment, particularly in the north where finding employees can be very difficult.

Those who like the new system say it’s a more modern approach to training, which reflects recent changes in the automotive repair industry.

The unique apprenticeship model – adopted only in British Columbia so far – requires students to enroll anew every year. That means finding a sponsor for that year, completing the class time and work hours, writing a provincially standardized exam, and being signed off by their employer in order to earn a certification for that year. Only then can they enroll in the next level.

Once they have completed all four levels, they may write the final exam for the interprovincial Red Seal ticket.

It is radically different from the old model – commonly used throughout the rest of Canada – in which apprentices enroll just once and progress through all four levels at their own pace and emerge at the other end as journeymen.

“We’ve brought the provincial program into the 21st Century,” says Lloyd Stamm, president and CEO of the Automotive Training Standards Organization (ATSO) one of six sector groups advising the province’s Industry Training Authority (ITA).

He says progressive credentialing was developed in consultation with industry 20

CANADIAN TECHNICIAN MAY 2012

to address shortcomings in the traditional apprenticeship system. For one thing, schools and employers can keep better tabs on students as they progress through the four levels so fewer end up failing the final exam after four years of work. It also prompts greater discussion about the student’s performance and career goals as well as the employer’s business needs.

Most notably, however, it allows students who do not want to become Red Seal technicians to earn a lower certification after one, two, or three years.

“This is truly a heartfelt attempt to improve the system,” says Stamm. “We really want to make sure we have welltrained people.”

Critics of the program, however, say the changes are hurting registration numbers. Email exchanges provided to Canadian Technician show the extent of the dissatisfaction about progressive credentialing, particularly among

Okanagan College, agrees.

“We have not seen much action to correct the dropping numbers of returning apprentices,” his email says, adding that the lack of action by ITA stems from a perception that industry and colleges are solidly behind progressive credentialing.

“I assure you that this is not the case!” he writes. “We cannot allow the apprenticeship system that has created our livelihood to short change the next generation of would-be journeypersons.

The system, as it stands currently, is not working to its full potential and we need to fix it now!”

But Stamm says suggestions that enrollments are down are alarmist.

“Apprenticeship numbers are really a

“This is truly a heartfelt attempt to improve the system.” college administrators and independent automotive shops.

“There has been a significant drop in automotive apprenticeship enrolment in B.C.” writes Kyle Broad, an automotive instructor at Camosun College in Victoria B.C. His email, which outlines his position on the new system, says the decline has been the result of “a cumbersome and tedious new apprenticeship model imposed onto our auto apprentices here in B.C.” Cam McRobb, chair of the Motor Vehicle Trades Department at

moving target.You can only take a snap shot of today. If you look at the statistics tomorrow they will have changed because people progress through,” he says. “Looking at entrants and exits, I would say there’s no real change.We still have lots of people in the system, and lots of people coming in. Those numbers are stable if not up a little bit.”

He says colleges are pushing the panic buttons because there have been glitches in the system where students showed up for classes before they were eligible to.

“So where there were 14 people in a

class, now there’s 11. They say, ‘Look, our classes are shrinking!’ but I’m not seeing that in the statistics,” says Stamm.

The statistics are showing we have lots of apprentices in the system. In fact this has given more predictability to classroom planning.”

He says the “loosey-goosey” approach to fully completing each year of an apprenticeship was never a good thing, and ITA is correct to expect students to complete all their class study, work hours, final exam, and employer sign-off before advancing.

“That seems to be where we’re getting some push back,” he says. “We’re making sure apprentices have 1500 work hours of work experience because some people were showing up for class way too early.”

The confusion will work itself out, he believes, as people get used to the system, and accept the new rigidity of the rules.

Critics of progressive credentialing also say the new system involves significantly more red tape, which causes a greater burden to employers.

“This has resulted in four times the paperwork to be completed by the apprentice’s sponsor,” Broad points out.

But Stamm says the paperwork is not onerous, nor is it unreasonable. In fact, the system provides natural breaks for both sides to reassess their commitment to the program.

“It is an excellent way to initiate performance-based discussions,” he says.

“I think it’s valid and justified, once a year, for the employer to ask the apprentice, ‘Should I put you in the next level? What are your plans? Are you sticking around? Did you want to go into the next level? Do you want us to sponsor you? This is an investment for me, in you. I think we need to have this discussion.’”

On this point, Scott Waddle owner of Precision Auto Services in Langley, B.C. is in complete agreement. In a post on the Canadian Technician Forum where the progressive credentialing system sparked an intensive discussion, he said, “I think my guys are worth 15 minutes a year.”

Concerned that the progressive credentialing system suits dealerships, big-box stores, and lube shops more than it does independent garages, the Canadian Independent Automotive Association (CIAA) has launched a campaign to return to the old system.

The association is encouraging its B.C. members to write to the members of the Legislative Assembly and voice their opposition. Members in other provinces are urged to be vigilant about a potential spread of the program.

“We’ve been watching this for the last year or so,” says Art Wilderman, executive director of CIAA. “Technicians get trapped in a level one or level two position. Advancing out of that seems to be difficult. If you have an employer who would just like you to be a level one, or level two, they’re likely to [oppose your going back for higher certification.]

They’ll say, ‘I don’t think you’re quite ready yet, maybe next year.’”

He says progressive certification has resulted in high registrations in year 1 and 2, fewer in level 3, and almost none in level 4.

“The future of the independent depends on having access to qualified technicians,” he says. “This isn’t just important to people in B.C., it is important to people across the country.

If governments aren’t aware of the failings of this type of program, for them it’s an economic win that they might want to adopt in their province. There should be a full investigation in B.C. on how it’s structured and why it’s failed.

So that’s what we’re asking for. If it’s not

changed soon, it’s going to be crippling for a big part of the industry.”

He says the program has been so damaging to B.C. that “13 of the 14 colleges are threatened with the prospect of closing automotive as one of their curriculum offerings. They can’t find students.”

But not all repair associations are as dire.

Ken McCormack, president of the Automotive Repair Association of British Columbia (ARA) says his group is satisfied that the new progressive credential system is designed with the best interest of technicians and independent shops alike in mind.

He points out that prior to implementation of the new system, the typical attrition rate for apprenticeship was approximately 50% and that many who fell out of the system are still working within the trade.

“Obviously the training they had was appropriate for what they are currently doing,” he says. “The new system recognizes achievement at each level rather than expiring if the individual does not advance to the next level for whatever reason.”

In a conversation with Canadian Technician, he confirmed that the new system was adopted at the request of industry – contrary to what some critics say.

“The progressive credential system was not something that happened overnight. It took many years and included many meetings with stakeholders to help guide the program to what it is today,” he said. “It is only in its second year, so it would be premature to conclude at this time that it is not working.”

Indeed, Stamm believes the benefits of the new program will eventually win over the critics.

“We’ll be able to predict classes better, we’ll have better people in those classes, it will improve the educational experience, and we’ll have better people emerging at the other end,” he says.

In the meanwhile, ATSO will continue to re-evaluate the workings of the program, and smooth out operational issues to make sure it works for everyone.

MAY 2012 CANADIAN TECHNICIAN

21

Raising concerns If your hoist can’t keep up with your techs, or allows your employees to take safety shortcuts, maybe it’s time to choose a new hoist.

Shop owner Milton Dennie lifts a vehicle in the low-ceiling side of his transmission shop in Perth, Ont. Finding a lift that suited the shop and met his own safety requirements took some doing.

By Allan Janssen hey say it’s a poor workman who blames his tools… but sometimes there’s just no denying that the tools aren’t up to the job.

In an automotive repair shop, where cars are coming and going all day long, the most important piece of equipment you need is a hoist that suits the kind of work you do, and the pace of the shop.

The ability to raise and lower cars quickly and easily is paramount in any garage. It’s all about productivity. And technicians will tell you how annoying it is to have a hoist that can’t keep up with them. Worse is if a lift imposes limitations on what can be done easily in the bay. And absolutely unacceptable is a lift that compromises safety in any way.

Kentucky-based Fred Heath, a frequent expert witness in U.S. lawsuits concerning automotive lifts, has written

T

on the cause of high-profile lift failures.

His firm, Heath & Associates does accident investigations and analysis on lift designs.

In an article for Occupational Health & Safety magazine, he tells the story of an American school board that purchased several automotive lifts to service its fleet of buses. The pneumatic lift latch release system was flimsy and soon stopped functioning, but the latches still engaged when raising the load, and they could be released manually for lowering. Then one day a technician heard two loud popping sounds, and the bus he was working on came down on him, causing serious injuries.

In that case, the catastrophic failure was related to design issues, deficient parts, inadequate fail-safe provisions, and a lack of safety certification. It is the

kind of accident that would keep any shop owner awake at night.

In fact, the arrival of a new floorplate hoist with manual safety releases on both columns caused exactly those kinds of fears at Advanced Automotive in Perth, Ont. recently.

Owners Milton and Debbie Dennie were simply not comfortable enough to keep the lift. Their jobber recommended it because it suited the lowceiling area of their shop. Unfortunately, the lack of overhead cabling meant it did not have a one-point safety release.

All the synchronizing hardware and cables were routed under a floor plate between the columns.

The lift was also time-consuming to operate. Lowering the working height was a particularly taxing process. You had to raise the lift to bring it off the MAY 2012 CANADIAN TECHNICIAN

23

locks, walk over to one column to release the safety latch, and then walk around to the other column to release the other safety latch. Locks did not automatically re-engage on the way down, so you had to lower the lift to below the ideal height, then raise the lift until the locks engage, and finally lower the lift onto the locks.

And if you paused the lift on the way down, the locks remained disengaged.

When the lift wasunattended, there was nothing to indicate to anyone else that it was not on safety.

The dangling lift-release cords were accessible from under the car, which also concerned them. And it was clear

He says the location of the safety releases, under the arms of the hoist, is particularly problematic.

“I’d like to see the release mechanism moved to a safer area on the hoist,” he says. “It’s small things like these that make a technician second-guess the very devise he’s supposed to trust his life with.”

Harley Daresi of Dave’s Auto Truck Bike in Milton, Ont., points out that cumbersome method for re-engaging the locks, is not a safety hazard unless a shortcut or improper procedure is employed.

“It is time consuming and can become aggravating to have to do. The technician who is working on the hoist

Manual safety release cords hang on each column. In order to lower the lift, technicians must come around to one side to release the safety, and then go to the other side. Because of their location, they can be easily accessed from under the car – a potentially dangerous short-cut.

that the cords could get caught in the lift mechanism. Put it all together, and they came to the conclusion that the lift was potentially unsafe – especially if technicians took shortcuts.

“When it comes to safety, we believe a lift needs to be idiot-proof,” says Milton.

“The last thing a technician should have to wonder about when he’s under a car is whether the safety is on or off.”

Some members of the Canadian Technician Advisory Panel say they’ve seen this type of lift – some even use it – but they all agreed the design is not well suited to a busy repair shop.

“We have a similar hoist in our service station because of our low ceilings and I’ve always disliked using it,” says Timothy Flemming, owner of Ketch Harbour Motors in Halifax, N.S. 24

CANADIAN TECHNICIAN MAY 2012

must ensure that locks are fully and properly engaged before walking away from the lift,” he says.

“We have three hoists with similar releases in our shop,” says Hans Zundel, who maintains equipment for Suncor Energy in Fort MacMurray, Alta. “You can release them without standing right under the hoist, but it’s a behaviour that has to be learned.”

“I’ve seen these lifts before, in a high school as a matter of fact,” says Jed Palmater of Fredericton Import Auto Specialist, in Fredericton, N.B. “If it’s handled properly and treated with respect, it can be used safely.”

But he says it is clearly more suited to hobbyists. “The time involved in properly positioning it renders it useless as a professional hoist,” he says.

As for whether technicians would take shortcuts, Tim Boyes of Canadian Tire in Clayton, Ont. says it is almost certain they will.

“It’s natural to find the fastest way around something. If it can be done faster, it will,” he says.

In fact, Milton and Debbie have already heard of shops in nearby Ottawa, Ont., where technicians with similar lifts have come up with a strategy to defeat the manual lock releases which cost them time.

“They actually hang weights on the safety release cord on one side, so the safety is always off on that side,” says Debbie. “That was what our biggest fear was.That people would get to that point where they say, ‘OK, this is just a pain in the butt!’”

Without doubt, the manual safety releases are not ideal for automotive repair shops, but they are not illegal either. According to the American National Safety Institute standards for automotive lifts, hoists must have a manual or automatic lock wherever there’s a hydraulic cylinder. It does not have to engage automatically, and it does not have to be controlled from a single point.

For Advanced Automotive, which does a lot of transmission work, the lift was doubly insufficient because the floor plate could interfere with trannie jacks.

Ultimately the lift was replaced with another lift by the same manufacturer.

The new lift has a single-point safety release and no floor plate.

“We’re very happy with it. The company came and took it out. They were amazing, awesome, very good business people to deal with,” says Debbie. “They actually went out of their way to find a lift that would be compatible with what we needed. They took an overhead lift and shortened the columns to fit in the low-ceiling part of the shop. It is the one with two levers, so it’s always on safety.”

The bottom line is that shop owners should spec their lifts very carefully, and make sure it meets the needs of the shop, and the safety standards they want to maintain.

Not only will they be better equipped to service their customers’ vehicles, but they’ll sleep better at night

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Sparking changes New high-tech ignition systems are capable of addressing engine management problems that were barely visible with conventional systems.

By Jeff Taylor hen we think of the ignition system in the modern automobile, we rarely think of points anymore. Like many outdated ignition designs, they’re a thing of the past.

Without doubt, ignition systems have gone through a lot of changes in the last hundred years.

The earliest ignition systems used a magneto, but in 1908 Charles Kettering developed a completely new system.

Dubbed the Kettering ignition system, it used the battery as a power source and incorporated a single coil, a set of points, a capacitor, and a distributor. It was a complete marvel back in the day, and was used on the 1910 Cadillac. This was the very first battery-operated ignition system.

That may not seem that important but it was the start of where we are today in ignition systems.

The basic purpose of the ignition system is to ignite the pressurized airfuel mixture at the correct time. This results in the power stroke that produces the engine’s power. This sounds simple enough, but the demands put on the ignition system are immense, and they’re increasing as auto makers try to squeeze every ounce of power and fuel economy they can out of an engine.

The modern ignition system has evolved from mechanics to electronics.

They now contain no moving parts at all. And they’re constantly evolving.

Even the electronic distributorless system that most of us take for granted will be going through some changes in the very near future.

Manufacturers designing an ignition system now have to look very closely at what type of combustion system they’re using and design the system around that.

Even the very best electronic ignition system will show its weakness when it is

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asked to fire the spark plugs of the advanced engine designs that incorporate homogeneous or stratified direct injection, very lean, very diluted (EGR or cam operation) combustion principles.

The development of the Smart ignition system started back in 1996, with the compression sense ignition (CSI) system. As you may recall, Saturn was the first to give this system a try. It could set a cam code (P0340) but didn’t have a cam sensor. The ignition module had to decide what cylinder was firing under compression and provide a #4 signal out; from this information, the ECM could switch the fuel system from gang-fired injection to sequential fuel injection. Remember, it does this without a cam sensor, which the OEs loved because of the cost savings (in wires, connectors, a sensor, machining, and engine packaging).

The CSI system is a waste spark design firing paired cylinders… but with a twist. It also monitors cylinder pressure electronically.

The higher the cylinder pressure, the harder it is to get a spark to occur, so when the coil fires, the spark will jump across the exhaust stroke cylinder first, (only by a few milliseconds) and then fire the plug in the cylinder under compression.

The order of these spark plug firing events and their polarity are what the ignition module or cassette is watching.

Using capacitor plates connected to the secondary outputs and a resistor network, the ignition module is able to create a signal that it converts to a CAMOUT signal.

The electrical operation is fairly complex and involves a number of computer chips and algorithms to perform but for us techs, the key to

remember is that it is looking at firing voltages. Anything that can affect the firing voltage of the spark plugs (wear, improper mixture, plug contamination or the CSI modules ground, to name a few examples) can disturb this system.

The average firing voltage of a good spark plug with the proper mixture is about 9-12 kV and the exhaust side requires less at 3-4kV. One other note in the operation of the CSI system: the PCM has to be aware of the operating conditions of the engine to take into account situations where cylinder pressures may be almost equal (deceleration). During this event the CAMOUT signal is invalid and the PCM will ignore it and gang-fire the injectors.The PCM looks closely at the MAP sensor for engine operating conditions and decides the CAMOUT signal’s validity.

The next development in the Smart ignition system is the Ionization Current Sensing Ignition System (Ion Sense). This system allows the PCM to see what’s happening inside the combustion chamber by using the spark plug as an in-cylinder sensor.

How does it do this? Well, it takes advantage of the current flow principles in an ionized gas and how this is proportional to its Flame Electrical Conductivity. The ionized gas we’re interested in is in the combustion chamber after the spark plug has fired. By applying a DC voltage (80V) across the spark plugs gap right after the firing event, we can measure the conductivity of the combustion process.The voltage travels across an ion bridge formed inside the cylinder. As it flows across this ion bridge, it is affected by the combustion gases. (The ions in the bridge are a result of the combustion process and are affected by their concentration, cylinder pressures, MAY 2012 CANADIAN TECHNICIAN

27

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Uni-Select, Auto Parts Plus, Auto-Plus, Bumper to Bumper (in Canada only), and Beck/Arnley are trademarks of Uni-Select Inc. All rights reserved.

*Source: AIA Outlook Study 2010

and combustion temperatures.) The resulting voltage is measured by the ignition module or PCM. From this information the PCM can see the results of the combustion process and detect misfires, engine knock even cylinder-to-cylinder variations in air/fuel ratio.

The amazing thing is that all this can be done just by adding electronics. We do not need to add any parts. In fact, we can start to eliminate them.

Because the PCM now knows what’s going on in each cylinder, it can sense knock faster and more accurately than a conventional vibration knock sensor and do it on a per-cylinder basis. Thus the need for a knock sensor or sensors can be eliminated.

It can also change the way the PCM detects a misfire. The traditional way is the crankshaft speed variation method, where the PCM is looking for the acceleration of the crankshaft after each power event. If the crank doesn’t speed up, the PCM assumes that the previous firing event was weak and, after a predetermined number of events, it will set a code for a particular cylinder.

Another advantage of using Ion Sense ignition is that the PCM can see the exact combustion process in each cylinder and make adjustments on a cylinder-tocylinder basis. This is really important during cold starts and can help reduce hydrocarbon emissions. This technology will even allow the manufacture to eliminate the front O2 sensor and still provide near PZEV (partial zero emission vehicle) requirements.

One of the advantages that I see with this system is that if it has the ability to see the combustion process, it will be able to see such things as lean misfires, rich conditions, vacuum leaks and many other issues on a per cylinder basis. This would sure be nice instead of the random misfire P0300.We could start to see very specific code. Maybe we could get a P0394 #4 cylinder lean miss/clogged fuel injector. Hey, that’s just an example, but it would definitely make our job a bit easier!

With the advancement of GDI (Gasoline Direct Injection) on most engine designs, the ignition system will come under more stress than ever.

Current GDI designs have a

combustion process that is less predictable in behavior and will require some sort of Smart ignition system to take advantage of all its benefits. These engines require a very advanced ignition system. And if it can provide information on the combustion process with little more than added electronics, it won’t be long before the manufacturers add this technology.

Get ready for changes, though. The Ionization Current Sensing Ignition

System is capable of addressing certain problems in the engine management system that were barely visible in a conventional electronic ignition system.

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

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PRODUCT CENTRAL Mastertech software

Water pumps

Bosch’s Mastertech VCI (M-VCI) scan tool now provides greatly expanded, in-depth vehicle coverage especially for European vehicles with its powerful new ESI[tronic] 2.0 diagnostic software, which comple-

Gates says its new Heavy-Duty Water Pump product line includes 85 different

line and a 90-teeth line, both guaranteed to get in and out of tight spaces faster. http://tinyurl.com/ct-prod-167 ments the scan tools’ award winning Mastertech Scan Test software.

“ESI[tronic] 2.0 enhances the vehicles diagnostics experience by providing the technician trouble shooting instructions, vehicle maintenance schedules and technical service bulletins when they are available. http://tinyurl.com/ct-prod-169

Head gaskets Fel-Pro PermaTorque MLS performance head gaskets are now available for a significantly expanded range of performance engines based on the popular LSX block from GM Performance. Each of the new

SKUs for virtually any heavy duty or fleet application. Constructed with premium alloy materials, they are computer-tooled, and fitted with a precisely balanced impeller to ensure OE fit and function. http://tinyurl.com/ct-prod-162

Performance products The Gates line of Racing Performance

Fuel tank strap shelf organizer Spectra-Premium has devised a new shelf organizer to save space and time PermaTorque MLS head gaskets features the Fel-Pro brand’s exclusive LaserWeld stopper layer technology proven in NASCAR, NHRA and IHRA competition. http://tinyurl.com/ct-prod-166 when storing and retrieving its line of fuel tank straps. This shelf organizer is available in three ordering options: STKIT 1 which includes the TOP 12 strap applications, STKIT 2 which includes the next 12 best strap set applications, and the shelf organizer which can be ordered on its own. http://tinyurl.com/ct-prod-168

Ceramic brake pads Wagner’s ThermoQuiet Ceramic brake pads from Federal-Mogul are now available for 2011 and 2012 Hyundai

Cordless tools Matco has launched new 12V Infinium cordless and redesigned ratcheting wrench lines. According to Matco, the 12V Infinium cordless line provides all the advantages of lithium ion, including no battery memory effect, the convenience of cordless, and consistent power and performance.

The wrenches now include a 72-teeth 30

CANADIAN TECHNICIAN MAY 2012

Products includes Gates Timing Belts, Gates Micro-V Belts, Gates Coolant Hoses, Gates PowerGrip Hose Clamps, and Gates Silicone Tubing. http://tinyurl.com/ct-prod-161

Suspension and steering parts Equus models.The new front disc brake pad sets feature proprietary, applicationspecific formulations developed within Federal-Mogul’s global friction technology network. Federal-Mogul also recently introduced rear brake shoes for 2011 Ford Fiesta models. http://tinyurl.com/ct-prod-165

Mevotech has announced a release of 110 new suspension and steering SKUs covering millions of late-model domestic and foreign vehicles. Included in this release are parts for “2009-7” Ford Five Hundred, 2010 BMW 540i, and 2008 Cadillac CTS. http://tinyurl.com/ct-prod-155

Gaskets and sealing products The Fel-Pro gaskets line from FederalMogul continues to grow, with 64 new gaskets, sets and related parts recently introduced for an extensive range of

domestic and import applications.

Fel-Pro coverage includes cylinder head conversion sets for Saab 2.0L L4 DOHC and Toyota (Tacoma) 2.7L L4 DOHC engines, and a variety of intake manifold, plenum, valve cover and oil pan gasket sets for popular latemodel applications. http://tinyurl.com/ct-prod-158

Power tools Snap-on says its new 7.2 Volt Lithium Series of power tools – featuring the 1/4-inch Quick Change 7.2 Volt Lithium Screwdriver (CTS661) and the

MLS head gaskets for import engines. http://tinyurl.com/ct-prod-152

Cap, rotor, and harness connector 3/8-inch 7.2 Volt Lithium Impact (CT661) – are versatile and easy-to-use, providing more torque and longer battery life. http://tinyurl.com/ct-prod-157

Cardone now offers a new cap, rotor and sealed wire harness connector with each of the following A1 Cardone reman opti-spark distributor part numbers: Part# 30-1803H fits GM 1994-1995; Part# 30-1832H fits GM 1992-1994;

Gasket catalogue Federal-Mogul new Fel-Pro Master Gasket Catalogue (No. 900) features over 800 new parts for domestic and import applications with late-model coverage for passenger cars and light trucks manufactured between 1991 and 2011. It also includes dozens of additional

and Part# 30-1833H fits GM 19961997. Applications include popular Camaro, Corvette, Firebird, Caprice, Roadmaster and Impala vehicles. http://tinyurl.com/ct-prod-153

MAY 2012 CANADIAN TECHNICIAN

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PRODUCT CENTRAL Flush tool Gates has developed the new PowerClean Flush Tool, which utilizes pulsating technology for complete cleaning of the radiator, heater core and

They’re designed to provide an instant air source to Firestone’s complete line of suspension solutions, allowing for quick, convenient adjustability of air helper springs. http://tinyurl.com/ct-prod-143

Trunk Paints

engine block. It uses water and compressed air to safely remove accumulated sludge and scale deposits without the use of harsh chemicals or solvents. http://tinyurl.com/ct-prod-156

All Weather Mobile Tool Chest Snap-on says its new, All-Weather Mobile Tool Chest (AWMTC) provides convenient, secure, versatile and watertight storage for tools that must be readily moved. It even has a lid that doubles as a seat when the case is open. It comes in four colours and two configurations either with two, two-inch drawers plus six, oneinch drawers or three, two-inch drawers plus four, one-inch drawers. http://tinyurl.com/ct-prod-148

Air control solutions Firestone Industrial Products Company has added eight new options to its AirRite Air Control Systems product line.

PlastiKote says its newly reformulated Trunk Paint Base Coat and Trunk Paint Top Coat help make the trunk of any vehicle look like new. The trunk paints are easy to apply and are offered in a variety of the major OEM colours – gray-white (500), black-grey (501), dark green aqua (502) and gray-blackwhite (503). http://tinyurl.com/ct-prod-142

New part numbers Delphi has added five O2 sensors and six MAF sensors to its fuel management portfolio.

The O2 sensors are for Chevrolet, Hyundai and Saturn applications. The MAF sensors represent an expansion of Delphi’s mass air flow program and cover more than 19 million vehicles on the road in North America, including GM, Mazda, Subaru and Toyota applications. http://tinyurl.com/ct-prod-138

Transmission oil cooler Dorman has unveiled an aftermarket application-specific transmission oil cooler so techs don’t have to deal with universal coolers. Dorman’s Transmission Oil Cooler is engineered to cool automatic transmission fluid, prolonging its life, and preventing transmission fluid leaks. Not only does it avoid transmission

overheating, but it protects the transmission from possible damage. It is recommended for replacement when replacing the transmission. http://tinyurl.com/ct-prod-137 32

CANADIAN TECHNICIAN MAY 2012

Angle grinder kit Snap-on says its new Angle Grinder Kit includes all the tools and accessories needed to perform a multitude of grinding jobs faster and more efficiently. The new Snap-on PT110A 1/4-inch die grinder features 25,000 RPMs of free speed with a dual tapered collet system and 1/3 horsepower motor. http://tinyurl.com/ct-prod-131

Engine parts MAHLE Clevite Inc. has introduced 59 new part numbers for various types of bearings, cylinder components, filters, gaskets and piston rings, including Piston Pins, Piston Pin Bushings and Ring Sets, Engine Valve Cover Gasket Sets, Engine Valve Stem Seal Sets and Fuel Injection Nozzle O-Ring Kits. The part numbers are available for a range of light vehicle and heavy duty applications. http://tinyurl.com/ct-prod-121

Vacuum pumps Cardone says it can help technicians save installation time and prevent comebacks with its A1 Cardone remanufactured Vacuum Pumps with Pre-installed Pulley. They eliminate the need for special tools to ensure the correct press-fit between the replacement pump and the old pulley. Cardone vacuum pump pulleys are also available separately. http://tinyurl.com/ct-prod-120

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Hella has launched its 2012 OE Quality Spare Parts Lighting Catalogue, which features a dramatically expanded line of OE lighting replacement parts for Audi, BMW, Mercedes-Benz, and Mini. Over 72 new headlamps, tail lamps, and fog lamps have been added to the Hella range. http://tinyurl.com/ct-prod-119

Hand cleaner Gojo says its new Cherry Gel Pumice Hand Cleaner with pumice scrubbers, quickly cleans the heaviest dirt. It is formulated with a unique combination of skin conditioners, and is pH balanced for skin comfort. The cleaner’s innovative gel formula spreads evenly and clings to hands and arms to deliver maximum cleaning power on heavy dirt, grease and oil. It also provides a quick, easy and complete rinse. http://tinyurl.com/ ct-prod-118

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MAY 2012 CANADIAN TECHNICIAN

33

continued from page 36

explains all the weirdness today.”

“Ah, yes.” He blew on his cup of java before taking a sip.

“You’ve discovered that some people are attuned to the alignment of the stars and planets.”

I glanced at him. “You don’t believe in that hocus-pocus, do you?” I knew Basil was into moments of deep reflection on life; it’s what gave him his calm outlook when dealing with our numerous work-related crises.

Basil smiled. “It’s true I’ve adopted some unique habits in my travels, but superstition? No, I draw the line there. I believe that luck is nine tenths hard work and just showing up.”

Just then Chunky Carlton pulled in with his 1998 Chevrolet Suburban. The serpentine belt on his 5.7 V8 was chirping away like a bunch of crows on a power line.

“I’ve had it with this noise, Slim!” Chunky tossed the keys in my direction.“I’ve tried three new belts and enough dressing to choke a horse. Gimme a call when you figure it out.”

“Need a ride?” I asked as he headed off down the street.

Chunky waved a hand. “Nope. My horoscope says today’s my lucky day, so I’m gonna walk. Maybe I’ll find a discarded lottery ticket that’s a winner!”

I turned to Basil. “See what I mean?”

He shrugged. “According to NASA, there are no planetary alignments predicted for the next few decades.” Opening the hood of Chunky’s Suburban, he continued. “However, I do suspect we have an alignment problem…”

“Hold it a minute – you just told me you don’t believe in that stuff!”

Basil gave me a withering look. “I’m referring to the alignment of these belt pulleys, not the stars.”

“Oh.” I leaned over the fender for a closer look. “Are you sure? From here, the belt looks straight.”

Basil nodded. “Yes, but looks can be deceiving. We should use a laser sight tool to be sure.These early GMs are known for issues with the power steering pulley. Generally, the pulley needs to be flush with end of the shaft, but sometimes they get pressed on too far. An eighth of an inch either way can make the difference between a squeaky belt and sweet silence.”

A phone call to our tool dealer brought the Gates 91006 DriveAlign laser alignment tool to our doorstep, and with it we discovered that the power steering pulley was indeed slightly off from the other pulleys. A small adjustment with our pulley removal tool brought things into line and life was good.

In fact, you could say we finally had harmonic convergence in our tiny universe once more.

I inspected the alignment tool with interest. “Say Basil, do you think if I took this home, that it would help my wife see things my way?”

He chuckled and headed for the coffee pot. “I wouldn’t press your luck.”

Rick Cogbill is a freelance writer and former shop owner from Summerland, B.C. To read more about Slim and the gang, order Rick’s book, “A Fine Day For A Drive” at www.thecarside.com.

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WORLDPAC

WorldPac .................................................38 www.worldpac.ca 800-463-8749 MAY 2012 CANADIAN TECHNICIAN

35

The Car Side

By Rick Cogbill

When the Stars Align There’s nothing superstitious about the noise under the hood of Chunky Carlton’s Suburban.

The faded document in my hands looked like something off of Johnny Gutenberg’s original printing press. Even the coffee stains resembled knights on horseback.

“Hey, Rolph,” I asked. “Got anything on this breakfast menu that isn’t swimming in gravy?”

Rolph ignored my question as he splashed more toxic liquid into my coffee cup. “So what brings you here so early on a Thursday morning, Slim?”

My stomach lurched as the oil slick in my coffee began to congeal.“Oh, I just thought I’d let my wife sleep in this morning.”

“Gotcha.” He winked. “Roughly translated, that means you said something stupid and Cookie said, ‘Make your own breakfast!’” He put aside the coffee pot and whipped out his order pad. “Well, your pain is my gain.What’ll it be?”

I scanned the menu again. “I’ll have your Morning Eyepopper Special and…”

Rolph stopped me. “Sorry, no can do. Today’s the 13th, and we don’t cook sardines on the 13th. It’s bad luck.”

I stared at him. “OK. Then how about the Farm Lard Special with…”

“Nope. No bacon on Thursdays; it’s …”

“Let me guess – bad luck?”

“You got ’er.” Rolph shrugged. “Outta my hands, Slim. My cook’s a very superstitious fellow.”

In the end I had to settle for steamed yogurt with two slices of dry toast and cranberries. Not exactly what I’d call a great start to my day.

After breakfast, I got delayed at the one and only crosswalk in Slumberland. “Sorry, sonny,” called out Miss Pukinsky, as she slowly pushed her walker across the street. “If I go any faster I might go outside the lines, an’ you know what that means!”

Miss Pukinsky read her star charts regularly.

In the shop parking lot, I had to slam on the brakes when Quigley dashed out in front of my truck, waving his arms frantically. “Whew, that was close!” he gasped. “You almost drove over that garter snake.What were you thinking?!”

“What was I thinking?” I cried. “What were you thinking!

You could’ve been killed!”

He shook his head in disgust. “Sheesh. And that’s the thanks I get for saving you from 42 weeks of bad luck.”

Basil found me outside, staring at the top of the hills behind the shop. “What’s so interesting?” he asked.

“I can still see the full moon from last night,” I replied, filling him in on the morning’s events. “It’s the only thing that continued on page 35

36

CANADIAN TECHNICIAN MAY 2012

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