Tomorrow's Technician

■ FUEL FOR THOUGHT

■ BEARING STRAIGHT

■ DECIPHERING VIN CODES

April 2013 TomorrowsTechnician.com

CONTENTS IIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIII

THE REAL WORLD 14 Deciphering The Da-VINci Code The modern 17-digit Vehicle Identification Number (VIN) became mandatory for new vehicles sold in the U.S. beginning with the 1981 model year. Read how the VIN is broken down into six components, and each part holds a key to decoding the identity of an individual vehicle.

UNDER THE HOOD 18 Fuel for Thought — Issues Pertaining to ‘Bad Gas’ Bad gasoline is not a myth. Discover how fouled fuel found in a vehicle tank can usually be linked to a few suspects — it either came from the refinery, the distributor or the filling station down the street from your customer.

UNDERCOVER 28 Recognizing Runout and Disc Thickness Variation Replacing rotors on every brake job is not a cost-effective or efficient way to perform brake service. While you may save 10 to 15 minutes by not having to use a dial indicator and a micrometer, your chance for a comeback can dramatically increase.

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April 2013 | TomorrowsTechnician.com

Directions: AVI PLAY App Unleashes Bonus Content

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Report Card: Evolution Revolution — Acura’s NSX Concept

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Finish Line: Latest Winners in Student Related Competitions

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Book Report: The Auto Tech’s Handbook

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TT Crossword

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Industry Insight: Latest Auto Service News

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EDITORIAL STAFF: Phone: 330-670-1234 Editor:

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Edward Sunkin, ext. 258 esunkin@babcox.com Tim Fritz, ext. 218 tfritz@babcox.com

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Jeff Stankard, ext. 282 jstankard@babcox.com

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Sean Donohue sdonohue@babcox.com 330-670-1234, ext. 206 Dean Martin dmartin@babcox.com 330-670-1234, ext. 225 Jim Merle jmerle@babcox.com 330-670-1234, ext. 280 Glenn Warner gwarner@babcox.com 330-670-1234, ext. 212 John Zick jzick@babcox.com 949-756-8835

Tomorrow’s Technician (ISSN 1539-9532) (April 2013, Volume 12, Issue 3): Published eight times a year by Babcox Media, 3550 Embassy Parkway, Akron, OH 44333 U.S.A. Complimentary subscriptions are available to qualified students and educators located at NATEF-certified automotive training institutions. Paid subscriptions are available for all others. Contact us at (330) 670-1234 to speak to a subscription services representative or FAX us at (330) 670-5335.

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April 2013 | TomorrowsTechnician.com

Directions

BY Edward Sunkin | EDITOR

Smart Devices That Make You Smarter

S

ure, there are endless fun things you can do with your smart phone and/or tablet — like keeping in contact with your friends, posting photos of you from a car show or swap meet, watching the latest car video “fails,” tweeting about the race on Sunday, you name it.

But now, your smart device is the perfect complement to Tomorrow’s Tech for releasing exciting must-see technical content, too.

Referred to as Augmented Reality, this digital information content is presented in the form of videos, demonstrations or moving 3D programs. The content, in a way, “comes alive” for the viewer, making the information-sharing experience more engaging for our readers.

For owners of smart devices, this type of content will be readily available at your fingertips, and can be viewed at any time along with Tomorrow’s Tech magazine.

We have provided this exciting bonus Augmented Reality content throughout this issue. This bonus material is presented in short, concise, informative clips that accents the technical article in which it’s found.

We at Babcox Media see this as the next step in the dissemination of technical and informative content to instructors and future technicians. By pairing up the print version with today’s digital

devices, the connection to our reader has never been better.

Through AVI PLAY, we can provide demonstrations from advertisers, trainers and other technicians that give you a better understanding of a component, topic or repair.

This is not just a one-time occurrence with this issue. The editorial staff, along with our advertisers and industry association supporters, pledge to bring you fresh, bonus content in each subsequent issue of Tomorrow’s Tech.

And when watching this bonus content, we invite you to share it with others in the class or auto-related workplace.

These are exciting times in the ways we can reach student technicians and instructors. We feel that bringing print and digital media together is the best way to increase the information distribution to our readers. We also feel that it will add to their reading experience with each issue.

Now, isn’t that smart? ■ We would like your feedback on this new medium. Please e-mail your questions, comments or suggestions for material for future AVI PLAY content to: esunkin@babcox.com.

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April 2013 | TomorrowsTechnician.com

Report Card

At the 2013 North American International Auto Show (NAIAS) in Detroit, Acura unveiled a new NSX Concept that showcases the evolution of the next-generation supercar's styling and design, including a first-ever look at one possible direction for the nextgeneration NSX interior design.

The new Acura NSX Concept is based on the expected underpinnings of the vehicle Acura will bring to market. Still, the new NSX Concept maintains its low and wide stance with the dynamic and alluring proportions that debuted in the original NSX Concept at the 2012 NAIAS — highlighted by clean, modern and simple surfacing, and edgy details that communicate supercar attitude and a high-tech feel.

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The new NSX Concept (see the video here: http://bit.ly/Z9bdyp) also features a firstever look at one potential direction for the next-generation Acura NSX interior design. The to Acura's Sport Hybrid SH-AWD design concept is (Super Handling All-Wheel Drive) founded on a "Human system.

Support Cockpit" Acura Sport Hybrid SH-AWD is an theme, a strong expresall-new, three-motor high-performsion of Acura's product ance hybrid system that combines direction focused on torque vectoring all-wheel drive with "the synergy between advanced hybrid efficiency through man and machine." The the use of three electric motors – interior package boasts one motor integrated with the V-6 outstanding visibility, an engine and two motors driving the exotic driving position, front wheels – along with an all-new and an intuitive "Simple dual-clutch transmission (DCT). The Sports Interface" that system enables instant delivery of minimizes interior clutnegative or positive torque to the ter, allowing the driver front wheels during cornering to to focus on the driving experience. achieve a new level of driving With the aim of delivering a new performance unparalleled by current sports car experience that combines AWD systems. ■ next-generation supercar dynamic capabilities with advanced environmental CONNECT: performance, Acura Facebook: www.facebook.com/Acura announced that the Acura Twitter: www.twitter.com/Acura_Insider NSX will be powered by a YouTube: www.youtube.com/acura mid-mounted, directinjected V-6 engine mated

April 2013 | TomorrowsTechnician.com

edited by Tomorrow’s Technician staff Each month, Tomorrow’s Technician takes a look at some of the automotive-related student competitions taking place in this country, as well as the world. Throughout the year in “Finish Line,” we will highlight not only the programs and information on how schools can enter, but we’ll also profile some of the top competitors in those programs.

Because there are good students and instructors in these events, we feel it’s time to give these competitors the recognition they deserve.

BIOFUEL STUDY EARNS STUDENT TOP SCIENCE AWARD

S

ara Volz, a 17year-old high school student from Colorado Springs, CO, won the Intel Science Talent Search, the nation’s most prestigious high school science competition, for her experiments with algae as a biofuel.

Volz’s research explored a cost-effective way to create algae populations with higher-thanaverage fuel content, a key step in improving the economic feasibility of biofuel. She won a $100,000 award for her project. In order to be chosen as the recipient of the award, Volz had to be selected from among 1,700 applicants.

The pool of applicants was then narrowed to 40 finalists who appeared before judges in

Washington D.C. Algae biofuels have been the focus of several recent research projects. Volz’s is the first to present an inexpensive process of

incorporation. Volz filled her home lab with flasks of experimental algae cultures and introduced a herbicide that forced the cells to produce more oil or die. She called the process “artificial selection.” Volz began working on the project in her freshman year of high school. In order to facilitate the project, she adjusted her sleep schedule to keep the specimens on a schedule of 16 hours of light and eight hours of darkness per day.

The prize money and the additional scholarships Volz has won with her research will help her cover her tuition as an incoming freshman at the Massachusetts Institute of Technology next fall.

Source: National Alternative Fuels Training Consortium (NAFTC) http://naftcenews.wvu.edu.

Canadians Regain Fuel-Efficiency Title in Shell’s Eco-Marathon The federal government, which touts its historic 54.5 miles-per-gallon fuel-efficient standard for 2025 model year autos, might want to rethink that mark.

It’s downright puny compared to what a team of students from Quebec’s Université Laval achieved, as its vehicle traveled a mind-boggling 3,587 miles on a single gallon of gasoline

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at the 7th annual Shell Eco-marathon Americas 2013 competition. It was the highest mileage ever achieved for both Université Laval and the Americas challenge.

This was the fourth year in the last five that the Canadian team has dominated the competition, which attracted more than 1,000 students from across the Americas. Last year’s winner, a team from Mater Dei High School in Evansville, IN, placed second with a best run of 2,308 mpg on the track through the streets of downtown Houston.

Some 131 vehicles competed this year in various categories for the $2,000 first prize, with the Université Laval achievement – nearly 1,300 mpg better than Mater Dei’s showing last year – astounding the other competitors and spectators who watched the weekend’s events in early April. In an earlier run, the Laval vehicle achieved 3,001 mpg, a record at the time.

Teams competed from Brazil, Canada, Guatemala, Mexico and the United States.

Mark Singer, global project manager of Shell Ecomarathon, said what the Laval team accomplished is truly remarkable. “Each year, dedicated high school and university student teams astonish us with the advances they make in achieving unheard-of fuel-efficiency improvements.”

In 2012, the Laval team shocked participants, but that time it was for not even completing a qualifying run.

“We took our frustrations from last year’s event and used them as motivation to return better than ever,” said Philippe Bouchard, Laval team manager. “We trained our new team members and spent twice as much time fine-tuning the engine and building the car.”

For more information on the Shell Eco-marathon, visit: www.shell.com/ecomarathon.

16-Year-Old Dirt Late Model Driver from Illinois is ‘Search for a Champion’ Winner Bobby Pierce, a 16-year-old high school student who is also one of the nation’s top Dirt Late Model drivers, is the $50,000 grand prize winner in the “Search for a Champion” racing sponsorship contest from Federal-Mogul Corp’s iconic Champion Spark Plug brand.

A sophomore at Oakwood (IL) High School, Pierce was one of 15 finalists selected from hundreds of entries in the popular contest, which requires participants to submit a two-minute video describing how a Champion sponsorship will help them dominate the competition.

Finalists and the grand prize winner were selected on the basis of votes received at the www.AlwaysaChampion.com website, as well as through input from NASCAR Sprint Cup driver and Champion spokesperson Kevin Harvick. Pierce, currently ranked fourth in points in the Lucas Oil Dirt Series, garnered more than 13,000 of the total 114,000 votes cast in the contest. Finalists represented virtually every form of engine-driven racing, including circle track, drag, motocross, boat and snocross competition.

Bobby’s passion for racing comes naturally: His father is National Dirt Late Model Hall of Fame driver and professional car builder Bob Pierce, who was among the most successful Super Dirt drivers of the 1980s and ’90s. His mother, Angie, and sister, Ciara, are members Do you have an outstanding student or a of his crew.

To learn more about Bobby and to follow the success of group of students that needs to be recognized his Champion-powered No. 32 Dirt Late Model car, visit: for an automotive-related academic achievement? www.bobbypierceracing.com or connect with him on E-mail us at esunkin@babcox.com.

Facebook at: https://www.facebook.com/bobbypierce32.

12 April 2013 | TomorrowsTechnician.com

Real World Adapted from Thomas Dayton’s article in

MAKING HEADS OR TAILS OF THE ALL-TOO-IMPORTANT 17-DIGIT VEHICLE IDENTIFICATION NUMBER.

T

he modern 17-digit Vehicle Identification Number (VIN) became mandatory for new vehicles sold in the U.S. beginning with the 1981 model year. The VIN is broken down into six components, and each part holds a key to decoding the identity of an individual vehicle.

The first part consists of the beginning three digits, which tells us what company manufactured the vehicle and in what country. Known as the World Manufacturer Identifier (WMI), these three-digit prefixes are assigned to each automaker by the National Highway Transportation Safety Administration (NHTSA) for vehicles sold in the U.S. A parts specialist sometimes needs to determine a vehicle’s country of origin to select the correct parts for a particular application, and checking the first digit of the VIN is a straightforward method of identification.

The first digit identifies the country of manufacture, while the second and third tell us the manufacturer and division/car line. With increased globalization of manufacturing, this becomes more important in identifying options unique to certain assembly plants.

For the parts specialist, the most common country of origin codes needed for decoding options are as follows:

1, 4, and 5: United States 2: Canada 3: Mexico J: Japan

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Other country codes the parts specialist might encounter are: K: Korea (Kia and Hyundai) S: England (Jaguar and Land Rover) W: Germany (Audi, BMW, Mercedes, VW) Y: Sweden (Saab and Volvo) 9: Brazil (Volkswagen) The second section of the VIN is contained in the fourth through eighth digits, and is a

little less straightforward. In this section, called the Vehicle Descriptor Section, manufacturers are given the opportunity to encode various information about the individual vehicle, but each manufacturer does things a little differently. Some companies include emissions information, type of transmission, seat belt and airbag information, engine displacement and body styles.

Now, there’s a common misconception regarding the eighth digit of the VIN. While most manufacturers use the eighth position to identify the engine, not all of them do. Some popular exceptions to this “rule” are in the first chart above.

The ninth digit is called the check digit, and is used mostly by motor vehicles departments and law enforcement for checking the validity of a VIN. This number is calculated using a complex formula that assigns a numeric value to the other 16 digits of the VIN based on their position in the sequence.

The sum of these values is divided by 11, and the remainder becomes the ninth digit. This will always be a number (0-9), or the letter “X.” It is the least useful part of the VIN to anyone working a parts counter, but is still important in the grand scheme of the universe.

Rounding out our top 10, we come to the model year. From 1981 to 2000, the letters B through Y were used (except for I, O, Q, which never appear anywhere in a VIN, and U, which never appears in the tenth position) to identify the vehicle’s model year.

2001 through 2009 model years use numbers 1-9. 2010 saw the return of the alpha characters, starting with A, and continuing in the same pattern used in the 80s and 90s.

Of course, once a manufacturer

Audi 5th

BMW 4th-7th

Honda 4th-6th

Infiniti 4th

Land Rover 7th

Lexus 96up 5th

Mini 4th-7th

Nissan 4th

Porsche 5th

Subaru 6th

Suzuki Toyota 96 up 6th 5th

Volkswagen 5th

Volvo 6th -7th

While most manufacturers use the eighth position to identify the engine, not all of them do.

TomorrowsTechnician.com 15

1981 B

1982 C

1983 D

1984 E

1985 F

1986 G

1987 H

1988 J

1989 K

1990 L

1991 M

1992 N

1993 P

1994 R

1995 S

1996 T

1997 V

1998 W

1999 X

2000 Y

2001 1

2002 2

2003 3

2004 4

2005 5

2006 6

2007 7

2008 8

2009 9

2010 A

2011 B

2012 C

2013 D

2014 E

2015 F

2016 G

2017 H

2018 J

2019 K

Numbers or letters point to model year of a vehicle. starts repeating numbers, it may eventually become difficult to tell if a VIN is from 1983 or 2013.

NHTSA thought of that already, and the key lies in the seventh digit of the VIN. Even though the seventh digit of the VIN can represent a number of things (model or body type, transmission and restraint systems are the most common), for vehicles built through 2009, it must be a number. For model years 20102039, the seventh digit will be a letter.

The eleventh position of the VIN takes the place of manufacture to another level, signifying the individual assembly plant.

Sometimes, unique components are manufactured or installed in different plants, and we need to use the eleventh digit to identify which option is installed.

Something as simple as a wheel stud and lug nut for a Ford Taurus might require a parts specialist to determine if the car was

16 April 2013 | TomorrowsTechnician.com

assembled in Atlanta or Chicago.

For those of you working in stores that mix paint, it is also worthwhile to note that Honda uses assembly plant codes as part of its paint codes. Variant formulas exist for colors, depending on where they were assembled and painted, and this bit of information may make the difference between a “close match” and an “exact match,” as well as the difference between a satisfied customer and an unhappy one.

The last section of the VIN is the sequential serial number that uniquely identifies a particular vehicle. If you’ve ever called the dealer to source a part, chances are they only care about the last eight digits of the VIN. Based on our breakdown, we know that gives us the model year, assembly plant and the serial number. In any given model year, only one brand Z vehicle with serial number 123456 will roll out of assembly plant X, so those eight digits can only be assigned to one

The 17-digit Vehicle Identification Number (VIN) became mandatory on new sold in the U.S. vehicles in 1981.

vehicle. In the aftermarket, we would require an entire VIN, since our catalogs cover more than one manufacturer.

While a parts specialist may not use their understanding of VIN numbering every day, and rarely will you be asked to fully decode a VIN to identify a vehicle, becoming familiar with the parts of the VIN will certainly make life behind the counter easier.

From determining which engine option is installed, to verifying the year of manufacture, and even identifying the exact model or sub-model of your customer’s car, there is a great deal of information that can be discovered without ever opening the hood, or even making that trip to the other end of the parking lot in the rain only to find out that the “LX” or “DX” badge you were hoping to find isn’t there anymore. ■ TomorrowsTechnician.com 17

Under the Hood Adapted from

Fuel For ThoughT-

Issues that Pertain to “Bad Gas” in Today’s Market

B

ad gasoline is not a myth.

Fouled fuel found in a vehicle tank can usually be linked to a few suspects — it either came from the refinery, the distributor or the filling station down the street from your customer. (Of course, fuel tank contamination can come from a vengeful ex or prankster teens in a neighborhood, but that’s another story.)

Refinery Recalls In August of last year, thousands of drivers in northwest Indiana and southern Illinois faced hefty car repair bills after a national chain sold about 2.1 million gallons of contaminated gasoline that was believed to cause engine problems.

Days following the incident, fuel supplier BP recalled the bad fuel and said it would pay for repairs — but first drivers had to get it out of their tanks.

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According to a release from BP, the fuel contained “a higher than normal level of polymeric residue” which contaminated 50,000 barrels of regular unleaded gasoline from its Whiting, IN, refinery. The fuel was shipped in mid-August to hundreds of gas stations in northern Indiana under the BP brand, as well as unbranded to many independent stations.

According to Chicago local news outlets, scores of drivers began coming to repair shops reporting hardstarting and stalling engines, “check engine” lights, odd noises and other signs of engine trouble.

To remove the contaminated fuel out of a vehicle wasn’t as easy as just draining the gas tank. Every part that the gas touched between the tank and the engine had to be flushed and cleaned as well, since bad fuel had been known to ruin high-pressure fuel injectors.

BP reported that not every car needed to be serviced — those who bought only a few gallons were able

to dilute their bad gas by adding premium unleaded to the tank.

Local news said some fixes ranged from $200 to $300, while some own-

ers said their repair bills topped $1,200.

Though gasoline recalls are rare, they do occur. In 2011, a Minnesota refinery had to halt sales of 11,000 gallons of gasoline after it mixed more than 10% ethanol into the fuel blend.

Fuel Storage Problems Sediment and water from runoff that enters underground holding tanks at gas stations through loosely tightened or worn-out fuel caps can also give a vehicle owner bad gas.

Corroded underground tanks that leak are also a problem.

While filters at the pump do catch larger particles of sediment before they enter a vehicle’s tank, some smaller particles and water that permeate through can lead to vehicle misfires that lead to a visit to a shop.

According to an article in FORTUNE magazine, one Florida TV news team last spring found sediment in gasoline purchased at two West Palm Beach-area service stations, prompting state inspectors to temporarily shut down the offending pumps.

TomorrowsTechnician.com 19

Sediment/water contamination of fuel is a more common problem than the refinery issues mentioned earlier. One reason is that fuel-quality inspections at service stations are not federally mandated. While most states periodically test for contaminants, cutbacks in state staffing of the Bureau of Weights and Measures has led to on-site inspections that occur beyond an annual visit.

Gasoline additives manufacturer AMSOIL said it sees the most prevalent quality problems of today’s gasoline being inadequate levels of dispersant-detergent additives and inadequate octane levels.

Distributors are mandated to formulate gasoline with proper levels of dispersant-detergent additives to clear away carbon and varnish deposits and keep fuel injectors, intake valves and combustion chambers clean and operating efficiently.

However, AMSOIL said, according to industry sources, about 85% of all U.S. gasoline contains only one-tenth of the recommended deposit-control additive dosage.

“In efforts to increase profit margins, gasoline suppliers often reduce,

eliminate or use less effective dispersant-detergent additives,” AMSOIL reports. “Some commonly used lowquality deposit control additives accumulate on intake valve stems and cause them to stick, while others cause additional combustion chamber deposits. High-quality additives effectively keep injectors, valves and combustion chambers deposit-free, are more expensive and often replaced with cheaper knock-offs.”

Who’s Knocking?

Engine “knock” refers to uncontrolled and explosive gasoline ignition in the combustion chamber.

It causes a knocking or pinging sound, robs the engine of power and can lead to serious engine damage. The tendency of a gasoline to cause “knock” is measured by its octane rating.

Low-octane gasoline involves a couple of different issues. One is outright fraud on the part of some gasoline retailers and distributors.

Let’s face it, there’s a big temptation to sell regular octane fuel at a mid-range or premium price.

Most pumps offer three grades of gasoline: regular (87 octane), a TomorrowsTechnician.com 23

Most pumps mix regular and premium to deliver the mid-range grade. There have been cases where people have tampered with pumps to change the mixture ratios for a more profitable blend. But the more common scam is to simply fill the underground “premium” tank with regular, or to dilute it with a few hundred gallons of lower octane fuel. It’s a scam that’s hard to detect. Even honest gasoline retailers can be ripped off by distributors who fail to deliver fuel that meets the full octane rating.

The octane rating of the fuel depends on what’s in it.

Years ago, tetraethyl lead was used to boost the octane rating of gasoline. It was a great octane booster and also helped lubricate the valves to prolong valve and seat life.

But lead is a heavy metal that is toxic to people and the environment. Lead also contaminates catalytic converters and oxygen sensors so it can’t be used in modern engines. Now they use methyl tertiary butyl ether (MTBE), which is made from natural gas, and ethyl tertiary butyl ether (ETBE), which is made from corn and natural gas.

The higher the level of these additives, the higher the octane rating of the fuel.

On the Horizon

mid-range blend (89 octane) and premium (91 octane).

The numbers will vary a bit depending on the brand, the additives used and whether or not the fuel contains ethanol as an octane-boosting additive. A 10% ethanol blend typically adds a couple of points to the base octane rating. As the octane rating goes up, so does the price.

Some worry a whole new “crop” of driveability issues could grow with the implementation of E15 gasoline into the market.

In a letter to The Hill, a congressional newspaper that publishes daily when Congress is in session, Robert Darbelnet, president and CEO of AAA, requested that the Environmental Protection Agency (EPA) and gasoline retailers should suspend the sale of E15 gasoline until more is done to protect consumers from the potential

A SIMPLE ETHANOL EXPERIMENT Photo A This inexpensive, 100-milliliter (mL) graduated cylinder is available from any major on-line speed equipment company. The first step is to add water to the 50 mL mark. Note that lighting in the photograph causes the fluid levels to appear slightly higher.

Photo B Next, add the sample gasoline to the 100 mL mark.

Cover the top of the cylinder with your hand and gently mix the water with the gasoline. Be careful not to spill the fluid or expose it to an open flame.

Photo B

Photo C

Photo A

Allow a few minutes for the water to settle from the gasoline. Since ethanol is hygroscopic, it will migrate into the water. As indicated by the photo, the water level has risen from 50 mL to 55 mL, indicating that the gasoline contains 9 to 10% ethanol.

24 April 2013 | TomorrowsTechnician.com

Photo C

E15 vs. E85 E15 is a blend of gasoline and up to 15% ethanol. This is 5% more than the standard 10% ethanol most people are familiar with. In January 2011, the EPA approved a waiver permitting the use of E15 in passenger vehicles model year 2001 and newer. This represents nearly 70% of the fleet and a larger percentage of vehicle miles traveled. E15 is an option and not a mandate like E10.

Retailers can sell E15 as a registered fuel. Drivers will start seeing more stations offering E15 in the near future. Drivers need to look for this label on the pumps.

E85 is a fuel developed specifically for Flex-fuel vehicles that are designed to run on fuels from regular unleaded, super unleaded (10% ethanol) or any blend of ethanol up to 85% -- hence the name “flexible fuel.” Higher blends of ethanol, such as E85, have higher octane, higher performance fuels are cleaner-burning and environmentally friendly, reducing harmful hydrocarbon and greenhouse gas emissions. for costly auto damage and voided warranties.

“Research to date raises serious concerns that E15, a fuel blend consisting of 15% ethanol and 85% gasoline, could cause accelerated engine wear and failure, fuel system damage and other problems such as false ‘check engine’ lights,” Darbelnet wrote. “The potential damage could result in costly repairs for unsuspecting consumers. This is especially tough for most motorists given that only about 40% of Americans have enough in savings to afford a major auto repair.”

In June of last year, the EPA approved the use of E15, and a handful of gas stations in Nebraska, Iowa and Kansas have started selling the new fuel. Darbelnet believes that there’s a strong likelihood that retailers will market E15 in additional states soon.

Darbelnet expressed that the ethanol industry lobbied hard to increase the amount of ethanol allowed in gasoline from the 10% used today to 15% as a way to increase sales and help meet the Renewable Fuels Standard.

“AAA’s concern with E15 is not about ethanol,” he said. “In fact, AAA believes that ethanol-blended fuels have the potential to save Americans money and reduce the nation’s dependency on fossil fuels.

The problem is that available research, including the EPA’s exhaust emissions tests, is not sufficient evidence that E15 is safe to use in most vehicles.

“The ethanol industry’s response to reports of damage caused by E15 TomorrowsTechnician.com 25

is that it is the most tested fuel in the EPA’s history. The caveat to this assertion is that while the agency did test E15, their research focused primarily on exhaust emissions and associated components such as catalytic converters. While this research was consistent with the EPA’s mission, it never fully examined whether E15 might

damage engines and fuel systems.”

Darbelnet outlined that even some of those supporting E15 admit the fuel may cause damage. For example, he cited that the Renewable Fuels Association warned retailers that some underground storage tank systems, both new and used, exhibited reduced levels of safety and performance when exposed to E15.

“Automakers advise they may void warranties for anyone using E15. Five Only about 12 million out of the manufacturers (BMW, Chrysler, more than 240 million light-duty Nissan, Toyota and Volkswagen) state their warranties will not cover E15 vehicles on the roads today are claims. Eight additional automakers approved by manufacturers to (GM, Ford, Honda, Hyundai, Kia, use E15 gasoline, based on a Mazda, Mercedes-Benz and Volvo) survey conducted by AAA of auto manufacturers. These vehi- state that E15 does not comply with fuel requirements specified in most cles include flex-fuel models, owners’ manuals and may void 2001 and newer Porsches, 2012 warranties,” he warned. and newer GM vehicles and Darbelnet said the only responsible 2013 Fords. So unless you drive action to take now is to suspend the a Porsche or a brand-new car, sale of E15 until consumers are better you could be out of luck when it informed and protected at the pump. comes to E15.

“The simple truth is that E15 is a product not yet ready for public conAAA automotive engineering sumption, and government regulaexperts also have reviewed the tors have an obligation to suspend available research and believe that sustained use of E15 in both sales until these issues are addressed,” he said. “AAA recomnewer and older vehicles could mends the EPA, fuel producers and result in significant problems automakers collectively develop a such as accelerated engine wear long-term plan that promotes public and failure, fuel-system damage education, while implementing and false “check engine” lights improved labeling and warnings at for any vehicle not approved by the pump. Additional research also is its manufacturer to use E15. necessary to better understand the Source: AAA full consequences of using E15 in older and newer vehicles.” ■

FAULTY FILL UP?

26 April 2013 | TomorrowsTechnician.com

UnderCover

Recognizing Runout and disc thickness VaRiation Tips To Decrease Comebacks Adapted from Andrew Markel’s article in

R

eplacing rotors on every brake job is not a cost-effective or efficient way to perform brake service. You may save 10 to 15 minutes by not having to use a dial indicator and a micrometer, but your chance for a comeback can dramatically increase.

Even if you use new rotors, your chance of a pulsation comeback could be greater than if you left the old rotors on the vehicle. Runout in the hub and new rotor can stack up to cause Disc Thickness Variation (DTV) in a few thousand miles. DTV is the main cause of pulsation. The following are some tips to help you when servicing brake systems.

Sometimes rotor wear can be seen with the naked eye, but, by this time, the rotor is unsafe. If

Photo 1

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you can see a difference in plate thickness, it’s a sign that the hardware and caliper need to be replaced as seen in Photo 1.

Rotor thickness should be measured in at least six areas of the rotor’s face. The DTV should not vary more than 0.001” in general. Some manufacturers specify zero DTV. See Photo 2.

Photo 2

Runout greater than 0.006” is a sign that the flange, rotor and/or bearing should be replaced. The needle of the dial indicator should be perpendicular to the rotor. Measurements should be taken a quarter inch from the edge. See Photo 3.

First, find the lowest point in the rotor and set the dial indicator to zero. Rotate the rotor to find the high spot. This is the total indicated runout. Mark the high and low spots on the rotor.

Before the rotor is removed, make sure you mark its position on the flange. If the runout is minor, try repositioning the rotor 180º on the flange to cancel out the runout. See Photo 4.

The hub flange is ground zero for pulsation problems. Any runout in the flange will be magnified by the rotor. Before the flange is measured, most of the corrosion should be removed as seen in Photo 5.

On some flanges, measuring runout is difficult due

Photo 3

Photo 4

to a very small area that the needle of the dial indicator can ride on. Most manufacturers recommend taking the reading as far out from the center of the hub as possible. As a general rule, there should be less than 0.002” or below the manufacturer’s specification of lateral runout. See Photo 6.

As much as 0.006” of runout can be corrected with runout correction plates. The notch in the plate should line up with the highest point of runout. After the rotor is installed, verify that the runout is below specifications. ■

Photo 5

Photo 6

TomorrowsTechnician.com 29

Bearing Straights Diagnosing Brinelling and Non-Noise Bearing Failures Adapted from Andrew Markel’s article in

I

n the good old days, most serviceable wheel bearings were maintained at least every 25,000 to 30,000 miles during a brake job. During this process, the races, stub axles and cages could be inspected for damage and replaced, if necessary. Today, the average lifespan of a sealed wheel bearing or hub assembly is about 85,000 to

100,000 miles. But they can fail sooner than expected without a whisper.

The final signs of failure are noise and play. These two symptoms are the last phases of a failure that started a long time ago. But, many bad bearings may never make a peep or grumble, but they can cause vibrations and problems with

the brake system.

The old-school test of pulling on the wheel at 12- and 6-o’clock still applies, but you will be catching only the really bad bearings. New techniques can help you spot bad bearings and work smarter, not harder.

Bearing Busters Loads at a vehicle’s corners are concentrated on the relatively small bearing surfaces. All of the weight on some vehicles may rest on an area no larger than the size of a business card.

Loads that are put on the bearing are called thrust and radial loads.

When a vehicle hits a curb, pothole or other object in its path, the force is transferred to the small surface area of the bearing. The impact may cause damage to the races and the rollers/balls. This damage is called “Brinelling.”

Brinelling is a material surface failure/defect caused by contact stress/impact that exceeds the material’s hardness limit. The result is a permanent dent or “Brinell” mark.

Brinell marks may, or may not, cause the bearing to make noise immediately. But, as the marks continue rotating, it could be damaging the entire bearing. If the impact is great enough, the pre-load on the bearing

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HUB FAQs

1. Why are more vehicles using hub assemblies today?

Hub assemblies are unitized, maintenance free and non-serviceable units that are preset, pre-greased and pre-sealed, making installation easier and increasing product reliability for enhanced performance. These hubs require no maintenance or handling, which eliminates the need for preventive maintenance, grease and/or future adjustments.

can change, leading to more damage and noise.

2. Can I use an impact wrench to remove or install a hub assembly?

While it may appear to be easier to use an impact wrench, it is not recommended. We recommend the use of a certified, calibrated torque wrench. Impact wrenches can damage the axle nut, threads and components. It can also create a false sense of security when adjusting a nut or bolt, which may be under- or over-torqued. This can leave a hub assembly susceptible to failure.

3. Do I need to torque the axle nut and/or the lug nut?

Yes. It is imperative that you follow the manufacturer’s specifications and/or instruction manual to ensure the hub is installed correctly. Failure to follow the manufacturer’s installation instructions and follow the proper installation procedures can cause equipment failure, creating a risk of serious bodily harm.

4. Can I replace the bearings or seals in my hub assembly?

No, because the hub assemblies are unitized, maintenance free and non-serviceable. Most hub assemblies are designed with a unitized bearing or flange that is intricate to the hub and/or bearing housing, which are not replaceable.

5. Do wheel studs come with all hub assemblies?

No. While most hub assemblies do include the wheel studs, there are some that do not. Timken does not recommend reusing the old studs with the new hub assembly.

Courtesy of The Timken Company.

For more information regarding Timken automotive products and services, visit www.timken.com.

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Brinelling Marks

Flange Damage The health of the wheel bearing’s flange is a direct indicator of the overall health of the bearings inside. If a wheel has endured an impact strong enough to cause damage to the bearings and races, chances are the flange is distorted.

A distorted flange will have runout, and this runout can cause vibration and, eventually, disc thickness variation in the brake rotors. Every manufacturer has its own specification for wheel flange runout. Most specifications fall between zero and 0.0015 in. Most manufacturers are moving to a zero runout and endplay specification in the flange. This “perfect” specification is because the rotor will magnify any runout in the flange.

If a flange has 0.001 in. of runout, a 10-in. rotor may have 0.003 in. of total runout when mounted. If this vehicle is

very precise. If there is play in the inner or outer bearing, it will be detected by the sensor and ABS/ESC computer. The computer will typically set a chassis trouble code for the erratic signal for each corner of the vehicle.

If you have a scan tool that can access the PIDs and data for the wheel speed sensors, it’s possible

to observe play in the bearings as the car corners and brakes. Speeds may drop dramatically when compared to the inputs from the other wheels. If the ABS/ESC system detects this, it will disable the system and illuminate the ABS light on the dash.

If a vehicle has these symptoms, it’s a no-brainer to replace the

True Brinelling riding on 205/55R16 tires, in one mile, the high spot with 0.003 in. of runout goes past the caliper approximately 836 times. Over 6,000 miles, the spot on the rotor will go past the pads more than 5 million times! Every time this spot passes the pads, a little bit of the rotor’s material is removed. Over 5 million revolutions, enough material is removed to create a thickness variation that can be felt by the driver.

Some amount of runout can be corrected by using an on-the-car brake lathe. But if the runout is too great, removing too much material to correct the runout can compromise the life of the rotor. Also, runout in the flange can be corrected with plates that fit between the rotor and flange. But, if the runout is excessive and cannot be brought within specifications, the only option is to replace the flange and/or bearing.

Sending Signals Most vehicles with hub units are using tone rings mounted inside the wheel bearing hub unit. Most unitized hub units place the tone ring between the inner bearing races.

The air gap on these sensors is TomorrowsTechnician.com 35

bearing or hub unit, even if it’s not making noise and no play is present.

Replacing the Bearing A high-quality bearing is key to performing a comeback-free job. High-quality hub units or bearings typically use higher-quality materials and heat-treating processes that make for harder surfaces. The harder surfaces will not “Brinell” under hard impacts.

When replacing a hub unit, the replacement unit might feel stiff and difficult to turn. Do not return the bearing. Some hub units and sealed bearings are being filled with a special grease that prevents damage while the bearing is being shipped. The grease is designed to have a high viscosity during shipping so

the balls or rollers do not destroy the surfaces of races. After the bearing is installed, certain elements in the grease break down and the bearing turns normally.

While it may appear to be easier to use an impact wrench, it’s not recommended. OEMs and bearing manufacturers always recommend using a torque wrench for installation. During removal, an impact wrench can damage the axle nut threads and shock the CV joints. It can also create a false sense of security when adjusting a nut or bolt that may be under- or over-torqued. This can leave a hub assembly susceptible to failure. Also, in almost all cases, use a new axle nut. Some axle nuts are designed to be used only once, and cannot be adjusted. ■

HOW TO MEASURE BEARING PLAY and no more than .002 to .003 inches of runout at the lip of the rim.

If runout exceeds this amount, try reindexing the wheel on the hub, or remove the wheel and measure runout on the rotor or hub itself.

If there is still too much runout, cutting the rotor with an on-car lathe can eliminate or reduce runout at the rotor.

But it can’t correct runout if the cause is too much play or looseness in the wheel bearings. The only fix for that is to replace the wheel bearings or hub unit.

Raise the vehicle so the wheel is off the ground.

Then grab tire at the 12- and 6-o’clock positions and rock the tire back and forth.

As a rule, you should not feel any play or looseness if the vehicle has sealed wheel bearing cartridges or hubs with sealed wheel bearing assemblies. On older vehicles with serviceable wheel bearings, a little play is normal, but a lot of play is not. Refer to the vehicle’s service specifications for the maximum amount of acceptable play.

Wheel bearing play can be measured with a dial indicator by placing the dial indicator against the hub and rocking the wheel in and out by hand. As a rule, you should see no more than .005 inches of play in the bearings if the be arings are good.

You can also rotate the tire by hand while measuring play, but be careful not to confuse rim or hub runout with looseness in the bearings. As a rule, hub runout should be .0015 inches or less,

36 April 2013 | TomorrowsTechnician.com

For more articles on rotors and bearings, go to www.UnderhoodService.com and use the search function.

Book Report The Auto Tech’s Handbook An Insider’s Guide to Life in the Repair Business Being a winner in the shop requires more than just technical skills. Knowing the ins-and-outs of the repair business, recognizing the true value of your customers and delivering great service are equally as important.

The Auto Tech’s Handbook will teach you how to manage your career and develop to your highest potential through a series of lessons highlighted in the book, including mastering the flatrate pay system; becoming super efficient in the shop; building customer loyalty for higher income; making CSI work for you, not against you; understanding managers and owners and more.

The Auto Tech’s Handbook is easy-to read with an arrangement of entertaining stories from the most important lessons every auto tech must learn. Packed with historical photos and interesting anecdotes, this book is a great guideline for anyone entering the auto repair industry or anyone considering opening their own service shop.

Don’t wait to slowly gain these essential insights throughout your career – learn about them now in this 300-pluspage book written by David Ellingsen, a master ASE (L1 certified) and Infiniti-trained tech with 30 years of professional experience.

Ellingsen, a technician at Porter Infiniti in Newark, DE, often found himself working directly with owners and managers, helping solve problems with tricky repairs, customer relations, new technicians, shop policies and warranty issues.

Throughout these interactions, Ellingsen was able to gain a strong insight into the way the repair business operates and how the nontechnical aspects can impact the career of new or experienced technicians. By passing these insights along during his on-the-job training of other technicians, Ellingsen earned a reputation for improving not only their quality of work, but also their efficiency, money-earning ability and customer-care skills as well.

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ACROSS

Tomorrow’s Technician April Crossword

1. Helical fastener formations 5. With 13-Across, Michelin or Goodyear products 8. Palindromic disc-brake item 9. Pre-owned vehicle (4,3) 10. Oil-cartel acronym 11. Cold-start engine speed (4,4) 13. See 5-Across clue 14. Circular-rubber sealing devices (1,5) 17. Auto assembly-plant need (3,5) 19. Dipstick marking 22. Stopwatch-monitored Indy interval (3,4) 23. Electric or air-powered noise makers 24. Body configuration, e.g. coupe or hardtop 25. Big-rig attachment

DOWN 1. Engine-power booster, briefly 2. Recycled tire 3. Suspension component, a.k.a. wishbone (1,3) 4. Slipping fan-belt sound 5. High-pitched stereo speakers 6. Drove at Indy 7. Internet car shoppers, informally 12. Tomorrow's Tech, for example 13. Carmakers' defect-driven programs 15. Shifter selection 16. Urban thoroughfare 18. Discharge a car loan 20. Alignment-machine beam, perhaps 21. U.S. drag-racing body, briefly (1,1,1,1)

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Solution at www.tomorrowstechnician.com © M urray J ac kso n

Power up with www.TomorrowsTechnician.com Tomorrow’s Technician delivers to you more technical and scholastic content than ever before. We’ve designed our website to make it easier to search content on more than 300 technical and educational articles and more than 100 studentrelated columns and news briefs to help you stay informed on repairing today’s and tomorrow’s vehicles.

Go to www.TomorrowsTechnician.com to download valuable content and technical papers, watch instructional videos and view updated industry news, blogs, commentary, scholarship information and promotions.

Follow Tomorrow’s Technician magazine at: http://www.Facebook.com/TomorrowsTechnicianMag

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Industry Insight Tt Toolbox GM Develops PCV-Integrated Rocker Covers One of the most distinctive features of the new LS1 Corvette engine is its domed rocker covers, which house the patentpending, integrated positive crankcase ventilation system designed to enhance oil economy and oil life, while reducing oil consumption and contributing to low emissions.

GM designers said the rocker covers also hold the directmount ignition coils for the coil-near-plug ignition system.

Between the individual coil packs, the domed sections of the covers contain baffles that separate oil and air from the crankcase gases — about three times the oil/air separation capability of previous engines.

Driving Consumers Toward Maintenance Awareness National Car Care Months in April and October are the ideal time for the Car Care Council and the auto industry to work together to focus the attention of motorists on the benefits of routine and proper vehicle care, maintenance and repair. It’s also a chance to remind everyone that our industry keeps Americans on the road. The Car Care Council has a variety of resources and tools available at www.carcareindustry.com to make it easy for auto schools to get involved in the National Car Care Months.

BendPak’s TRI-MAX air-compressor is an ASME-certified powerhouse that features their renowned TRI-MAX extreme-duty 3-cylinder pump, designed and manufactured to operate with maximum efficiency under all load conditions. The 100% cast-iron pump has a "W-3" configuration that provides 360° cooling efficiency and splash lubrication ensures total reliability. A low RPM pump combined with a 7.5 HP motor packs a lot of power, but makes little noise. Learn more at www.bendpak.com/compressors.

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