Tech Talk
July 2014
VACC Technical Publications
Features We give you some servicing tips to help deal with driveability concerns on Mitsubishi 4M41 engines.
3832
A couple of common electrical faults on Ford Ranger and Mazda BT-50.
3844 3745
PRINT POST APPROVED PP381667/00341
Also Inside Audi Robotic Telepresence Cybernetic Mechanic
3829
Technology Briefs
3830
Tech Online Updates
3831
Hyundai Santa Fe A5HF1 Automatic Transmission
3834
Safety Recalls
3842
Tips For Hydraulic Timing Belt Tensioners
3843
Cybernetic Mechanic Diagnosing and troubleshooting repair issues can be made faster and cheaper thanks to a new robotic mechanic at Audi dealerships.
were actually there. ART can follow the technician to the vehicle to assist with diagnosis. When the concern has been dealt with, ART can automatically travel back to the charging dock. Data is transmitted via Wi-Fi, but there is also a 4G option, if necessary.
Audi are introducing a trial program where 100 dealers across USA will use the Audi Robotic Telepresence (ART) for technical support. While the idea of a robot in the workshop sounds exciting, ART is more like R2D2 than a more useful android, just without the cool hologram feature. It Local service technicians will be able will allow expert technicians at Audi to benefit from valuable one-onto inspect and help service vehicles one interaction with experts at Audi as if they were standing Technical Service. This alongside the local ART is an will benefit the speed dealer technicians. advanced, remotely and depth of service at It is based on a VGo the dealer level. controlled robot unit that was designed Remote diagnosis is growing quickly for helping medical experts in the medical field, so it will be to diagnose and treat patients interesting to see if Audi continue to in remote locations. ART is an use ART after the trial has finished. advanced, remotely controlled robot What do you think? Is there a place that displays the operator’s face on a screen while permitting the ability to in the workshop for something like ART, or should we wait until a more move around the vehicle. useful robot is designed? The Audi Technical Service team will be able to interact and talk with service technicians at local dealerships, even while physically in a different location. An attached borescope and hand-held camera allow the operator to inspect engine components and other difficult-to-reach parts of the vehicle as if they
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3829
Tech Talk
Technology Briefs
Technology Briefs
Silicon Carbide (SiC) is also known as carborundum and is an extremely hard material. SiC transistors are difficult to produce reliably in quantity. However, they have much less power loss when turned on and off. Thus they can be operated at higher frequencies and
Insulated Gate Bipolar Tail current Switching loss SiC Field Effect
Power Control Units account for approximately 25 percent of the total electrical power loss in hybrid vehicles, with an estimated 20 percent of the total loss associated with the power semiconductors alone. Toyota engineers say that the size of the SiC based Power Control Units can be reduced by around 40% and will improve hybrid fuel efficiency by at least 10%.
It’s The Sauce Researchers at Ford and Heinz are investigating the use of tomato fibres in developing sustainable, composite materials for use in vehicle manufacturing. Specifically, dried tomato skins could become the wiring brackets in a Ford vehicle or the storage bin a Ford customer uses to hold coins and other small objects. Heinz researchers were looking for innovative ways to recycle and repurpose peels, stems and seeds
Tech Talk is published by: Victorian Automobile Chamber of Commerce Technical Services
464 St Kilda Rd Melbourne VIC 3004 ABN: 63 009 478 209 Phone: 03 9829 1111 Fax: 03 9820 3401 Web: vacc.com.au Email: techtalk@vacc.com.au Technical Editor: Rick Besserdin Technical Contributors: Alex Del Solar, David Navascues, Dino Stocchero, Geoff Chapman, Greg Brougham, Jason, Jim Apostoloudas, John Khoury, Mitchell Rogers, Rod Lofts, Shaun, and Werner.
Disclaimer: This publication is distributed with the understanding that the authors, editors and publishers are not responsible for the results of any actions or works of whatsoever kind based on the information contained in this publication, nor for any errors or omissions contained herein. The publishers, authors and editors expressly disclaim all and any liability to any person whomsoever whether a purchaser of this publication or not in respect of anything and of the consequences of anything done or omitted to be done by any such person in reliance, whether whole or partial upon the whole or any part of the contents of this publication.
from the more than two million tons of tomatoes the company uses annually to produce its best-selling product: Heinz Ketchup. Ford currently has a range of biobased materials in production. These include cellulose fibre-reinforced console components, rice hull-filled electrical cowl brackets, coconutbased composite materials, recycled cotton material for carpeting and seat fabrics, and soy foam seat cushions and head restraints. Information on products and services contained in this magazine is published as a service. It does not imply the endorsement of any product or service by the Chamber. Copyright: Tech Talk is copyright and no part may be reproduced without the written permission of VACC.
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This Publication has been printed on FSC certified paper by Complete Colour Printing who have ISO 14001 (Environment) and ISO 9001 (Quality) Management certifications. It is printed on an ecologically rated printing press using a chemical recirculation system and 100% vegetable based inks. It is mailed out in Biowrap, which is an environmentally friendly plastic wrap that is 100% biodegradable.
3830
Tech Talk – July 2014
Tomato Infographic: Ford Motor Company Transistor Current: Toyota
Toyota and Denso have collaborated on developing a new transistor for use in electrical power control units. The new Silicon Carbide Field Effect Transistors (FET) are much more efficient than insulated gate bipolar (IGBT), which is the current favourite for electric motor control.
lose less power through heat. Less heat loss means that engineers can reduce the size of cooling units and heat sinks.
Cover Robot: VGo Communications Cover Workshop: Audi AG
Silicon Carbide Transistors
Tech Talk
Tech Online: Updates
TechOnline Updates
The following pages have recently been added to Tech Online.
Service Schedules
From To
Make / Model
Category
2002
2005
Ford Focus LR 1.8L
Serpentine Belts
2003
2010
BMW 5 Series E60/E61
Serpentine Belts
2003
2010
VW Touareg 2.5/3.0/4.2L Tech Data
2003
2010
VW Touareg 2.5/3.0/4.2L Serpentine Belts
2004
2005
Jeep Cherokee KJ 2.4L
Engine Manage.
2004
2007
Jeep Cherokee KJ 3.7L
Engine Manage.
2004
2008
VW Golf 2.0L TDI
Tech Data
2004
2008
VW Golf 6 Speed 09G
Auto Trans
2005
2007
Ford Focus LS 2.0L
Serpentine Belts
2005
2013
VW Transporter T5
Service Reset
2005
2013
VW Transporter T5 2.0L
Serpentine Belts
2006
2008
Ford Fiesta WQ 2.0L
Serpentine Belts
2006
2010
Jeep Commander XH
Serpentine Belts
2006
2012
Mitsubishi Outlander
Wheel Alignments
2006
2014
Mitsubishi Pajero 6G75
Serpentine Belts
2006
2014
Mitsubishi Pajero 6G75
Timing Belts
2007
2011
Ford Mondeo MA/MB
Serpentine Belts
2007
2012
Toyota Corolla 2RZ-FE
Engine Manage.
2008
2012
Jeep Cherokee KK 2.8/3.7L Auto Trans
2008
2012
Jeep Cherokee KK 2.8/3.7L Electronic Braking
2009
2011
Ford Ranger PK 2.5/3.0L Service Schedule
Tech Online Tips:
2009
2012
Mitsubishi Outlander ZH Service Reset
•
2010
2012
Mitsubishi ASX XA
Wheel Alignments
2011
2013
BMW 5 Series F10/F11
Serpentine Belts
2011 ?
2014 Pajero NW Search ThisMitsubishi Page
Service Reset
2012
2013
Toyota Camry 2AR-FE
Engine Manage.
2012
2013
VW Golf 1.2/2.0L
Tech Data
2012
2013
VW Golf 1.2/2.0L
Serpentine Belts
2012
2013
VW Golf 2.0L TDI CBBB
Timing Belts
If you haven’t had a look yet, make sure you check out the new Service Schedules module on Tech Online. Service Schedules uses the manufacturer recommended guidelines for each of the vehicles. To find the service schedules you first need to select the appropriate vehicle by selecting the Make / Model / Series or Year.
•
•
To print an article or section click on the Print button that is at the top of theHome page.
However, to print a Service Schedule, click on the blue Print the Selected Service button. If you have any suggestions, let us know by clicking on the Feedback button that is at the top of the page. Please check that your email address is correct, and put your phone number in the comments Home Print Feedback ? section, so that we can confirm details with you.
Tech Talk – July 2014
Feedback
To get the most out of Tech Online, you need to watch a fiveminute video tutorial before Search This Page using the site. 3831
Tech Talk
Engine Management: 4M41
4M41 Service Tips Mitsubishi 4M41 3.2L Pajero 2006 - 2014 Triton 2006 - 2009 These engines have a few potential problems that can affect their driveability. Carbon build-up in the intake manifold is just as common in these engines as it is in most other modern diesel engines. This carbon build-up causes the usual problems caused by restricting airflow through the intake manifold.
Lower Intake Manifold Carbon Build Up
The carbon is due to the exhaust gases from the EGR valve, in combination with the crankcase ventilation gases. The build-up occurs after the EGR valve opening in the upper intake manifold. When severe it can also cause the swirl control valves to stick. Early engines, fitted to the Triton and NS Pajero, connect the MAP sensor to the lower intake manifold. Because this is after the EGR valve, the point where the sensor hose connects is prone to blocking up. The symptoms that a blocked MAP sensor hose can cause vary depending on severity. It will lack power and have driveability concerns, especially when under load. The engine light may come on and it might not log any fault codes.
Lower Intake Manifold Carbon Build Up
Poking a wire into the manifold fitting can quickly clear any MAP sensor fitting blockage. However, this will not remove the carbon build-up or prevent the sensor fitting from quickly blocking again. In the NT Pajero, the upper manifold was modified to accommodate the fitting for the MAP sensor hose. This is just after the Air Intake Temperature sensor, but before the EGR valve, and is therefore protected from further carbon blockages. Mitsubishi replaced some of these early upper manifolds with the later upgraded design while still under warranty. A long-term fix to prevent carbon blocking the MAP sensor manifold fitting, is to put a blanking plug on the fitting in the lower manifold. Then either fit an
3832
Carbon Around Swirl Control Valves Tech Talk – July 2014
Tech Talk
Engine Management: 4M41
MAP Sensor Note: Always Use Clamps on Sensor Hoses
Early Unmodified Upper Manifold Without Sensor Tapping
MAP Sensor Tapping in Early Lower Manifold
MAP Sensor Tapping in Updated Upper Manifold
upgraded upper manifold or drill and thread a new fitting into the original manifold. Modifying the original manifold can be done quite easily, if you have removed the manifolds to clean out excessive carbon build-up.
Tip: Some workshops recommend carrying out a manifold carbon clean at every 30,000km service. This is a larger service where the tappets are to be checked. This service includes the requirement to “Inspect Air Intake System.” Tip: Severe carbon build-up will
necessitate the removal of both upper and lower manifolds for cleaning.
Tech Talk – July 2014
Injectors: Fitting the injectors to different cylinders other than that registered to the ECU can also cause engine driveability issues. If it is running rough and the injectors have been removed recently, it may be wise to physically check that the injector identification code on each injector matches the cylinder programmed into the ECU.
The 4M41 common rail injection system is covered in detail in the December 2013 Tech Talk, pages 3738 to 3742. Valve Clearance (cold) • Intake 0.10mm • Exhaust 0.15mm Special thanks to the readers that provided these photos and tips.
Component
Torque
Air Intake Temp sensor
14 Nm
EGR Valve bolts
48 Nm
Exhaust to head nuts
20 Nm
Fuel injector pipe
35 Nm
Throttle body to upper manifold 11 Nm Upper to lower manifold bolts
24 Nm
3833
Tech Talk
Auto Trans: Hyundai A5HF1
A5HF1 Transmission Hyundai Santa Fe CM 2.2L CRDi A5HF1 2006 – 2012
Lubrication
This is a 5-Speed transmission with electronic shift control. The design is an update on the earlier Hyundai A5GF1, which does not have electronic line pressure control, which is based on the Mitsubishi F4A51 design.
Service Refill: Dry Fill Capacity:
The A5HF1 can be identified by the letter U at the beginning of the number stamped into the top of the transmission case.
Level Checking
The Diagnostic connector is located next to the interior fuse box.
Check transmission fluid when the vehicle and transmission are at operating temperature.
A suitable diagnostic scan tool is required to extract and erase fault codes.
Service Interval: 100,000Km or 40,000Km under severe operating conditions.
1. Make sure the vehicle is on a level surface.
Relearn Procedure
Recommended Service Time: 2.6 hours
2. Start the vehicle, apply the brake, and run through the gears.
Diagram #1 Pressure Ports
Fluid Type: • Diamond ATF SP III or • SK ATF SP III 5.5L Approx 10.9L
The Fluid Filter is located inside the transmission and is only replaced during major transmission disassembly.
Input Speed Sensor
Output Speed Sensor
Reverse Clutch Pressure Port
3. Select P, remove and wipe the dipstick. 4. Refit the dipstick, then remove and check the level is on HOT mark. Also check the fluid condition for discolouration, smell, and contaminates.
Fault Code Access
A suitable scan tool is required to reset the transmission control module to the vehicle. Connect the RED - Reduction Band Pressure Port
Lube Port Direct Clutch Pressure Port
Overdrive Clutch Pressure Port
Drain Plug Second Brake Pressure Port Damper Clutch Apply Pressure
Damper Clutch Release Pressure
Bottom of Bellhousing
3834
UD - Underdrive Pressure Port LR - Low &Reverse Pressure Port Bottom of the Transmission
Tech Talk – July 2014
Tech Talk
Auto Trans: Hyundai A5HF1
level is correct.
scan tool to the vehicle and select the vehicle and the procedure from the menu and follow the procedure.
Condition Line Pressure 2. Turn the engine off. 2006 - 2011 Hyundai Santa Fe 2.2L CRDi Input Voltage 3. Connect a suitable oil CM pressure Once the TCM has been reset to the Coil Resistance Solenoid Locations to LR, Valve UD, and RED vehicle, road test so that it can adapt A5HF1gauge See ports on the transmission. Operating Current to driving conditions. Diagram #1. Pulse
Stall Speed
4. Start the vehicle and check for A any leaks from the gaugesBand their1 fittings.E
1. Check auto trans fluid is at correct level. B
2. Check that the engine and auto transmission are at operating temperature.
B
3. Secure vehicle with handbrake ON, and all four wheels chocked.
PWM Solenoid Valves
6
5. Check that the oil pressures are G to the 2 specification. See table 7 next page.
Value 4.5 - 10.5 bar 12V 3.5Ω ± 0.2 0 - 120mA 50Hz
B
3 E Variable Force Solenoid (VFS) G G 8
The Pulse Width Modulation (PWM) solenoids control the pressure to the valve body and to the torque converter damper clutch. These solenoids also control the oil pressure to clutches and bands to reduce the shock when engaging and disengaging gears.
The Variable Force Solenoid Valve 4 D normally high (VFS) is a 3-way and 4. Start the vehicle, apply the C B Condition Value type solenoid. This solenoid valve brakes and select the gear that 5 2006 - 2011 Hyundai Santa Fe CM 2.2L CRDi controls the regulator valve and you want to perform the stall F Input Voltage 12V variesSolenoid the line pressure as required, test in. A5HF1 Valve G Locations Coil Resistance 3.2 ± 0.2Ω relative to the accelerator and-the Solenoid Identification 2006 2011 Hyundai Santa Fe 2.2L 5. Press the accelerator pedal all Current 0 CM - 120mA shift lever position. is mounted to 1: Overdrive Solenoid It Valve the way down. Valve Locations Pulse 50 Hz the valve assembly. 2: Low andbody Reverse Solenoid ValveA5HF1 Solenoid Note: Due to the danger of overheating the transmission, do not hold at full load for longer than 8 seconds.
B
6. Record the rpm of the stall test and check to see that it is within B specification. 7. Select N and allow the vehicle to idle for several minutes to cool transmission fluid before performing another test. Engine stall speed: 2100 - 2800 rpm
Hydraulic Pressure Ensure both engine and transmission are at operating temperature before proceeding. 1. Check that the auto trans fluid
Tech Talk – July 2014
3: 4: 5: 6: 7: 8:
Reduction Brake Solenoid Valve A VFS Solenoid Valve (Line Pressure) B Fluid Temperature Sensor E 1 #2Solenoid Valve Diagram Underdrive 6 Valve Body Second Solenoid Valve Damper Clutch G Solenoid Valve (TCC) 2 7 Bolt Length and Location A - 20 mm 3 (2) B E B - 37.5 mm (13) G G 8 C - 44.5 (1) 4 (2) D - 14 mm D C - 70 mm (4) E F - 74 mm (1) B 5 G - 105 mm (11) F
G
A B
CRDi
B
1
E
2
G
6
7
B
3 G
E
G
B
8
Solenoid Identification 4 1: Overdrive Solenoid Valve D C 2: Low and Reverse Solenoid Valve 3: Reduction Brake Solenoid Valve 5 4: VFS Solenoid Valve (Line Pressure) F 5: Fluid Temperature Sensor 6: Underdrive Solenoid Valve G 7: Second Solenoid Valve 8: Damper Clutch Solenoid Valve (TCC)Solenoid Identification Bolt Length and Location A - 20 mm (2) B - 37.5 mm (13)
1: Overdrive Solenoid Valve 2: Low and Reverse Solenoid Valve 3: Reduction Brake Solenoid Valve
B
3835
Tech Talk
Auto Trans: Hyundai A5HF1
Fluid Temperature Sensor The Fluid Temperature Sensor is a thermistor type sensor. It is mounted next to the valve body assembly in the transmission. It monitors transmission fluid temperature. Fluid Temp 0 °C 20 °C 40 °C 60 °C 80 °C 100 °C
Resistance 18.6kΩ 8.05kΩ 3.85kΩ 1.975kΩ 1.085kΩ 0.63kΩ
Hydraulic Pressure Table Gear Selected
LR
Voltage 3.72V 3.00V 2.18V 1.45V 0.93V 0.59V
Output Speed Sensor The Output Speed sensor is a Hall Effect type sensor. This sensor provides transmission output shaft speed rpm to the transmission control module. This is compared to the input shaft speed and is used to correctly regulate the clutch control, the damper clutch and shift range control. Condition Value Sensor Air Gap 1.3mm Current 22mA • High - over 4.8V Output Voltage • Low - below 0.8V
Clutch VFS Element Current
2ND
OD
200mA
200mA
200mA
Drive UD
RED
DIR
Reverse LR
200mA
200mA
200mA
250mA
Solenoid Duty Cycle %
KPa Pressure RED at 2500rpm
LR
DCC 2ND UD
OD
0
0
100 0
100 0
1030 ±20
60
-
-
-
-
-
520 ±40
75
-
-
-
-
-
230 ±40
100 -
-
-
-
-
0
100 -
0
0
100 0
1030 ±20
-
-
60
-
-
-
550 ±40
-
-
75
-
-
-
220 ±40
-
-
100 -
-
-
0
100 -
100 0
0
0
1030 ±20
-
-
-
-
60
-
520 ±40
-
-
-
-
75
-
210 ±40
-
-
-
-
100 -
0
100 -
100 0
0
0
1030 ±20
-
-
-
60
-
-
470 ±40
-
-
-
75
-
-
170 ±40
-
-
-
100 -
-
0
100 -
0
100 0
0
1030 ±20
-
-
-
-
-
60
540 ±40
-
-
-
-
-
75
270 ±40
-
-
-
-
-
100
0
100 -
0
100 0
100
0
75
-
-
-
-
-
270 ±40
60
-
-
-
-
-
540 ±40
0
-
-
-
-
-
1030 ±20
0
-
100 100 100 0
1550 ±250
Operating Elements Overdrive Underdrive Clutch Clutch (UD) (OD) Park OFF OFF Reverse OFF OFF Neutral OFF OFF 1st ON OFF 2nd ON ON 3rd ON ON 4th OFF ON 5th OFF ON
Selector Actual Lever Gear P R N
D
3836
2nd Brake (2ND) OFF OFF OFF OFF ON OFF ON ON
Low & Reverse Brake (LR) ON ON ON ON OFF OFF OFF OFF
Reverse Clutch (REV) OFF ON OFF OFF OFF OFF OFF OFF
Reduction Brake (RED) ON ON ON ON ON ON ON OFF
Direct Clutch (DIR) OFF OFF OFF OFF OFF OFF OFF ON
One Way One Way Clutch 1 Clutch 2 (OWC 1) (OWC 2) OFF OFF OFF OFF OFF OFF Locked when driving OFF Locked OFF when driving OFF OFF OFF Tech Talk – July 2014
Tech Talk
Auto Trans: Hyundai A5HF1
Transmission Range Solenoids P R N Gear/ Solenoid Park Reverse Neutral UD Solenoid ON ON ON OD Solenoid ON ON ON 2nd Solenoid ON ON ON TCC OFF OFF OFF L/R Solenoid OFF OFF OFF RED Solenoid OFF OFF OFF
1 OFF ON ON OFF *OFF OFF
D 3 4 5 OFF OFF ON OFF OFF ON ON OFF OFF OFF #ON #ON ON ON OFF OFF OFF ON
2 OFF ON OFF OFF ON OFF
Note: VFS is constantly adjusting and controlling line pressure. # TCC will only activate depending on vehicle speed, operating temperature and throttle position. * L/R Solenoid will only activate if vehicle speed is below 9.5kmh, and deactivate above 9.5kmh.
Note: Refer to Tech Online for a full list of fault codes.
Component
Torque
Filler Plug
32 Nm
Drain Plug
45 Nm
Pan Bolts
14 Nm
Bell Housing (Engine side x4)
75 Nm
Bell Housing (Gearbox side x3)
50 Nm
Starter Motor Bolts
50 Nm
Converter Bolts
50 Nm
Drive Plate Bolts
75 Nm
Pressure Port Bolts
10 Nm
Inhibitor Switch Bolts
12 Nm
Input / Output Speed Sensor
12 Nm
Auto Trans Mount Bracket Nut
70 Nm
Auto Trans Mount Bracket Bolts 50 Nm Auto Trans Mount Insulator Bolt 100 Nm Selector Lever Shaft Nut
20 Nm
Control Cable Nut
12 Nm
Hyundai Santa Fe 2006 - 2011 2.2L CRDi Drive Shaft Nuts
230 Nm
Diagram #3 Electrical Connectors - Harness ViewA5HF1 Auto Trans Connectors 13 12 11 10 9
8
7
6
5
3
4
2
8
1
26 25 24 23 22 21 20 19 18 17 16 15 14
“A”
8
4 3 2 1 7 6 5
6 5 4 3 2 1
Auto Trans Solenoids
9
8
8
7
1
11 10
9
22 21 20 19 18 17 16 15 14 13 12
3
11 10
5
4
9
8
7
2
1
6
5
5
4
3
2
1
3 2 1
Vehicle Speed Sensor
“A”
7
6
5
4
“B”
7
6
2
1
4
3
5
4
6 5 4 14 13 12 11 10
ATM Relay
3
2
1
3
Key Lock Solenoid
2
1
6
3 2 1 9 8 7
ATM Key Lock Control Module
2
16 15 14 13 12 11 10 9 Instrument Cluster
8
1
Input and Outut Speed Sensor
8
9
“C”
3 2 1
Multipurpose Check Connector
6
3
“B”
Sport Mode Switch
20 19 18 17 16 15 14 13 12 11
Tech Talk – July 2014
6
2 1 4 3 12 11 10 9 8 7 6 5 2019 18 17 16 15 14 13
Diagnostic Connector
9
4
7
Selector / Start Switch
8 7 6 5 4 3 2 1 16 15 14 13 12 11 10 9
10
7
Automatic Transmission Control Module
10
12 11 10 9
2
16 15 14 13 12 11 10
5
2
1
4
3
Stop Light Switch
4
3
2
1
12 11 10
9
8
7
“C”
3837
Tech Talk
Auto Trans: Hyundai A5HF1
Input Speed Sensor The Input Speed Sensor is a Hall Effect type sensor. This sensor monitors the input shaft speed on the OD and REV assembly to control oil pressure when shifting gears. It also supplies information to the transmission control module for shift control to clutch assemblies, damper clutch and shift range control.
Condition Sensor Air Gap Current Output
Value 1.3mm 22mA • High: over 4.8V • Low: Below 0.8V
Control Module Connector A Pin
Colour
Component
Condition
A1
Y
Underdrive (UD) Solenoid Valve
Shifting
A2
P
Auto Trans Power Supply
A3
P
Auto Trans Power Supply
A4 - A10
---
----
A11
O/B
Ignition Supply
A12 A13
B B
Earth - 1 Earth - 2
A14
G
Overdrive (OD) Solenoid Valve
Shifting
A15
GR
Damper Clutch (DCC) Solenoid Valve
On Lock - Up
A16
BR
Second (2ND) Solenoid Valve
Shifting
A17 - A18
---
----
A19
L
Flash Power Source
A20
---
----
Ign OFF Ign ON Ign OFF Ign ON ---Ign OFF Ign ON Idling Idling
---Ign ON Ign OFF ---Driving
Shift Position PWM Signal to Instrument Cluster
A21
O/B
A22
Y
A23
---
Variable Force Solenoid (VFS) Valve ----
A24
W
Ignition Supply
A25 A26
B B
Earth - 3 Earth - 4
3838
1st Gear 2nd Gear 3rd Gear 4th gear 5th Gear Shifting ---Ign OFF Ign ON Idling Idling
Value • High: 12V • Low: Max - 1.0V • Vpeak: Max. 70V • Max: 0.5V • 12V • Max: 0.5V • 12V • ---• Max: 0.5V • 12V • Max: 50mV • Max: 50mV • High: 12V • Low: Max -1.0V • Vpeak: Max - 70V • High: 12V • Low: Max -1.0V • Vpeak: Max - 70V • High: 12V • Low: Max -1.0V • Vpeak: Max - 70V • ---• 4.0 - 5.0V • Max: 0.5V • ---• High: 12V • Low: Max -1.0V • Frequency: 50Hz • 12.5 ± 2% • 27.5 ± 2% • 42.5 ± 2% • 57.5 ± 2% • 72.5 ± 2% • High: 12V • Low: Max -1.0V • ---• Max: 0.5V • 12V • Max: 50mV • Max: 50mV
Notes Pulsing ---------------------DC DC Pulsing
Pulsing
Pulsing ---4.7V DC 0.1V DC ---Pulsing Duty Cycle Duty Cycle Duty Cycle Duty Cycle Duty Cycle 13.6V Pulsing 0.3V Pulsing ---------DC DC Tech Talk – July 2014
Tech Talk
Auto Trans: Hyundai A5HF1
Control Module Connector B Pin
Colour
Component
Condition
B1
BR
Input Speed Sensor
Idling
B2
O
Output Speed Sensor
30kmh
B3 - B7
----
----
----
B8
R
12V
Ign OFF
B9 - B12 B13 B14 B15 - B16
--B L/B ---
---Sensor Earth Oil Temperature Sensor ----
---Idling Idling ----
Value • High: Max - 4.0V • Low: Max - 1.0V • High: Max - 4.0V • Low: Max - 1.0V • ---• Max: 2.0mA • Battery • ---• Max: 50mV • 0.5 - 4.5V (2.68 V at 59°C) • ----
Notes Pulsing Pulsing Pulsing Pulsing ---1.03mA DC 13.1V DC ---0.76mV DC Analogue Signal ----
Value • High: 12V • Low: Max -1.0V • Vpeak: Max - 70V • ---• 2.0 - 3.0V • 2.75 - 4.5V • 2.0 - 3.0V • 0.5 - 2.25V • 12V • Max: 1V • 12V • Max: 1V • Battery • Max: 1V • Battery • Max: 1V • Max: 0.5V • 12V • ---• High: 12V • Low: Max -1.0V • Vpeak: Max - 70V • 10.8V to 0.2V • ---• 12V • Max: 1V • 12V • Max: 1V • 12V • Max: 1V • ---• Max: 1.0V • 12V • Max: 50mV
Notes
Control Module Connector C Pin
Colour
Component
Condition
C1
L
Reduction Brake (RED) Solenoid Valve
Shifting
C2
---
----
C3
R/B
CAN “High”
C4
R
CAN “Low”
C5
B/O
Selector Switch “P” Position
C6
L
Selector Switch “N” Position
C7
W
C8
P
C9
G/B
Brake Switch
C10 - C11
---
----
C12
P
Low and Reverse (LR) Solenoid Valve
C13 C14 - C15
GR/O ---
Diagnostic “K” Line ----
C16
BR/O
C17
G/O
C18
GR
C17 - C20
---
C21
L
C22
B
Tech Talk – July 2014
Sport Mode Switch / Select Switch Sport Mode Switch / Down Shift
---High Low High Low P Selected Else N Selected Else Sport Mode Else Down Shift Else Released Pressed ---Shifting
Scan tool ---R Selected Selector Switch “R” Position Else D Selected Selector Switch “D” Position Else Up Shift Sport Mode Switch / Up Shift Else ------OFF Auto Trans Control Relay ON Earth Signal Idling
Pulsing ---2.52V Pulsing 3.76V Pulsing 2.54V Pulsing 1.34V Pulsing 12.6V DC 0V 12.6V DC 0V 12.4V DC 0V 12.4V DC 0V ---------Pulsing Pulsing ---12.2V DC 0V 12.4V DC 0V 12.6V DC 0V ---11.6 V DC 0V DC 3839
R
R
B
R
U18
R
P
B35
FLIGN- 2 40A
Starter Motor
R
B16
FLTCM 15A IGN- 1 40A
M
1
R
Starter Relay
1
R
R
B26
C24
G
U6
W
W
O/B
O/B
To Reverse Lights
P R
2
P
G
5
Y
O
G
3 B/O
L
B
P
7
D
9
N
10
4
6
3
1
R
Selector / Start Switch
OFF
ACC
OFF ON
ST ON ACC
Ignition Switch
BR
C4
B28
O
L
U20
B36
G
R
B/UP LP 10A
ATM 20A
L
4
N
1
8 D
O
BR
O
13
BR
To Vehicle Speed Sensor Pin: 3
G11
M13
O
Y
K4 A10
O
2
BR/B
Key Lock Solenoid
BR/B
6
G/B
2
1 ATM Solenoid
W/B
10
11
5
12
To Stop Light Switch Pin: 4
P
5
O/B
W
GR
P
Down
16
L
O
G To Page 2
F To Page 2
E To Page 2
Sport Mode Switch
G/B
O/B W R
O/B W R
BR/O
L
L/B
GR
Up
9
G/O
20
G/O
BCM
L
B
4
1
W
6
Sport
O
85
7
K9
B/O
B/O
L
11
30
O/B
8
A3 87 87a 86
W D12
B/O
7 8
L
Normal Park
G
3
4
B
Start-10A
O/B
G
G/B
W/B
Cluster 10A
Alarm Relay
Interior Fuse Box
ATM Key Lock Control Module
10
L/O
L/O
ATM Lock 10A
ATM -10A Audio 2 10A
H4
O
M3
O/B
K4
U2
K10
B46
M10
FL/B+/1- 50A
P
B
D To Page 2
C To Page 2
B To Page 2
A To Page 2
Instrument Cluster
B/O
13
G
O/B
12
O/B
G/O
G
O/B
D5
L
13
BR/B
D2
B15 D1
A13
Engine Bay Fuse Box
L
O
To Page 2
M To Page 2
L To Page 2
K To Page 2
J To Page 2
I
H To Page 2
D3
Hyundai Santa Fe A5HF1 Automatic Transmission Wiring Diagram - Page 1 of 2
D4
3840
Tech Talk – July 2014
P
GR
W
L
B/O
BR/O
O/B
W
R
E
F
I
J
K
L
From Page 1
From Page 1 G
H
From Page 1
From Page 1
From Page 1
From Page 1
From Page 1
From Page 1
From Page 1 M
G/O O/B
O/B G/O G
D
From Page 1
4
2
B
1
G
6
3
P
7
5
ATM Control Relay
L
P
G/O O/B
P
11
L
10
Automatic Transmission Control Module
A2 A21
C
LR A3 P
C8
From Page 1
C12 GR
C18 W
L
GR
9
B/O BR/O
Y
3
2nd Black
UD
GR/O K-Line
Multipurpose Check Connector
4 3 2 1 12 11 10 9 8 7 6 5 20 19 18 17 16 15 14 13
L
White
Example of Wire Coding B/W
Wire Colour Legend
BR
4
A16
A5HF1 Transmission Solenoids RED C7
Interior Fuse Box Resistor
OBD 2
M6
CAN Low
R
O/B
R SB SI O
R
Red Sky Blue Silver Orange
BR
R/B
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16
GR/O CAN High R/B
L DL LG DG
Blue Dark Blue Light Green Dark Green
Black Brown Green Gray
B BR G GR
L/B
1
Y
8
G
12
2
A14
G
C1 C6
C21 C17
DCC C5
A15 C16
VFS A22 C3
A1 A19
Oil Temp Sensor B14 C4
O/B
C13
B1 A11
A
2
White Yellow Pink Violet
BR
B
O/B
W
A24
B
W Y P V
R
1
B
Tan
N S
Input Speed Sensor
3
O/B
B8
From Page 1
B
A12
O
T
B2 B
A13
From Page 1
O
Splice Shield Wire
B
N S
Output Speed Sensor
3
O/B
Connector
2
B
1
B
G/B
B
To Stop Light Switch Pin: 2
B
C22
Hyundai Santa Fe A5HF1 Automatic Transmission Wiring Diagram - Page 2 of 2
A25
OD M4
A26
B13 C9
Tech Talk – July 2014
3841
Tech Talk
Safety: Recalls
Safety Recalls Victory Lock & Ride Passenger Backrests - Polaris Industries PRA number: 2014/14109 Date published: 16th May 2014 Product description 2010 - 2014 Victory Cross Country, Cross Country Tour, Cross Roads, Cross Roads Classic or Hard-Ball motorcycle fitted with passenger backrests (PN: 2877938
2000kg Trolley Jack - SNA E Australia PRA number: 2014/14101 Date published: 13th May 2014 Product description 2T Trolley Jack, part number BH1AOZ2000 What are the defects?
2000kg Vehicle Jack Stands - SNA E Australia PRA number: 2014/14102 Date published: 13th May 2014 Product description 2T vehicle jack stands (1 Pair). Part number BH3AOZ2000.
Toro Z Master Ride-on Mowers & TX 427 Compact Utility Loaders with Kohler Engines - Toro Australia PRA number: 2014/14121 Date published: 22nd May 2014 Product description Kohler Engines equipped with identified Kohler DSAI (Digital Spark Advanced Ignition) Module and Kohler interconnecting wiring in the following Ride-on Lawnmowers and Toro Compact
Bremsbelage Truck & Trailer Brake Shoe Kits - Watts Friction Plus PRA number: 2014/14116 Date published: 22nd May 2014 Product description Truck and Trailer Brake shoe kit part numbers D5030-1024RK, D5032-1014RK, D5041-1114RK, D5042-1054RK, D50581094RK, D5062-4725RK, D5068-1264RK, and D5071-2004RK. 3842
More details about this and other recalls can be found at recalls.gov.au and PN: 2877938-266), when used with an accessory luggage rack (2877950 or 2877950-266). What are the defects? The affected passenger backrests, when used with an accessory luggage rack, can crack at the chassis mounting point. This could cause a passenger to lose support, increasing the risk of the passenger falling off of the motorcycle.
Dates available for sale 1st September 2010 - 30th September 2013 What should consumers do? Remove and retain passenger backrest from before operating motorcycle and contact dealer to carry out repair. For more information see victorymotorcycles.com.au or call 03 9342 3888.
Affected jacks do not comply with the requirements of the mandatory standard for trolley jacks (based on AS/ NZS 2615-2004) as they do not have a warning label attached to the product. Consumers may incorrectly use the product, creating a crushing hazard. Dates available for sale
1st November 2013 - 9th May 2014 What should consumers do? Call 1300 728 177 for a safety sticker, or return the product to place of purchase and the retailer will fix the safety sticker.
What are the defects? Affected jack stands do not comply with the requirements of the mandatory standard for vehicle jacks (based on AS/NZS 2693) as they do not have a warning label attached to the product. Consumers may incorrectly use the product, creating a crushing hazard.
Dates available for sale 14th November 2013 - 9th May 2014 What should consumers do? Call 1300 728 177 for a safety sticker, or return the product to place of purchase and the retailer will fix the safety sticker to the jack stands.
Utility Loaders are affected.
Engines fitted with the affected Kohler digital ignition modules may fail. If the electrical system fails it may cause a fire hazard. Dates available for sale 1st January 2009 - 22nd May 2014 What should consumers do? Users should stop using the equipment immediately. Contact your nearest Toro dealer, see toro.com.au or call 08 8300 3633 for more information.
Toro 5000 Series Z Master model 74915 serial numbers 290000101-313000776 Toro Z Master G3 model number 74915CP serial numbers 311000101-311000200 Toro TX 427 Narrow Track model 22321 serial numbers 290000101-313000200 Toro TX 427 Wide Track model 22322 serial numbers 290000101-313000200 What are the defects? What are the defects? Incorrect assembly of the shoe to the lining may lead to premature failure of the brake shoe. If the defect occurs, the failure poses an accident hazard to the driver and other road users. Dates available for sale 1st September 2013 - 21st May 2014 Traders who sold this product SX Trailers, Gleeman Truck Spares, Paccar
Parts Australia, Southpac (NZ), and Transport Spares and Equip. What should consumers do? Return unused kits to their supplier for a full refund. For fitted parts, identify impacted trailers or trucks, and contact your nearest dealer for replacement parts and fitting. For more information see wattsfpa.com.au or call 08 8445 5500.
Tech Talk – July 2014
Tech Talk
Timing Belts: Hydraulic Tensioners
Hydraulic Timing Belt Tensioners Hydraulic timing belt tensioners are prone to sponginess, which can cause timing belt failure. This sponginess is usually caused by air entering the tensioner hydraulic chamber. A pocket of air will allow the piston to move under only a small amount of pressure, which can result in belt or engine damage. It is good practice to replace the hydraulic belt tensioner as a complete set along with the pulleys and timing belt. All tensioner hydraulic chambers are bled of air after manufacture, before setting with the locking pin. However, it is apparently still possible for air to enter the chamber if the tensioner is stored horizontally. Therefore it is important that you check every tensioner for sponginess before fitting to the engine.
Before Installation It is very important that you do not remove the locking pin from the tensioner before fitting it to the engine. With the pin still installed, hold the tensioner body and firmly press the piston rod against a solid object, such as a vice or work bench. It should feel “Rock Solid,” with virtually no movement in the piston rod, a maximum of 0.5mm. If you can see any movement, you will need to bleed the hydraulic chamber using the procedure shown below. You will also need to carry out the bleed procedure if the pin has been removed for any reason without all the timing belt components in place, such as if you have removed and reinstalled the tensioner or have allowed the piston rod to fully extend.
Tech Talk – July 2014
Bleed Procedure The tensioner must be bled with the tensioner held vertically. This is best achieved by using a vertical press. If you do not have a press available, then the tensioner can be held vertically in a vice, and then compress the piston by using a G-Clamp.
Note: Attempting to bleed the tensioner horizontally, such as in a vice, will likely cause more air to enter the hydraulic chamber.
1. With the tensioner in the vertical position and piston facing upwards, remove pin and allow it to extend slowly. Damage will occur if you force the piston to move too quickly. 2. Compress the piston rod down until the holes in the tensioner body and the piston line up. Never compress the tensioner more than this. Release and allow the tensioner to extend again. 3. Compress and release again. 4. Compress and insert the locking pin into the tensioner holes. Note: Each up-down cycle should take less than a minute. 5. Recheck that the tensioner feels ‘rock solid’ and that there is no sponginess. If it is still spongy, then repeat the bleed procedure. If repeated bleeding does not improve the feel of the tensioner, it will need to be replaced. 6. After fitting the tensioner to the engine, ensure the belt and all the pulleys are in their correct position, before removing the locking pin. If in doubt, refer to the relevant manufacturers instructions, Tech Talk article, or related Tech Online information. NEVER REMOVE PIN BEFORE FITMENT AND CORRECT ADJUSTMENTS ARE MADE, REFERRING TO MANUFACTURER INSTRUCTIONS.
Important: Always keep tensioner vertical when bleeding
This information has been adapted from information provided by Dayco Australia, and is printed with their kind permission.
3843
Tech Talk
Electrical: Ranger & BT50
Heading Common Faults Ford Ranger & BT50 2006 to 2011 Hard To Start Some of these vehicles have been hard to start, progressing to not starting at all. When self-tested the ECU shows the code P0335, Crank Position Sensor Malfunction. Testing the sensor with an oscilloscope has found no faults and replacing the sensor makes no change.
2.5L & 3.0L Crankshaft Position Sensor
2.5L & 3.0L Starter Motor
A common cause of the problem has been found to be due to the starter motor causing inductive noise, which interferes with the crank angle signal to the ECU. If this is the cause of the hard to start issue, you will need to replace or repair the starter motor.
EGR & Cam Sensor Codes A common cause of EGR and Camshaft position sensor fault codes is actually due to faults in the wiring loom. Breaks in the wires usually occur in the main wiring harness between the body and the engine, where most movement occurs.
Check for wiring breaks in the copper conductor in this area
To check if this is the source of the fault codes, untape and unwrap the wiring harness where it attaches to the body. Now check each of the wires by pulling on the insulation. If the copper wire has broken, the insulation will give way and begin to stretch.
3844
Tech Talk – July 2014