Service Station Garage Management May 2009

Service Station & Garage Management .COM

SSGM MAY 2009

Uncertainty ahead for auto industry

Emissions: New tests, standards and tips Total clutch service

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May 2009

Vol. 39 No. 5

what’s inside

Editor

Tom Venetis (416) 510-6790 tom@ssgm.com Assistant Editor

David Halpert (416) 510-6784 dhalpert@ssgm.com Technical Editor

Jim Anderton jim@ssgm.com Art Director

Ron Taylor Publisher

Marc Gadbois (416) 510-6776 marc@ssgm.com Circulation Manager

Selina Rahaman (416) 442-5600 ext 3528 srahaman@bizinfogroup.ca Subscription Inquiries

Gail Page (416) 442-5600 ext 3549 Production Manager

Steven K. Hofmann (416) 510-6757

See Page 10

Print Production Manager

See Page 22

Phyllis Wright

Vice President Canadian Publishing

Alex Papanou

Cover Story: Business Management:

President Business Information Group

Bruce Creighton

Analysts predict dramatic changes for North American auto landscape . . . . . . . . . . . . . . . 10

Emissions: Emissions diagnostics tips . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16 First look at Permanent DTC standard . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32

Transmission Doing a total clutch service on a Ford F-150 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22 Checking ATF levels on a newer Toyota . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28

Departments Editorial . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6 News . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8 Tech Tip . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .21 CARS Canada . . . . . . . . . . . . . . . . . . . . . . . . . . . . .25 Jim’s Rant . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .30 Garage of the Year Nomination Form . . . . . . . . . . 33 Baywatch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35 Advertiser’s Index . . . . . . . . . . . . . . . . . . . . . . . . . .35 Crossword . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .36 Internet Directory . . . . . . . . . . . . . . . . . . . . . . . . . .37 Sudoku . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .37 Solutions to April Puzzles . . . . . . . . . . . . . . . . . . . .38

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4 SSGM May 2009

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OUR GREATEST ASSET Being successful is as much about the people we employ as it is about the products we sell.

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|| TOM’S EDITORIAL

The end of the Big Three in North America T

By Tom Venetis, Editor

There are few options left for General Motors or Chrysler. The problems for both companies run deep and can’t be addressed by simply cutting worker’s pay or throwing out pension and health benefits, or going to the government for more money.

he next two months could prove to be the last for General Motors and Chrysler. On April 13, The New York Times reported the U.S. Treasury Department is directing General Motors to set the groundwork for bankruptcy in June. General Motors is publicly protesting this move, arguing it will soon present a viable reorganization and business plan to the President Obama’s automotive task force. The problem is no one believes this, not even, according to some insiders, even General Motors’ own officials.

The plan seems to be for General Motors to enter into what is rather oddly called a ‘surgical’ bankruptcy which will allow the car maker to restructure while protected from creditors, to split the company into a good/bad GM. Supposedly, the ‘good’ GM will get in and out of bankruptcy quickly while the ‘bad’ GM will limp along until it settles things with creditors and finds a way to handle the healthcare obligations for the company’s workers, the liquidating of assets and fending off lawsuits that will likely result.

Things don’t look much better for Chrysler which had its own restructuring plan rejected by the President Obama’s task force and continues to work with greater desperation towards cobbling together some kind of merger agreement with Fiat. Fiat is demanding very deep cost cuts before it makes any kind of deal with Chrysler.

There are few options left for General Motors or Chrysler. The problems for both companies run deep and can’t be addressed by simply cutting worker’s pay, throwing out pension and health benefits, or going to the government for more money. Susan Helper, AT&T Professor of Economics at the Weatherhead School of Management with Case Western Reserve University and writing in The New Republic took at close look at the troubles of the auto companies and made two very perceptive points. The first is the North American auto makers have not made an honest appraisal of why people have shunned their cars, even when priced similarly or better than their competitors, or how to fix it: “Or to put it another way, why do Detroit Three’s cars sell for $2,000 less than a comparable Japanese models? This is the key issue — not labour costs, which including the legacy costs account for less than 10 per cent of the cost of a car.” On top of that, neither company has addressed how it will deal with its suppliers. According to Helper, who has had a close look at the numbers, half of General Motors’ costs — US$50 billion per year — come from parts purchases from suppliers.

The costs are likely similar with Chrysler. Neither company has said how it will deal with the suppliers many of whom are in desperate financial straits, others in bankruptcy protection already, and are not going to drop their prices any more just to help the automakers.

The groundwork is now set for one or both of these automakers to go bankrupt and with only one likely to come back in reduced circumstances. No matter what happens, the next few months will see a profound change in the automotive landscape in the U.S. and Canada, and long-term consequences for independents.

What do you think?

Have your say and speak your mind! letterstotheeditor@ssgm.com 6 SSGM May 2009

www.ssgm.com

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|| News Briefs NAPA releases Adaptive One Hybrid Ceramic brakes

Carquest Canada gave 30 Ontario high schools with automotive programs a surprise gift recently of nearly $150,000 in tools. The tools will help students with their automotive studies. Carquest’s executives presented the tools in a formal ceremony at its Toronto head-office and gave 30 automotive teachers from the schools an exclusive behind-the-scenes tour of Carquest’s distribution centre.

Enter the SSGM

l i O c i t e h t n Sy

CONTEST Test your knowledge of synthetic lubricants for a chance to win a Castrol Prize pack from Wakefield Canada.

The new Adaptive One Hybrid Ceramic Disc Brake Pads from NAPA Brakes contain inboard and outboard pad in each set of its own specially engineered friction material.

This formulation provides long-lasting, dust-free, quiet performance that’s seemingly tailored to each driver’s style with coverage focused on passenger cars, light trucks and SUVs. Adaptive One takes the features of semi-metallic and ceramic friction and combines them into one set of disc brake pads through the use of dual hybrid ceramic formulations. Adaptive One’s inboard pad is specially formulated for optimal stopping performance, while its outboard pad is specially formulated to reduce noise and dusting.

Helping to provide Adaptive One with a safe and ultra-quiet braking experience is the NRS Noise Abatement System from Nucap Industries.

Presented by More than ever, consumers are looking to keep their automotive investment running longer and more reliably. Do you know the facts to help them decide?

The use of synthetic lubricants can have a significant impact on the life of a vehicle.

True or False

Once a car switches to synthetic oil, it has to continue using it.

Most cars can use synthetic motor oils, whether new or old.

Synthetic oils resist oxidation better than conventional oils.

Synthetic oils are only designed for high performance engines.

Synthetic oils are only of benefit in hot conditions and climates.

Enter today for your chance to win a Castrol prize pack from Wakefield Canada.

RETURN THIS FORM TO US AT 416-510-5140 Name:_________________________________Business:______________________________________ Address:_____________________________________________________________________________ Phone:_________________________________Email:_________________________________________ 8 SSGM May 2009

www.ssgm.com

News Briefs ||

CAA expands network of auto repair shops

By Tom Venetis, Editor, with additional notes by David Halpert, Assistant Editor CAA South Central Ontario is continuing the expansion of its network of CAA auto repair shops with the announcement of the purchase of six former Midas franchises, and the opening of two new locations in Scarborough and Peterborough, Ontario.

In mid-April, CAA South Central Area announced it had agreed to purchase six Midas franchises owned

by Gord and Paul Buttinger located in Kitchener, Waterloo, Stratford, Listowel, Milton and Georgetown.

These Midas franchises have been in the Buttinger family for over 40 years.

Gord Buttinger says he and his family are happy with CAA taking

over these six operations and that the company will be keeping all of the employees and staff at the operations, thereby helping with the transition and keeping the strong community and customer ties built over many years by the Buttingers. Three remaining shops in the Waterloo region and Guelph will still be owned by the Buttingers, but going under a new name.

Teddy Chien, chief financial officer and vice-president of business development with CAA South Central Ontario says these recent acquisitions and the opening of the new CAA Car Care Centre in Scarborough, Ontario is part of the company’s ongoing efforts to

WORLDPAC announces supplier, training expo

WORLDPAC has announced the debut of its Supplier and Training EXPO event happening Oct. 23-25, 2009 at Disney’s Coronado Springs Resort in Orlando, FL. The event provides customers with a completely customized weekend of technical and business training, as well

as a tool and equipment show, special show discounts from leading tool and equipment manufacturers and network opportunities.

To learn more, contact WORLDPAC at (800) 888-9982 ext. 5470 or visit www.worldpac.com.

Auto-Camping announces addition to Ontario sales team

El Paco Mizrahi (Paco) was recently appointed a member of Auto-Camping’s sales team. Based from the AutoCamping Mississauga branch, Paco will focus on building the customer base in Toronto’s west end. Paco’s CV includes five years of experience in auto parts distribution plus stints as both

an auto and military aircraft mechanic.

Auto-Camping Ltd. imports and distributes replacements parts, from OE manufacturers, for German and Swedish cars.

For more information go to www. autocamping.ca.

Bosch receives award from NAPA Under Hood Sales Group

Bosch has received the 2008 ‘Manufacturer of the Year’ Award from the NAPA Under Hood Sales Group. It’s the second year in a row that Bosch has been named recipient of this honour.

According to NAPA, the award recognizes Bosch for its continued commitment to the top-notch quality and service that it provides to the NAPA Under Hood Sales Group.

Adam Cosmas, national account manager for Bosch, was presented the award by Scott LeProhon, senior vice president of merchandising, while attending meetings that took place www.ssgm.com

at NAPA Headquarters in Atlanta on March 3, 2009.

Synthetic Oil Mythbusters Winner

The Synthetic Oil Mythbusters Quiz winner for April is Ben Benoit, Ben’s Auto Repair, North Cobalt, Ont. Benoit’s name was drawn from entries. Benoit will receive a Castrol Prize Pack from presenting sponsor Wakefield Canada.

The Synthetic Mythbusters Quiz runs in Jobber News and SSGM magazines.

Winners are chosen each month.

See page 8 for this month’s quiz.

reach out more directly to auto owners looking for high-quality maintenance and repair services for their vehicles.

The goal over the next five years is to have some 50 such car care centres across the province. The company has hired Toronto-based Mercantile Mergers & Acquisition Corp. to help is find prospective shops that meet the company’s requirements. These would be shops that are highly-profitable, have some six bays, a solid community standing and are in locations that have a high concentration of CAA members, for example “A number of years ago the CAA decided we needed to expand our core business,” says Warren Tom, chief operation officer with CAA South Central Ontario, who presided over the official opening of the Scarborough, Ont. car care centre. “We are currently focused on roadside assistance, travel and, of course, insurance.

“And we said to ourselves, ‘There’s got to be more services our members want.’ At the end of the day we said a natural extension of our brand would be anything that’s automotive.”

New retention marketing newsletter launched

Import parts specialist distributor WORLDPAC announced the launch of a newsletter program designed to help independent service centres build long-term relationships with consumers.

The personalized, colour, fourpage newsletter from Customer Marketing Solutions (CMS) contains helpful automotive tips, shop specific information, and can include coupons or incentives if desired.

Newsletter benefits include professional, targeted, retention marketing, stronger relationships with customers, and increased car counts and revenues.

To obtain more information about the newsletter program contact a sales representative or visit www.worldpac.com /shopnewsletter.

May 2009 SSGM 9

|| BUSINESS OUTLOOK

Credit crisis, automaker troubles

forever changes landscape Independent can prosper, but will face stiff competition

T

he last decade, with its cheap credit, gasoline and sales gimmicks by auto makers, fueled one of the greatest auto sales booms ever seen. In the United States and Canada, sales of new vehicles were averaging over 17 million each year, with some families owning up to three vehicles and purchases of high-priced, low mileage SUVs and other large vehicles filling the coffers of the North American Big Three manufacturers.

In the last year, that landscape has changed, with analysts seeing one of the most dramatic market corrections since the Great Depression which eighty years ago sent

10 SSGM May 2009

By Tom Venetis, Editor world economies tumbling. This time, the economic downturn is being driven by the coming together of several severe economic crises: the collapse of the housing market in the United States and the near simultaneous drying up of world consumer and business credit, precipitated at first in the U.S. by the collapse of Bear Stearns and the insolvency of other major U.S. financial institutions, which then spread to other big banks and lenders around the world. In its wake, the North American auto market deteriorated, bringing with it profound changes to the automotive landscape that some say will be permanent.

www.ssgm.com

|| Business OutlOOk Auto market smaller

Meny Grauman, senior economist with CIBC World Market Inc. co-authored a paper with Jeff Rubin that took at closer look at what the post-recession U.S. vehicle market would be. While it is always a bit tricky to apply U.S. trends to Canada, Grauman says the basic conclusions of their report has relevance for Canada as both economies are intricately tied together, especially as Canada exports many of its vehicles to the U.S. for sale. In the report published in early March, Grauman and Rubin write that after two-and-a-half decades of uninterrupted growth “U.S. automobile ownership metrics are likely to deteriorate markedly over the next five years, with both vehicles per household and vehicles per driver falling back to levels not seen since the late 1980s.”

“In the U.S., after the last big oil shock, Americans have been on a very big buying spree and bought too many vehicles, and that is not sustainable,” Grauman says.

Much of this growth was driven by all-too-easy credit financing, with Americans taking on greater amounts of personal debt in order to buy everything from personal electronics to cars and homes. With that easy credit now gone and the disappearance of other kinds of auto financing and leasing options, coupled with rapidly dropping car production levels, Grauman and Rubin predict “roughly five million vehicles will likely come off the road every year over the next five years. Overall, by 2013 we predict that there will be 25 million fewer passenger vehicles traveling on American streets and highways compared with 2008.”

Things are not much brighter in Canada. In late March, Scotia Economics, published by Scotiabank and Scotia Capital, found that total automobile sales in Canada have steadily declined since 2007, from 1.65 million vehicle sales in 2007 to 1.64 in 2008 and a precipitous decline predicted for 2009 with sales dipping to 1.38 million. This drop is being hastened by the declining economies of British Columbia and Alberta: “Preliminary data through Febru-

12 SSGM May 2009

ary indicates that sales in these two provinces have plunged 35 per cent y/y — nearly 10 percentage points worse than in the rest of Canada.” Ontario is expected to be hit hard with production in the auto sector dropping some 30 per cent in 2009.

Further turmoil will likely be created as the major North American automakers struggle to survive. In March, President Barack Obama and his administration announced they were not happy with the proposed plans submitted by General Motors or Chrysler for restructuring the companies and how they would deal with their creditors so as to secure further U.S Treasury loans. The administration demanded new plans from both companies, but the prognosis for the auto giants amongst analysts is not heartening. Moody’s Investors service announced it still sees a 70 per cent chance of bankruptcy for the automakers because of their difficulties with creditors.

What all this means is that the dynamics of the vehicle buying public will be fundamentally altered in the next few years, as well as the kinds and ages of the vehicles on the road.

Fewer cars, younger cars

One result of all of this turmoil will be, as mentioned before, fewer cars on the road as more people forego buying a third or even a second vehicle.

“The days of owning two SUVs, for example, are over,” says Gerry Fedchun, president of the Automotive Parts Manufacturers Association. “I see a downsizing of vehicles as people move from buying up to buying what they need and can realistically afford.”

CIBC’s Grauman agrees that in the next few years the vehicle ownership numbers for households and individuals will drop. Currently, there are over two vehicles per household in the U.S. and 1.2 vehicles per licensed driver. The reasonable level for a household is two vehicles or less, and

www.ssgm.com

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|| Business OutlOOk

only one vehicle per licensed driver, he says.

One result of this consumer divestment will be the kinds of cars on the road will change. Dimitry Anastakis, professor of history at Trent University who has written extensively on the Auto Pact and the Canadian auto industry, says due to the earlier car buying binge and the current radical reduction of new vehicle purchases, the fleet on the road right now is very young, and the economic tough-times will cause people to hold onto these cars much longer than before, both as a cost-savings measure and as a consequence of the auto makers scaling back their buyer-incentive programs.

This is the one bright spot amongst all the dour economics news. Because people will be holding onto their vehicles longer, they will spend more money on vehicle upkeep and repair. Ryan Robinson, senior manager in charge of automotive research with J.D. Power and Associates says independents could stand to benefit from this.

“The data we look at suggests there are some 14 million vehicles on the road right now,” Robinson says. “You have people spending somewhere between $800-$1,100 on repairs for their vehicles after they get past the three-year market, and people with four-to-12-year-old vehicles are spending on average $900 on repair and maintenance.”

Because it has become harder to get financing for new vehicle purchases, people will spend more on their current 14 SSGM May 2009

vehicles to keep them running smoothly, so independents could very well see increased revenues during this automotive and economic crisis. But it will be a challenge, says Robinson. That will come from dealership operations that will aggressively move to take business away from independents in the off-warranty years of a vehicle’s life. Already, there are signs dealership service operations are moving aggressively in this direction with new advertising campaigns and consumer reach-out campaigns.

“Canadian consumers will go back to the new vehicle dealer more often than not when the vehicle is still under the manufacturer’s warranty,” he says. “But when those vehicles start to get into the four-to-six-year range, dealers still maintain some 30-49 per cent of that vehicle service market, with relatively little attention being paid by them to getting those older vehicles in dealer’s service bays. They realize that the front-end of the dealership operation is not providing much to the bottom line so they are now focusing on the back-end of the operation and they are starting to actively market agressively to owners of older, off-warranty vehicles.”

SSGM

Do you agree? Disagree?

Let us know! letterstotheeditor@ssgm.com www.ssgm.com

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|| EMISSIONS

The Trouble with

Diagnosing Emissions Systems Is it Just a Matter of Parts Replacement?

F

or a few years now a number of vehicle emissions testing programs in the U.S. have been conducting a new type of emissions test on OBD II-compliant vehicles, nicknamed a “Plug & Play” test. This test does not directly measure the vehicle’s emissions. Instead, the technician at the test centre plugs into the OBD II data link connector (DLC) and scans the information available there. If the malfunction indicator light (MIL) is on or if any diagnostic trouble codes (DTCs) are stored in the PCM’s memory, the vehicle fails the emissions test right off the bat.

According to Counter Point, a seasonal newsletter produced by Wells Manufacturing Inc., it states the following: “If no DTCs are stored, testing moves to the next level. The technician at the test centre uses his test equipment to retrieve

By David Halpert, Assistant Editor

information about the vehicle’s OBD II monitors — specifically to see how many are reporting as ‘Ready.’ In many cases, if more than two monitors report as ‘Not Ready,’ the vehicle will be deemed not ready for further testing. Newer vehicles may fail if even one monitor is reporting ‘Not Ready.’

The vehicle owner can’t re-register the vehicle until the reason is found and repaired.”

“The way a code works is that it’s either pending, current or it’s history,” adds Ben Johnson, product line director for North America service product development and sales for Delphi Corporation, “And even if it’s history it would not be a far reach to say that the EPA would say, ‘Well, it’s history because it happened, but as far as we’re concerned unless it’s cleared it may reoccur’. So I can see where they might not consider that a healthy vehicle.”

Now whether or not this remains an issue when it comes to emissions testing for Ontario’s Drive Clean program or

1

British Columbia’s AirCare program is uncertain; but just the fact that it’s a possibility makes this piece of information a worthy tidbit for upcoming repairs.

Reflashers & the Modern Tune-up

Back in the early-90s, the government’s logic was if they could mandate the amount of monitoring systems in cars, they could also pull out the necessary information related to emissions and emissions control. Thus OBD II came into being and since the mid-90s has been the standard for on-board diagnostic testing. However, a vehicle’s ECM is a whole different story altogether.

For the past four years, Delphi Corporation has been selling its Universal Reflash Tool for the purpose of keeping a vehicle’s ECM updated with the latest calibration available from the car’s manufacturer. There are advantages to making reflashing part of your daily maintenance repertoire, even with the training that will be see Emissions on page 18

1. Delphi recently released its line of planar oxygen sensors which feature a patented protective sensor coating increasing its resistance to contaminants such as silicone, phosphorous and other fuel/oil additives.

3 2

16 SSGM May 2009

2. Designed specifically for the performance enthusiast, NGK’s Iridium IX offers extreme ignitability, improved throttle response and superior anti-fouling.

3. While oxygen sensors are a very reliable component in the emissions system, even so they can difficult to diagnose for both the technician and the consumer, even from a head-on visual inspection. www.ssgm.com

A.PVL.SUPER.221.4C.02.qxd

3/19/09

5:12 PM

Page 1

Introducing a New Line of Premium Engine Oils Mobil Super 1000 Engineered to exceed OEM warranty requirements.

Engineered in Canada for the latest engine technology, Mobil Super 1000 exceeds OEM (Original Equipment Manufacturer) warranty for every major gasoline car and light-duty truck manufacturer including turbo-charged engines.

Mobil Super 2000 Engineered for high mileage vehicles and longer oil drain intervals.

Engineered in Canada, Mobil Super 2000 is recommended for high mileage vehicles with over 120,000 km and provides guaranteed oil drain protection for 10,000 km or 6 months, which ever comes first.* www.MobilOil.ca

A.PVL.SUPER.221.4C Prints: 4 Color Process docket # SIMP_9012.02 3.125" x 10" 1/3 - Page Super Products - SSGM This advertisement prepared by: McGILL PRODUCTIONS • March 19, 2009

|| Emissions

Emissions from page 16 involved to do it right.

“Technicians definitely need good training if they wish to undertake the reflashing task. Training isn’t the only requirement. They need reliable equipment (J2534 device and PC), a stable Internet access connection (high-speed Internet preferred), and a stable DC power supply,” says Chuck Gonwa, senior product manager of the Bosch Group for diagnostics business unit. “With all these requirements at hand, the technician is more likely to perform a correct reflash procedure without damaging or destroying the vehicle ECU,” Gonwa indicated.

For Bosch, the reflash market lies in its Flasher Pro, a universal style J2534 vehicle interface box that cover all makes, models, and reflashing protocols, and covers Ford, GM, Chrysler, and Imports.

“It literally is affecting the control systems for every control system on the vehicle. With a reflash they can adjust how much EGR pressure is applied, whether there’s a [more efficient] RPM and load, how the MAF sensors should be interpreted, it’s kind of a balance between emissions control and performance,” says Malcolm Sissmore, general manager for Canadian aftermarket and country director for Delphi.

While this might be true, Delphi’s Johnson notes that shops are a very reactive environment. If a guy brings in his car to a shop with an oil leak, a technician will do everything to solve PROOF that oil leak, but may not notice his windshield is cracked, or Client that his headlights don’t work unless they’re a very proactive shop. ______________ “The reflash checks are really a part of the modern tuneup,”Director continues Johnson, “Whatever you’re in that vehicle for Creative you should at least look to see what’s available (update-wise) ______________ because (a) it may solve a problem for the purpose of what the Artvehicle Director was originally brought in for and (b) it may also identify things the customer might not have known about.” ______________ He also notes that reflashing is a good proactive course for a shop owner since it has the potential to increase the revenue Copywriter count without increasing the car count. Not bad for the two ______________ minutes it takes to diagnose with the reflasher tool.

#

2

Account Director

The Oxygen Sensors

______________ While oxygen

sensors are a very reliable component in the emissions system, even so they can difficult to diagnose for Account Manager both the technician and the consumer, even from a head-on visual inspection. An oxygen sensor might have heavy black ______________ deposits on it and while it might appear damaged at first Production Manager glance, it is more likely it’s a sign of normal wear from years of regular operation. ______________ “Oxygen sensors have gotten better, but they are in a tough environment being in an exhaust,” says Mark J. Hicks, McGill technical service manager for Wells Manufacturing Inc. “And ______________ what happens a lot of the time today with oxygen sensors is they’re Proof Buddy all heated since OBD-II and a lot of times the heaters go out.” _____________ Delphi recently released its line of planar oxygen sensors which feature a patented protective sensor coating increasing see Emissions on page 20

DB

*Excludes severe service applications involving: racing and commercial use; frequent towing or hauling; extremely dusty or dirty conditions; or excessive idling. While under warranty change oil at the manufacturer’s recommendation.

Mobil, Mobil Super, Mobil 1 and the Pegasus design are trademarks of Exxon Mobil Corporation or one of its subsidiaries. Imperial Oil licensee.

18 SSGM May 2009

www.ssgm.com

How healthy is your vehicle’s engine?

A healthy car depends on a healthy engine. And a healthy engine depends on the right motor oil. From the makers of Mobil 1, the official motor oil of NASCAR, come 2 new motor oils – Super 1000 for newer vehicles and Super 2000 for high-mileage engines. Each specially engineered to enhance performance at specific stages of your car’s life. Premium performance and protection for the vehicle you drive every day. Ask for the Mobil product that’s right for you at your next oil change. www.MobilOil.ca Mobil, Mobil Super, Mobil 1 and the Pegasus design are trademarks of Exxon Mobil Corporation or one of its subsidiaries. Imperial Oil licensee. NASCAR is a registered trademark of The National Association for Stock Car Auto Racing Inc. Chevrolet and Corvette are trademarks of the General Motors Corporation.

|| Emissions Emissions from page 18 its resistance to contaminants such as silicone, phosphorous and other fuel/oil additives. A unique multi-layer construction, made of zirconia and alumina, also makes Delphi’s sensor elements stronger and more resilient to thermal shocks and engine vibration.

“Oxygen sensors today are durable and reliable for thousands of hours of driving, but can be damaged when

contaminated by excessively rich fuel, oil or additives in the fuel, some sealants around the engine, occasionally made inoperative by thermal shock, or simply worn out after immersion is hot exhaust gases for tens of thousands of miles. Spark plugs can suffer from an eroded center and ground electrodes which effectively widens the spark gap, fouled by excessive oil consumption and over time suffer carbon buildup

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

which can cause misfire or less performance,” said Al Krenz, director of service for the Bosch Group.

O2 sensors are also a very fickle component in the sense that it’s very easy to blame a misdiagnosis on the sensor when another problem is running a bad fuel mix or a leak somewhere else.

“The oxygen sensor can only compensate for so much if there are other issues with the fuel/emissions systems.

If you have a lean condition in the vehicle, the oxygen sensor will tell the ECU that a lean condition exists and the ECU will consequently enrich the mixture, but the vehicle will continue to run lean,” says Chris Harrison, product manager for NGK Spark Plugs Canada, “While the code that’s going to come out is for the oxygen sensor, replacing that oxygen sensor will not solve the inherent issue.”

“You can have a vacuum leak, for example, and you see this typically where it works the other way; technicians may incorrectly blame the oxygen sensor. The ECU will store a fault code that may be specific to the oxygen sensor and unfortunately the problem with today’s diagnostics I think is people rely on [scan tools] so much so that whatever that code is they immediately say that is the problem and decide they must replace that part. Then it becomes a game of ‘What now?’”

While O2 sensors bear the brunt of the exhaust, be aware that when diagnosing emissions systems that inaccurate readings might the symptom of a different problem altogether.

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20 SSGM May 2009

The problems with spark plugs are more apparent to the consumer if one is damaged or extremely worn — poor throttle, hesitation when hitting the gas, hard starts (especially in winter) — when compared to a lower fuel economy with a damaged 02 sensor which is harder for the consumer to detect immediately.

Similar to the example of vacuum leaks damaging O2 sensors, it’s possible a leak can occur involving spark plugs but from an entirely unrelated system. see Emissions on page 34 www.ssgm.com

TECH TIP ||

Carefully Handle Floating Stators Some original equipment alternators made in recent years feature a “floating stator� that is more sensitive to proper handling than previous designs. “The stator, or set of windings that surround the rotor, is press fitted or in a very tight tolerance situation in most alternator designs,� said Fred Padgett, Group Product Manager for Starters and Alternators for Bosch. “In recent years, however, some manufacturers have chosen to center the stator in the alternator housing and simply clamp it in place, resulting in what is known as a ‘floating stator,’� Padgett said. “The design works great, but it’s more sensitive to proper handling than previous designs with press fitted stators,�

Padgett continued. “If an alternator with a floating stator is subjected to undue shock during the shipping or installation process, the stator actually can ‘float’ out of concentricity. “This floating stator can result in a noisy alternator, an alternator that rubs internally, or even one that is locked up or won’t turn at all,� Padgett explained.

How do your know? Look for a warning label on the

alternator, alerting you to handle alternator with care. “Each Bosch remanufactured alternator, for instance, that features a floating stator comes with a quite obvious warning label.� “As the warning label states, ‘Prying on the external housing for alignment or tensioning of drive belt and/or rough handling of the part will result in internal damage,’�

Padgett noted. “Keep your customers happy and avoid comebacks by using care to handle alternators with floating stators.�

Source: Robert Bosch LLC

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May 2009 SSGM 21

|| TRANSMISSION

Total clutch service Are you really doing the whole job when addressing clutch service?

By Jim Anderton, Technical Editor

W

ith something like five per cent of the total Canadian vehicle fleet consisting of manual transmission vehicles, clutch service isn’t as common as it used to be. Where it does exist, in sporting cars and light

While it is not strictly necessary to drain the fluid, it is part of a total service.

This magnetic plug looks clean.

trucks, however, it is going to be around for the foreseeable future and represents a definite profit opportunity for fullservice operations. SSGM tackled a typical clutch replacement service on a middle-aged Ford F-150 to determine what is a total clutch service.

Even this non-electronic transmission has seven electrical connectors, and some parts of the emissions wiring harness is strapped to the case.

This clutch repair would not have been possible without the expert help of Dan Burgess (left), Chris Daniels (centre) and Dieter Schmitz (right) of Mr. Transmission in Stoney Creek, Ontario.

It is easy to forget the smaller bolts when removing the cross-member. These corroded “cat” heatshields are a classic example.

22 SSGM May 2009

continues on page 24 www.ssgm.com

|| Transmission

This quick disconnect tool from LuK is designed to make it easy to open the hydraulics. Regardless of the tool you use, age and corrosion will make this a classic PITA.

If you have to mangle the hydraulic fitting like this you and your customer are likely in for a new line. It can be tough to explain this to the customer, but there is really no alternative.

Training where and when you need it 24/7.

Dynamic, on-line ─ OnDemand video featuring:

Removing the Mazda-built five-speed without dropping the exhaust system creates a clearance issue at the shifter stub. Removing the inner shift boot helps.

Ford recommends removal of the exhaust system, but pulling the shifter stub buys enough clearance to draw the transmission straight back and out.

Stepped-wear and several fingers are depressed relative to the others showing the need for a new clutch regardless of wear on the disc.

The flywheel is not scored, but it shows dark blue spots caused by heat discoloration. This flywheel needs to be resurfaced or replaced.

• Automotive and collision repair and service technical training • Light/medium duty truck repair and service technical training • Business management skills

Call today: 1-888-224-3834

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Total clutch service is more than disc and pressure plate. The pilot bearing/bushing and rear main seal are low-cost, high-value components of a total job.

24 SSGM May 2009

Quality aftermarket replacement seals are often superior to the OEM part. This SKF seal has a helically-grooved sealing lip that helps direct oil back into the crank case. continues on page 26

Funded in part by the Government of Canada's Sector Council Program

www.ssgm.com

Not All EVAP Systems Are the Same

By Mike Farrell, Curriculum Developer CARS

E

vaporative emission systems (EVAP) that collect fuel vapours present in the fuel tank have been mandated for over thirty years now. While all EVAP systems collect the fuel vapours, it is up to each manufacturer to develop control systems. The modern systems are designed to be self diagnosing and will report a leak as small as 0.020-inch by using a fuel tank pressure sensor. While all systems perform the same function, the design and controls of some systems are radically different.

The self diagnosing system functions on the popular fourcylinder 1ZZ-FE 1.8 litre engine, found in both domestic and import vehicles, are slightly different to other manufacturer’s systems.

Three PCM controlled solenoids are used to operate the system; most other systems employ two solenoids.

The Vent Solenoid is a normally open valve that is commanded closed to seal the EVAP system and stop air flow into the charcoal canister. The Purge Solenoid is normally closed but is opened by the PCM to allow manifold vacuum in the EVAP system — thus drawing fuel vapours from the EVAP system. The new player in this system is the Pressure Switching Solenoid. This EVAP system uses a dual chamber canister. One chamber is connected to the fuel tank to gather and store vapours, while the other half is connected to the air cleaner to supply air to the system. The PCM controls the Switching Solenoid which is normally closed. When the PCM commands the Switching Solenoid to open, the fuel vapours in the tank will be transferred to the canister.

There are two additional spring loaded check valves installed in the canister that are used to control air flow — there is an EVAP valve mounted on the vapour portion of the canister and an atmospheric valve is mounted on the air portion.

When the vehicle is parked and allowed to cool down, the valves will assume their normal positions. The Purge and Switching Valves will be closed and the Vent Valve will be open. As vapours are formed in the tank, they are routed to and stored in the canister.

The atmospheric check valve controls the pressure in the system — it is set to 5.5-inch of H2O. Any pressure above this setting is allowed to vent into the air through the drain tube. Most other systems use the vent valve to control system pressure.

The system does not allow the Purge Valve to open until the engine coolant temperature reaches 74°C, at which time the purge valve opens and allows manifold vacuum into the vapour chamber of the canister. With the Vent Valve normally open, air is drawn through the canister where it is mixed with the vapour and then drawn into the engine and burnt. The switching valve remains closed at this time.

The latent heat from the exhaust system slightly warms the fuel tank which increases fuel evaporation resulting in an increase in fuel tank pressure. During normal EVAP system operation, this is an important item to remember. The EVAP system pressure may actually increase with the purge valve open and not drop as expected.

This can lead to a system misdiagnosis.

Once the vehicle has reached operating temperature and the correct diagnostic conditions are met, the PCM will begin to run a series of EVAP system tests. The system will be leak tested and the solenoid operation will be confirmed.

The EVAP system will be tested for a large leak by closing the Vent Valve, opening the Switching Valve and keeping the Purge Valve open. This will cause a vacuum to develop in the system which is monitored by the tank pressure sensor. If the vacuum does not reach a set level within a specified time, codes P0440, P0441 or P0446 will set.

After the system passes the large leak test, the system tests for vacuum decay by closing the Purge Valve. The PCM monitors for a large decay in the vacuum and, if found, will cause P0440 to set.

After the system passes the vacuum test, it will perform the small leak test. The pressure sensor will continue to monitor the vacuum decay in the system. The pressure sensor can detect a leak as small as 0.020-inch and, if the test fails, a P0442 will set.

The Vent Solenoid is tested by commanding it open to allow air into the system. The pressure sensor should see a rapid decrease in vacuum (increase in pressure) indicating correct operation.

The last item tested is the Switching Solenoid. The Switching Solenoid is commanded closed and the vacuum decay should not be as rapid because the pressure sensor will be isolated from the rest of the EVAP system.

After all of the tests are completed and have passed, the PASSED flag will be set in the PCM I/M 240 flag. Any system failure results in a diagnostic trouble code.

Don’t assume that all EVAP systems are the same. Always consult the current service information for the vehicle you are working on.

For more information on automotive technology visit CARS OnDemand training at: www.cars-council.ca

EVAP System Components 1.

2.

3.

4.

5.

www.ssgm.com

Fuel Tank 6. Air Cleaner Canister 7. Manifold Vacuum Vent Solenoid 8. Air Chamber Purge Solenoid 9. Vapour Chamber Pressure Switching 10. Fuel tank pressure Solenoid Sensor

11.

12.

13.

14.

EVAP Valve Atmospheric Valve Drain Hose Fuel Tank Vent Valve 15. EVAP Service Port

May 2009 SSGM 25

|| Transmission

If the crankshafts’ sealing surface is grooved, this SKF Speedi-Sleeve can create a smooth surface for the new seal. The factory manual recommends crankshaft replacement, but the Speedi-Sleeve is the preferred option.

This new LuK flywheel represents the gold standard: faster and more reliable, it includes a new ring gear. It also ships with an anti-corrosion coating which should be removed with a solvent.

Bellhousing to block bolts provide clamping force but they don’t locate the transmission. Every dowel is important!

This Ford uses a concentric slave cylinder that is completely inside the bellhousing. This LuK replacement comes with the release bearing preinstalled.

The output shaft seal is more of a leak problem than the engine side, but it is also the easiest to replace. This SKF seal has the same helical seal technology the rear main seal.

The transmission mount is essentially idiot proof; it’s design is offset and it has the word ‘Rear’ on the rear bracket.

26 SSGM May 2009

continues on page 28 www.ssgm.com

What’s the Right Solution for Headlight Aiming?

YOU BE THE JUDGE! Know the facts before purchasing a DOT mandated headlight aiming solution It’s a roll of the dice if the equipment is not approved for inspection programs A smart purchase is one that provides the optimal value

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|| Transmission

Last steps before the road tests.

Dan Burgess reassembles the shifter and inner and outer boots from the inside of the Ford F-150. You will need a T-27 Torx socket for this job.

SSGM

Without a stick:

Checking Toyota ATF levels

I

f you need to check the ATF level on a newer Toyota, and you can’t find the traditional dipstick, the vehicle may actually be using the “overflow” method instead. In other

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words, check the level by warming the fluid up to a certain temperature then remove a bolt on the bottom of the pan, wait to see if any fluid dribbles – or streams – out and top-up as required.

Detailed instructions for checking the level are in the repair manual – and always check for TSBs – but here’s the procedure in a nutshell: Begin warming up the transmission fluid to the specified temperature, either by jumping the correct terminals of the DLC (typically pins 13 and 4, but look it up to be sure), or by hooking up the scan tool and entering ATF temperature mode. Allow the engine idle with the AC, radio and lights OFF, and move the shifter slowly through the gear range to circulate the fluid while it warms up.

When the fluid is warmed up enough, it’s time to enter Fluid Detection Mode. To do this, move the shifter from P to D then quickly move back and forth between N and D for six seconds (shifting at least every 1.5-seconds).

The “AT OIL TEMP” warning light will then come on for two seconds and then shut off, letting you know that you’re in detection mode.

Now put the vehicle in park, but leave the engine idling. It’s time to check the fluid level.

By Claire Newman The fluid level is correctly checked at between 36- and 46-degrees Celsius.

You can monitor this from the scan tool. Alternately, the warning light will come on again when the temperature reaches 36-degrees, and start blinking when it’s above 46-degrees. If it goes above 46-degrees shut the vehicle off and wait for the fluid to cool down to the correct range again.

Then remove the plug on the bottom of the pan with the engine idling.

It looks like a drain plug, but it’s not. It’s actually an overflow plug, designed to indicate the fluid level by the amount that runs out. Allow the excess fluid to trickle out then reinstall the overflow plug using a new gasket.

Torque for the plug is a light 15 ft-lbs (again, check this out for yourself in the repair manual), so be gentle.

If no fluid comes out and you suspect the level is low, add fluid through the refill hole until it begins to trickle out the overflow hole. Then reinstall the refill plug (torque to 29 ft-lbs), and clean off the case. Turn the ignition off, unhook the scan tool and road test the vehicle – and of course, check for leaks.

Admittedly, it’s more complicated than using a dipstick, but that’s the way it has to be done. And hopefully, with practice, it won’t take that long to SSGM do. www.ssgm.com

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You know where to turn

|| JIM’S RANT

What’s an easy job?

T

By Jim Anderton, Technical Editor

For professionals, there’s no such thing as a simple job.

his month’s SSGM features a story about clutch service that follows a typical transmission “re and re” and clutch/pressure plate/flywheel replacement; to get the story and the video that goes with it, I elected to suit up and get under the hoist myself. While getting my hands dirty and doing a job isn’t new working for SSGM, watching the crew at Mister Transmission in Stoney Creek, Ontario (Chris Daniels, Dan Burgess and Dieter Schmitz) I had one of those “light bulb” moments.

The epiphany was simple: for professionals, there’s no such thing as a simple job. Let me explain that statement.

Compared to most other skilled trades, light vehicle repair is a mix of careful attention to detail and constant time pressure. Great chefs, artists, hair stylists etc. take the time they need to get the job right, and if the customer has to wait longer for the lobster, hey, this isn’t McDonald’s. While there may be a few exotic shops that can take this approach, technicians generally can’t take the time they want to do most repairs, but take the minimum time necessary for a competent job.

How does this relate to my simple clutch issue? We brought a vehicle chosen for simplicity to make the job as fast as possible and minimize the disruption in the busy shop, a base model Ford F-150. There were no trick technologies, no computer issues, not even four-wheel drive to contend with. With this simplest of machines, and three experts cycling into the job doing the heavy work, my hands are still like hamburger, my back hurts and my head still has that little knot where I bumped it on the hoist for the sixth time. Even more surprising, the job required strategy. The book says, remove the exhaust system at the downpipes to allow the tail housing adequate downward travel; naturally the manifold studs were rusted to the point where they’d snap in an instant, even with heat. Worse still, they would leave the stubs flush with the manifold flange with nothing to grab, in a place where there’s little room to move a drill. We were looking at the possibility of removing the exhaust manifolds. Could the trans come out with the exhaust in place?

From past experience, Dan and Dieter concluded that it could, if the shifter stub was removed from the top of the box and the case twisted on its side during removal.

With strength and a little swearing, it came out and went in, exhaust in place. This kind of thing happens everywhere in Canada: experienced techs throw the book away and find an easier path. It also makes the job cheaper and faster, but how many consumers know this? In the case of the Ford, I’d have dutifully pulled the exhaust and gone through rusty flange hell, because the book says that’s the way it has to be. The experienced guys knew how long the input shift was and how much room they had to work with.

I’m far from inexperienced, but the ability to know how to improvise on the fly and shave an hour or two off the job without sacrificing quality is the difference between experience and expertise. I have no idea how we can get this across to the public. Tell them you managed to avoid an expensive repair that seems unrelated to the original job, like an exhaust manifold during a transmission drop and they simply won’t understand. For most consumers, the job is always too expensive, too inconvenient and takes too long. I can do almost any service task on most light vehicles, but I couldn’t work at that Mister Transmission, because I’m simply not fast enough. I could be, with practice, but who’s going to pay while I’m off the pace? Fighting that 5-speed is easy compared to getting the consumer to appreciate the difference experience makes.

Do you agree? Disagree?

Let us know! letterstotheeditor@ssgm.com 30 SSGM May 2009

|| EMISSIONS

Taking a first look at

Permanent DTCs

Designed to make emissions testing easier, removing ways to cheat

By Claire Newman

D

id you know that modern vehicles are really hightech and automotive technology has changed over the years?

That statement usually makes technicians roll their eyeballs. No one knows better than technicians do just how advanced vehicles have become. And really, it’s not as if the people who spend their days working with vehicles haven’t figured this out yet.

The constant quest for better fuel economy and lower emissions has made engineers come up with incredible ways to make simple things very complicated, and technicians are sometimes left to clean up the aftermath of the engineers’ decisions, often by being as clever and skillful as the engineers themselves.

On that note, there’s another change coming down the pipes that technicians need to be aware of — Permanent DTCs. Starting with certain 2009 vehicles, and mandatory for all 2010 model year vehicles (and there’s already some of these on Canadian roads), this new type of DTC is being phased in to meet new American emission legislation.

Permanent DTCs are designed to stop dishonest folks from cheating on emission tests by just clearing the codes when the vehicle has an emission-related fault, without fixing the problem and allowing the vehicle to leave the shop without a proper fix. So the idea behind the technology is indeed noble.

But there’s one hitch. Permanent DTCs aren’t cleared in the usual way, with a scan tool or in some cases by disconnecting the battery. They have a unique way to clear them, and they’re already giving technicians a few headaches.

Permanent DTCs can only be cleared by proving to the computer that the problem has been fixed and the condition is not returning. And since emission programs and legisla-

tion are already causing more than enough headaches for Canadian shop owners and technicians, it’s important to understand how these new DTCs work to prevent problems and misdiagnosis.

Here’s a quick look at DTCs in 2009 and beyond:

Current DTCs

This type of DTC isn’t new, and these are still almost always the best kinds to deal with. What is new is quite often these used to be made up of a letter, followed by four numbers.

Now the first digit is still a letter, but quite often letters are mixed-in with the four numbers that follow that prefix.

Whichever way the DTC is constructed, the DTC will set when a problem is happening — making it much easier to diagnose and repair the cause of the recorded problem. Oneand two-trip (or more) detection logic still applies, meaning the code may not set the first time the fault happens. But the bottom line about current DTCs is the computer received an input that wasn’t within what its programming says is normal, and it’s made a note of it to help fix the problem — and whatever the problem was, it’s still happening right then. These can still be cleared in the usual way, but they’ll likely return quickly if the problem is not fixed.

History DTCs

These are readings that were out of parameter before, but aren’t out of range now. After a certain number of “clean” trips — trips when a fault doesn’t reoccur — a “current” DTC will become a “history” DTC. These can still be cleared in the usual way, after the data is recorded and you’re sure you won’t need it. The important thing here is not to erase information that could speed up diagnosis.

Pending DTCs

These are DTCs that were out of parameter once, but need to be out of parameter again before the MIL light comes on. Sometimes the problem was just a glitch, sometimes it’s something more serious. The important thing to understand is the cause of the pending DTC needs to be investigated further.

Permanent DTCs

These are the new, emission-related DTCs that can’t be cleared from the ECM or TCM until the computer knows see DTCs on page 34 32 SSGM May 2009

www.ssgm.com

2009 SSGM Garage of the Year Presented by:

?

I Nominate: _________________________________________ Garage Name ________________________________________ Owners Name ________________________________________ Address _____________________________________________ Phone (_____) ________________________________________ The reason I believe this nominee deserves this award is: ____________________________________________________ ____________________________________________________ ____________________________________________________ ____________________________________________________ My Name: __________________________________________ Address ____________________________________________ Phone (_____) _______________________________________

Nominate your choice online at www.autoserviceworld.com or complete and mail this form at left to: SSGM Garage of the Year 12 Concorde Place, Suite 800, North York, ON M3C 4J2 or fax to: 416-510-5140

Who has the best shop in Canada?

The 2009 SSGM Garage of the Year, presented by Total Lubricants, seeks to recognize the very best independent service provider in the Canadian automotive aftermarket.

Anyone can nominate an automotive service provider. The award recognizes excellence in the areas of good business practice, training, customer satisfaction and community involvement.

Make copies and simply ask your customers, suppliers, members of your community or even competitors to complete this form. Return all your nomination forms by fax or mail to SSGM by September 21st, 2009, or be nominated on-line at AutoServiceWorld.com.

The finalists will be identified in the October issue of SSGM and the winner will be announced in the December issue.

|| Emissions DTCs from page 32 for sure that the problem was fixed. This usually involves performing a Universal Trip Drive Pattern exactly as described, but there are other ways, such as performing a dedicated monitor cycle. Permanent DTCs first appeared on certain 2009 vehicles, and are being legislated on 2010 vehicles.

As with any new technology, the “glitches” may need to be worked out in the field, so reading the repair manual and TSBs are important steps before beginning diagnosis.

Universal Trip Drive Pattern

So, how to clear a Permanent DTC? By performing a Universal Trip Drive Pattern that meets the strict criteria in the repair manual, to prove to the computer that the fault has indeed been repaired and no one is trying to cheat on an emissions test. After performing this Drive Pattern, if the code doesn’t clear it’s usually because the strict criteria were not followed exactly. It’s a pain, but that’s the way it goes.

Typically, this Universal Trip Drive Pattern starts off by clearing all the DTCs so that only the Permanent DTC remains (always refer to service information for applicable information and procedures).

Then turn the ignition ON, start the vehicle and let it idle for at least 30 seconds. Then, without cycling the key, drive the vehicle for at least five minutes at more than 40 km/h. Then (again without cycling the key) let the vehicle idle for at least 30 seconds before shutting it OFF. The whole drive cycle must take at least 10 minutes. After performing a Universal Trip Drive Pattern, the computer clears the code, since it’s “seen” that the problem is fixed and not reoccurring. Sounds simple enough, and most problems have apparently come from not performing the Universal Trip Drive Pattern correctly, but time will tell if these new Emissions from page 20 “A spark plug well can fill up with water from either condensation, wash in the engine, or A/C compressor tubes that drip water into a certain cylinder or tube and fill it up. They’ve also found instances where the seal in the back of a hood can be defective and leak rain,” says Hicks.

The latest development in OE spark plug technology is what NGK calls Double Fine Electrodes (DFE). “What we’ve done now is basically laser welded a fine electrode on the ground, so it’s two fine electrodes pointing at each other. And what that does is provides more room for greater flame front propagation,” says Jeff Desveaux, North American product manager for NGK Spark Plugs Canada. “ With better flame front propagation you get better ignitability.”

34 SSGM May 2009

DTCs will be problematic.

Dedicated monitor cycle

If you’d rather not perform a Universal Trip Drive Pattern, performing three dedicated monitor cycles will also clear a permanent DTC. This way takes more time and some research, but it works and it’s always good to know more than one way to get things done.

To clear the Permanent DTC using a dedicated monitor cycle, start by repairing the fault that caused the DTC in the first place. Then clear all the codes except for the permanent DTC (if it were that easy, there’d be no problems), and make sure the Permanent DTC is the only one left.

Then look up the details for that specific monitor drive cycle in the repair manual, and road test the vehicle under those conditions — three separate times. You’ll need to complete three of these cycles (from cold start if applicable) to successfully clear the code. After the monitor runs three times with no problems the code will clear and you’ll be happy (confirm this, though).

Changing technology is nothing new, and Permanent DTC legislation is nothing you can’t handle. A diagnostic trouble code is still, in its simplest form, a sign that an input to the computer wasn’t within the range of what the computer’s been told is acceptable. The basics are still the same, even if the repair strategy changed a bit.

Understanding what’s going on, performing the monitor drive cycle exactly as the repair manual directs, and remembering that the driving force behind this change is a fairer testing process (and ultimately lower pollution levels) will hopefully make this new technology easier to deal with.

Because we all know that even more changes will be arriving shortly.

SSGM

Without going too much into the knitty-gritty of spark plug diagnosis, other things to watch out for include checking for dark brown or black deposits (which may not be a sign that the spark plug is worn, but rather a sign that the spark plug has become fouled as a result of the engine) and gap growth (whereby the centre electrode rounds off making the electrode tougher for the spark to generate).

One issue that’s worth stressing is the need for consumers to come in for regular maintenance intervals with their car, as spark plugs only last for a certain amount of time. While the ‘Check Engine’ light will surely go off if there’s something wrong in the engine, this is a simple measure that can help, not only add revenue to your business, but also prevent problems before they occur if the spark plugs have passed

their recommended allotment.

While this article doesn’t come close to covering all of the components that make up the emissions system (i.e. the catalytic converter, EGR valve, distributor cap, etc.) it never hurts to be reminded to the basics, especially when it comes to diagnosing these systems.

SSGM

RefeRence List: Delphi Corp. www.delphi.com NGK Spark Plugs Canada www.ngk.com Robert Bosch www.bosch.com Wells Manufacturing Corp. www.wellsmfgcorp.com

Add your knowledge, expertise and experience. letterstotheeditor@ssgm.com www.ssgm.com

SSGM BAYWATCH New Products

Rislone releases engine treatment additive Rislone Rislone Engine Treatment (p/n 34100) and Rislone Engine Treatment Concentrate (p/n 34102) remove sludge and other harmful deposits from engines, improving oil circulation for longer engine life. The treatments also reduce friction and wear, especially at engine start-up. The Rislone Engine Treatment is a high-quality penetrating lubrication oil combined with protective engine additives and special cleaning agents.

It is designed to penetrate into valve seats, bearing surfaces, piston rings and ring grooves: areas where sludge and varnish are likely to form. These deposits are gradually removed and held harmless in suspension until they are trapped in the filter or removed with the next oil change. Regular use of Rislone Engine Treatment, as part of oil and filter changes at the proper intervals,

will keep deposits to a minimum. Rislone Engine Treatment and Engine Treatment Concentrate work with all petroleumbased motor oils, including conventional, high-mileage and synthetic formulas. They can be used for passenger vehicles, as well as in larger systems like stationary engines and diesel trucks. Rislone Engine Treatment is safe for use with PTFE-based engine treatments and will not alter the PTFE coating.

Rislone www.rislone.ca

Streamling introduces Multi Ops flashlight Streamlight Inc. has introduced the Multi Ops 3AAA flashlight that offers high-performance C4 LED technology along with ultra-violet leak detection capability and a red laser pointer for auto professionals. The Multi-Ops 3AAA features four different lighting modes: a C4 white LED only; the C4 LED plus a red laser; the red laser only; and five ultra-violet LEDs for leak detection.

The light’s C4 LED, which offers two to three times the output of previous LEDs and up to 4.5 continuous hours to the 10 per cent lumen output level, provides 2,500 candela peak beam intensity and 50 lumens of measured system output with a 50,000-hour lifetime. The light’s Class IIIa laser pointer, which is pre-focused, offers 650 nanometer output power. The five ultra-violet Nichia LEDs, with 390

nanometer output, offer maximum visibility and coverage over the range of commerciallyused fluid leak detection dyes, while the red laser pointer is effective up to a range of 100 yards.

Constructed with corrosion and water-resistant aircraftgrade machined aluminum alloy, the Multi-Ops 3AAA measures 5.38 inches in length and 1.57 in diameter. It weighs 7.04 ounces with 3 AAA included alkaline batteries.

Streamlight Inc. www.streamlight.com

Advertisers’ Index Advertiser

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website

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ACDelco . . . . . . . . . . . . . . . . . .OBC . . . . . . www .ACDELCOCanada .com

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Aisin . . . . . . . . . . . . . . . . . . . . . . IBC . . . . . . . www .aisinaftermarket .com

Robert Bosch Inc . . . . . . . . . . . . IFC . . . . . . . www .boschdiagnostic .com

BendPak Inc . . . . . . . . . . . . . . 15,28 . .www .rangerproducts .com/canada

Sayco . . . . . . . . . . . . . . . . . . . . . . 27 . . . . . . . . . . . . . . . .www .canbuilt .ca

CARQUEST Canada . . . . . . . . . . . . 5 . . . . . . . . . . . . . www .CARQUEST .ca

SHADS R & R . . . . . . . . . . . . . . . . 23 . . . . . . . . . . . . . . . . www .muscle .ca

CARS . . . . . . . . . . . . . . . . . . . . . . 24 . . . . . . . . . . . . www .cars-council .ca

Shell Canada . . . . . . . . . . . . . . . . 31 . . . . . . . . . . . . . .www .shell .ca/gunk

Imperial Oil . . . . . . . . . . . . . . . .18,19 . . . . . . . . . . . . . .www .imperialoil .ca

Thermofluid . . . . . . . . . . . . . . . . . 17 . . . . . . . . . . . . . . . www .redtek .com

Matco . . . . . . . . . . . . . . . . . . . . . . 7 . . . . . . . . . . . .www .matcotools .com

Total Petroleum Lubricants . . . . . 29 . . . . . . . . . . www .total-lubricants .ca

Mitchell 1 . . . . . . . . . . . . . . . . . . . 13 . . . . . . . . . . . . . www .mitchell1 .com

Wakefield . . . . . . . . . . . . . . . . . . . 8 . . . . . . . . . . . . . . www .wakefield .ca

NAPA . . . . . . . . . . . . . . . . . . . . . . 11 . . . . . . . . . . . www .NAPAonline .com

WORLDPAC . . . . . . . . . . . . . . . . . . 3 . . . . . . . . . . . . . www .worldpac .com

www.ssgm.com

May 2009 SSGM 35

|| PUZZLES CROSSWORD

by Myles Mellor

You know where to turn

36 SSGM May 2009

Across 1. Accelerator’s opposite 5. The world’s second-largest automaker 6. The largest sanctioning body of stock cars in the US 10. Car dealer’s offering 11. Tiny amount 12. Capone or Pacino 13. Anti-locking braking system, for short 14. Slowly merged (into) 17. Chevy ___, Chevy’s flat 6-cylinder answer to the Volkswagen Beetle 20. “Fearless” star, Jet 22. Little Volkswagen?

23. Diamond amount, for short 24. Truck part 25. Saturn particle?

26. Car window description, perhaps 29. Toned Honda?

30. Vehicle weight measure 31. People people 34. Cause for a car wash 35. ___-only mode, also known as stealth mode in full hybrid cars 37. Matrix character 39. Exist 40. Surprised expression 41. Barbie, for one 43. Welder type 45. Street, abbr.

47. In 1997 this Toyota model became the best selling nameplate in the world 48. Tech department 50. “Don’t tell my heart, my ___ breaky heart...,” Billy Ray Cyrus lyric 52. Dot the i’s and cross the ___ 53. Chinese martial art (2

words) 54. Hummer opposite?

56. Toyota’s boxy ride 58. Football shaped 59. 2 or 4, typically 60. Hawaiian headwear 61. Efficient subcompact Toyota 62. Four-door family car 63. Honda Accord, for example Down 1. Car company whose emblem consists of three shields 2. Wing like 3. A unit of measure used to determine the color temperature of different light sources 4. Each, abbr.

5. It gets shifted 6. Word of denial 7. Had dinner 8. ___ 900 Turbo, this car was James Bond’s vehicle of choice in many of the Bond novels of the 1980’s 9. Sports car color, perhaps 11. Small islands 15. Office attire 16. Concept of self 18. Simpson’s character, ___ Mann

19. Inactive by nature 21. Passport, for example 27. Within a house 28. Excites greatly 29. Compact Ford 30. Leather interior color, perhaps 32. Pabst Blue Ribbon 33. Rio maker 36. One of the “Big Three” 38. Formerly Tokyo 39. Country sound 42. French novelist, Pierre 44. Italian hello 46. Chevy model 47. Toyota model that is an anagram for “my car” 49. Soup can metal 51. Popular Honda model 53. Firestone or Goodyear 55. Neither’s partner 56. “___ what?”

57. Companies, form short 59. Barely passing grades 60. Lane, for short

www.ssgm.com

Automotive Internet Directory Visit these companies directly at their web addresses or check out the growing list of Hot Links at www.autoserviceworld.com.

To find out how your organization can be included in this directory and on the web, contact Brayden J C Ford 416-510-5206

AUTOMOTIVE PARTS & ACCESSORIES Goodyear Engineered Products www.goodyearep.com/aftermarket www.goodyearbeltsandhose.com The officially licensed belt of NASCAR. Gatorback, the quiet belt. You can never replace Goodyear quality.

NGK Spark Plugs Canada Limited www.ngksparkplugs.ca The World Leader in Spark Plugs, Oxygen Sensors and Ignition Wire Sets.

Used by 87% of the World’s OE Manufacturers S.B International Inc. www.sbintl.com “We keep engines humming”

HAND CLEANERS GOJO Industries, Inc. www.automotive.gojo.com GOJO is a leading manufacturer of skin care products and services for many marketing including automotive and manufacturing. GOJO continues to pursue a commitment of creating well-being through hand hygiene and healthy skin.

LUBRICANTS & ADDITIVES Empack/emzone Automotive Care & Maintenance www.emzone.ca The high performance emzone product line is specially formulated for your detailing and maintenance needs. For maintenance: Lubricants, Brake Cleaners, Degreasers, and Coatings. For detailing: Glass Cleaners, Carpet Foams, Tire Shines and Auto Fresh.

REFRIGERANT ZEX AC Compressors Division of Mister Starter

www.misterstarter.com Remanufactured/New A/C compressors and Turbochargers/Superchargers for complete line of cars and trucks, DOMESTIC & IMPORTS. Custom Rebuilds also available for your needs.

Duracool Refrigerants Inc. www.duracool.com Nationally Distributed by: Deepfreeze Refrigerants Inc. The Leaders in Hydrocarbon Refrigerant Technology Guaranteed In writing not to harm any Mobile A/C System You can feel the Difference that Quality Makes “Our Formula Never Changes”.

EDUCATION AND TRAINING CARS COUNCIL www.cars-council.ca Smarter hiring, better personnel assessment, and training accessible 24/7. We are the CARS Council, a not-for-profit organization, delivering tools developed by industry for industry. www.cars-council.ca

TOOLS & EQUIPMENT AIR LIQUIDE CANADA INC. www.airliquide.ca Your one-stop shop for all your industrial gases and welding supplies.

Genius Tools

www.geniustools.net Genius Tools provides a complete line of hand tools, as well as power tools, tool storage, and other solutions for the toughest jobs in automotive and industrial markets.

Premium quality at competitive prices.

Rotary Lift

www.rotarylift.com World Leader in Lift Productivity

Empack / emzone Refrigerants www.emzone.ca WAREHOUSE DISTRIBUTORS Eco-friendly, non-ozone depleting COLLISION REPAIR SUDOKU by Myles Mellor and Susan Flanagan & BUYING GROUPS and system safe. The emzone Masters School of Autobody Management quality A/C Refrigerant product Automont Distributions Inc. www.masters-school.com line includes stop leak, system conditioner, oil Each Sudoku puzzle consists of a 9X9 grid that has been subdivided into nine smaller www.automont.com Masters offers a number of charge, UV dye leak detection, and dryer offering grids of 3X3 squares.

To solve the puzzlecolder each row, columnimproved and box must contain each of Importer & Wholesale education programs and implementation vent temperatures, system Distributor of German, follow-up programs to take lower headmedium pressure andand greater gas the numbers 1 todesigned 9. Puzzles come in threeefficiency, grades: easy, difficult.

Swedish and Asian Auto Parts. bodyshops to the next level of success. mileage. Ideal for cars, trucks, SUVs and tractors.

Level: Medium

SUDOKU

Bestbuy Distributors Limited

by Myles Mellor and Susan Flanagan

Each Sudoku puzzle consists of a 9×9 grid that has been subdivided into nine smaller grids of 3×3 squares. To solve the puzzle each row, column and box must contain each of the numbers 1 to 9. Puzzles come in three grades: easy, medium and difficult.

www.bestbuyautoparts.ca Independent buying group and warehouse distributor that allocates its profits to member shareholders and provides unbeatable value for Independent Jobbers.

The E.R.I. Group www.theerigroup.com Canada’s Premier Machine Shop Buying Group Kerr Machine Shop Group Inc.

www.kerrmachineshopgroup.com Buying group for machine shops and performance shops.

Level: Medium www.ssgm.com

Solution

May 2009 SSGM 37

SSGM BAYWATCH New Products

OTC releases 2-channel scope OTC, a SPX Brand, introduced an Automotive 2-Channel Scope (P/N 3840F) that offers a number of beneficial features for service technicians to quickly and efficiently test and measure virtually all of the electrical and electronic components and circuits in a modern vehicle. From the 25 Megasample per second sample rate to the “Glitch Snare” feature, the 3840F is designed to help increase shop productivity. The OTC 3840F Scope combines an experienced-based information database with a true automotive RMS Graphing Multimeter and two-channel lab scope to accurately capture and translate complicated electrical component and diagnostic information and faults. The Scope also recommends the appropriate test procedures for fast, accurate repairs. The “Glitch Snare” feature captures, displays, and saves abnormal signal patterns in the Scope mode for component testing. The help menu assists the user in finding answers fast with real-time comparison between actual waveforms and reference waveforms on the same screen. Built-in reference information for each preset test include a test procedure, normal reference signal pattern, theory of operation, and trouble shooting tips, enabling the user to check the majority of automotive

sensors, actuators, and systems. The secondary ignition SUDOKU

by Myles Mellor function displays the waveform along withand the Susan spark Flanagan voltage, RPM, burn time, and burn voltage at the same Each Sudoku puzzle consists of a 9X9 grid that has been sub time. The kit includes red and yellow test leads, black 3X3 alligator squares. clips, To solve thetest puzzle each row, column ground lead, 3-grids and of 5-way three probes, the numbers to 9. Puzzles come in three grades: easy, med three back probes, ignition 1probes, inductive pickup, lead extensions, AC adapter, update cable/software, soft carrying case, Level: and user manual. CE-certified with a one Medium year warranty.

OTC www.otctools.com

Bosal expands VFM import exhaust program Bosal USA Inc. has added 14 new part numbers to its VFM Import Exhaust Program. The line now offers 58 SKUs and covers over 334 of the most popular makes and models from Acura to VW. The new additions include resonators and front pipes that round out the systems already offered in the current VFM range. Bosal VFM mufflers and resonators are made to OEM specifications for vehicle specific fit, form and function. They feature a direct-fit, onepiece configuration, which eliminates labour-intensive pipe bending, welding, and cutting, and results in higher quality installations and better customer satisfaction.

Bosal USA Inc. www.bosalna.com

Solution

Solutions to April’s puzzles

38 SSGM May 2009

& / 8 7 5 $ % $ 1 * & 0 $ & ' & % 2 $ % 5 * ( ' 6 ( $ 2 < ) ) / $ 7 5 , , $ 5 , $ 5 7 6 2 1 $

& + 7 2 ) 1 2 8 ' $ $ & / ( 1 ( / 6 / 5 , 8 0 6 6 $ , & 7 $

$ 8 7 2 8 ( ' ( 6 , 2 7 $ 1 / $ 6 $ / / 2 ' $ % 2 5 ( 2 0 $ ( 0 5 , * $ % ( 7 ( $ 0 $ $

% 2 ' 8 * ( $ 6 ( ; 8 / ( ' $ ( 7 1 6 7 7 5 , % 9 , % $ ( 7 $ & 8 5

< $ 5 , 6

$ ; 7 ( 5 5 $ www.ssgm.com

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