■ Tech Feature: CAN Bus Topology ■ Tech Tip: Delayed Shift ■ Gonzo's Toolbox: Lost in Translation
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CONTENTS 16
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1.13 Volume XVIII, No. 1
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Gonzo’s Toolbox
Tech Feature
Tech Talk
Lost in Translation
Jumping on the CAN Bus
Fuel for Thought
Scott “Gonzo” Weaver explains that people will always interpret what anyone says into what they “thought” they heard, making the job of a professional tech communicating repair issues even more difficult.
Before you go riding the CAN bus lines to a vehicle repair, you’ll need to understand the configurations the OEs developed for wiring harnesses and sensor connections. In this article, we take a look at the topology of serial data networks.
Bad gas is not a myth. In this study on the causes for foul fuel finding its way into your customer’s vehicle tank, we find that there are normally three reasons — refinery mistakes, poor storage units and shady practices from some distributors.
Editor Edward Sunkin, ext. 258 email: esunkin@babcox.com Managing Editor Jennifer Clements, ext. 265 email: jclements@babcox.com
Technical Editor Larry Carley Contributing Writers Gary Goms, Scott “Gonzo” Weaver, Bob Dowie and Randy Rundle
2 January 2013 | UnderhoodService.com
Graphic Designer Dan Brennan, ext. 283 email: dbrennan@babcox.com
Advertising Director Cindy Ott, ext. 209 email: cott@babcox.com
Publisher Jim Merle, ext. 280 email: jmerle@babcox.com
Circulation Manager Pat Robinson, ext. 276 email: probinson@babcox.com
Circulation Assistant Kim Hedgepeth, ext. 260 email: khedgepeth@babcox.com
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DEPARTMENTS
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6 Directions
ADVERTISING REPRESENTATIVES
8 Aftermarket Update
HOME OFFICE 3550 Embassy Parkway Akron, Ohio 44333-8318 330-670-1234 FAX 330-670-0874 www.babcox.com
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PRESIDENT Bill Babcox bbabcox@babcox.com 330-670-1234, ext. 217
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VICE PRESIDENT Jeff Stankard jstankard@babcox.com 330-670-1234, ext. 282 Sales Representatives: Bobbie Adams badams@babcox.com 330-670-1234, ext. 238
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Sean Donohue sdonohue@babcox.com 330-670-1234, ext. 206 Dean Martin dmartin@babcox.com 330-670-1234, ext. 225
48 Guess the Car
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John Zick jzick@babcox.com 949-756-8835
EDIToRIAl ADVISoRy BoARD Brent Crago, owner Top Tech Automotive Cleveland, Tennessee
Marvin Greenlee, owner Meade & Greenlee Inc. Salem, Oregon
Albert Duebber, owner Duebber’s Auto Service Cincinnati, Ohio
Anthony Hurst, owner Auto Diagnostics Ephrata, Pennsylvania
Audra Fordin, owner Great Bear Auto Repair Flushing, NY www.womenautoknow.com
Roger Kwapich, owner Smitty’s Automotive Toledo, Ohio
Rick O’Brien, technician Coachworks Portland, Maine Tom Palermo, general manager Preferred Automotive Specialists Jenkintown, Pennsylvania
Glenn Warner gwarner@babcox.com 330-670-1234, ext. 212
Paul Stock, owner Stock’s Underhood Specialists Belleville, Illinois Michael Warner, owner Suburban Wrench Pennington, New Jersey
Van Pedigo, owner Richfield Automotive Center Richfield, Ohio
List Sales Manager Don Hemming dhemming@babcox.com 330-670-1234, ext. 286 Classified Sales Tom Staab tstaab@babcox.com 330-670-1234, ext. 224
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UNDERHOOD SERVICE (ISSN 1079-6177) (January 2013, Volume XVIII, Number 1): Published monthly by Babcox, 3550 Embassy Parkway, Akron, OH 44333 U.S.A. Phone (330) 670-1234, FAX (330) 670-0874. Periodical postage paid at Akron, OH 44333 and additional mailing offices. POSTMASTER: Please send address changes to UNDERHOOD SERVICE, 3550 Embassy Parkway Akron, OH 44333. UNDERHOOD SERVICE is a trademark of Babcox Media, Inc. registered with the U.S. Patent and Trademark Office. All rights reserved. A limited number of complimentary subscriptions are available to individuals who meet the qualification requirements. Call (330) 670-1234, Ext. 260, to speak to a subscription services representative or FAX us at (330) 670-5335. Paid Subscriptions are available for non-qualified subscribers at the following rates: U.S.: $69 for one year. Canada: $89 for one year. Canadian rates include GST. Ohio residents add current county sales tax. Other foreign rates/via air mail: $129 for one year. Payable in advance in U.S. funds. Mail payment to UNDERHOOD SERVICE, P.O. Box 75692, Cleveland, OH 44101-4755. VISA, MasterCard or American Express accepted.
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BY Edward Sunkin | EDITOR
A Resolution to Grow in 2013
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oes an increase in new vehicles trickle down to more business at your
shop? If you’re an optimist, you probably answered “yes” and will be happy to hear that auto analysts predict an uptick in light vehicle sales. According to research firm Polk & Co., new light vehicle registrations in the U.S. in 2013 are expected to rise 6.6% over 2012 levels to about 15.3 million vehicles. While Polk credits an improving economy as a main reason for the rise in new vehicles, the automakers have done a good job of marketing its new fleets with improved looks and designs, higher fuel mileage capabilities and low interest financing. While cruising past the 15 million mark for new vehicles in a year does seem like a great accomplishment, it’s still a few million off from the prerecession levels of more than 17 million vehicles sold each year. The average age of a vehicle on the road today is 11 years, the oldest ever. Which could be one of the reasons why new vehicle sales are on the rise. New vehicles may be a necessity for some people whose current vehicle just isn’t cutting it
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anymore with continuous repair bills. Doing a brake job on older vehicles might not only be replacing pads, but rotors and corroded brake lines as well. “Tune-ups” on high-mileage vehicles are usually more than replacing spark plugs, and may include new plug wires or new fuel injectors. Expensive emissions sensors also begin failing
2013 Ford Focus Sedan as the miles accumulate on the vehicle. And, vehicle owners may want to unload a vehicle before they start getting into timing belt replacements. Some people would rather pay a set monthly vehicle payment over a handful of large repair bills that can come at the most inopportune times throughout the year. Vehicle manufacturers are making it tempting to buy a new model with more exciting designs. According to Polk’s analysis, new vehicle introduc-
tions in 2013 will escalate dramatically, with 43 new vehicle introductions in the U.S. planned for the year, up nearly 50% over last year. In addition, 60 vehicle redesigns of current vehicles are expected in the coming year. The good news is that even when new vehicles are purchased, it creates more preowned offerings. Remember the outcry from some during 2009’s Cash for Clunkers program that there would be no used vehicles available for low-income people because the trade-in vehicles had to be scrapped? Well, that shouldn’t be an issue these days as used car lots are stocked with many available options for buyers of pre-owned cars and light trucks. We expect the independent repair shops to also have a better year in 2013 over last year’s numbers. Not everyone can afford or wants a new vehicle, and there are plenty of routine maintenance opportunities available for the vehicles already on the road. Make it your shop’s resolution in 2013 to capture more of this business and build upon your current customers. ■
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» Aftermarket Update Brought to you by:
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Ward’s 10 Best Engines of 2013 Announced Ward’s 10 Best Engines, the industry honors for car and light truck engines, have been announced for 2013. For the first time in seven years, the list is comprised entirely of gasoline-powered engines, with no hybrid, all-electric or diesel powertrains. While this result might seem to go against the grain of the industry’s push into alternative fuels and propulsion systems, WardsAuto editors who judged the awards see the list as proof there is significant innovation still happening in the development of traditional gasoline engines, making them more 3.6L Pentastar DOHC V6 (Ram 1500) fuel-efficient and refined than ever. “We’re always excited to see the advancements being made in hybrids and all-electric vehicles,” says Drew Winter, editor-in-chief of WardsAuto World magazine. “But there are still significant barriers for the average consumer to look past when considering these vehicles. The cost for most of them remains high, and the driving ranges of the battery electric vehicles will have to be extended to meet the needs of most people.” Instead, the WardsAuto judges found significant innovations in fuel efficiency and overall refinement in the traditional gasoline engines that power the majority of vehicles that will be on the road for the foreseeable future. Now in its 19th year, the Ward’s 10 Best Engines competition recognizes the latest powertrain technologies that are affordable to most consumers, boost horsepower and torque, are highly efficient, sound appealing and pair up well with their respective vehicles. This year’s winners (and the vehicles tested) are: • • • • • • • • • •
3.0L 2.0L 3.0L 3.6L 2.0L 5.8L 2.0L 2.4L 3.5L 2.0L
TFSI Supercharged DOHC V6 (Audi S5) N20 Turbocharged DOHC I4 (BMW 328i) N55 Turbocharged DOHC I6 (BMW 135is coupe) Pentastar DOHC V6 (Ram 1500) EcoBoost DOHC I4 (Ford Focus ST/Taurus) Supercharged DOHC V8 (Ford Shelby GT500) Turbocharged DOHC I4 (Cadillac ATS) DOHC I4 (Honda Accord Sport) SOHC V6 (Honda Accord) FA DOHC H4 Boxer (Subaru BRZ)
For more information on how WardsAuto editors chose the winners, go to WardsAuto.com.
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» Aftermarket Update Mahle Clevite Awards 2012 Mahle Engine Builders of the Year MAHLE Clevite Inc. recently announced the 2012 MAHLE Engine Builders of the Year for the NASCAR Sprint Cup Series, Nationwide Series and Camping World Truck Series. The Engine Builder of the Year award is presented to the top engine builder in each of the NASCAR series who has accumulated the most MAHLE Clevite points based on qualifying, laps led and finishing position. Shane Parsnow of Hendrick Motorsports was awarded the 2012 MAHLE Engine Builder of the Year title for the Sprint Cup Series based on the performance of the No. 48 Chevy Impala driven by Jimmie Johnson. This year’s award brings the coveted prize back to Hendrick Motorsports since fellow engine builder, Earl Wheeler was awarded the prize in 2010. Parsnow accumulated a total of
Pictured left to right: Shane Parsnow (2012 MAHLE Engine Builder of the Year), Derek Martel (2012 MAHLE Clevite Champion Technician) and Jeff Andrews (director of engine operations, Hendrick Motorsports)
378 MAHLE Clevite points. “It is a great honor to receive the MAHLE Engine Builder of the Year award and bring it back to Hendrick this year,” said Parsnow. “I’d like to take this opportunity to thank
MAHLE Clevite for supplying our race team with the quality parts that have helped bring this award home — our 16th Engine Builder of the Year title.” Mark Cronquist, engine builder for Joe Gibbs Racing (JGR), was also back on top, earning his sixth MAHLE Engine Builder of the Year title in the Nationwide Series — this time for his work on the No. 18 Toyota Camry — earning a total of 429 MAHLE Clevite Points. “The MAHLE Clevite Engine Builder of the Year is a great accomplishment, and I’m proud to bring it back to JGR this year,” said Cronquist. Not only did Hendrick Motorsports receive the prize for NASCAR Sprint Cup Series, Bruce Stauffer was awarded the MAHLE Engine Builder of the Year title for the NASCAR Camping World Truck Series.
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» Aftermarket Update Finding Failing O2 Sensors With gasoline prices staying around $3.50 a gallon, the need for accurate air/fuel mixture monitoring is more important than ever for your customers. The engine computer needs to know what the fuel mixture is with a high degree of precision so it can optimize fuel economy as well as emissions. If the information received by the powertrain control module (PCM) from its sensors is not accurate, it may command too much fuel or not enough. A rich mixture wastes fuel, while a lean mixture may misfire and waste power (while also causing a big increase in hydrocarbon emissions). Oxygen sensors are one of the most often replaced sensors. Inputs from the O2 sensors are used by the engine management system to adjust the fuel mixture. This is critical for maintaining low emissions and good fuel economy. If an O2 sensor gets “lazy” because of old age or contamination, the computer may not be able to adjust the fuel mixture quickly enough as the engine’s operating conditions change. O2 sensors that are failing tend to read lean, which causes the fuel system to run overly rich to compensate. The result is increased emissions and fuel consumption.
Lifetime Expectancy Normally, the lifetime of an unheated sensor is about 30,000 to 50,000 miles (50,000 to 80,000 km). Heated sensor lifetime is
typically 100,000 miles (160,000 km). Failure of an unheated sensor is usually caused by the buildup of soot on the ceramic element, which lengthens its response time and may cause total loss of ability to sense oxygen. On heated sensors, normal deposits are burned off during operation and failure occurs mostly due to catalyst depletion. When this happens, the probe tends to report a lean mixture, the engine con-
trol unit enriches the mixture, the exhaust gets rich with carbon monoxide and hydrocarbons, and the fuel economy drops. The responsiveness of the O2 sensors can be tested using various procedures (making the fuel mixture rich or lean and watching the sensor’s response on a scan tool with graphing capability). If an O2 sensor is sluggish or unresponsive, it needs to be replaced. The same goes for any O2 sensor that has a bad internal heater circuit. O2 sensor failures can also be caused by various contaminants that enter the exhaust. These include silicates from internal engine coolant leaks (due to a leaky head gasket or a crack in a cylinder wall or combustion
12 January 2013 | UnderhoodService.com
chamber) and phosphorus from excessive oil consumption (due to worn rings or valve guides). Replacing a fouled O2 sensor may temporarily solve the problem, but sooner or later the new sensor also will fail if the underlying problem that is allowing the contamination to occur is not corrected. Identifying which O2 sensor has to be replaced also can be confusing. On most 1996 and newer V6 and V8 engines, there are at least two upstream O2 sensors (one for each cylinder bank), and one or two downstream O2 sensors (two if dual converters). Some engines may have as many as six O2 sensors. A fault code for an O2 sensor will indicate the sensor location by sensor number (1, 2, 3 or 4) and by cylinder bank (1 or 2). Sensor No. 1 is usually the one in the exhaust manifold, while sensor No. 2 is usually the downstream O2 sensor behind the converter. Cylinder bank 1 is the same side that also has the number one cylinder in the engine’s firing order. Bank 2 would be the other side. Replacement O2 sensors have to be the same type as the original with the same number of wires. If one O2 sensor on a high-mileage vehicle has failed, chances are the other O2 sensors may also be nearing the end of their service life and should be replaced at the same time to restore like-new performance. ■
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» Gonzo’s Toolbox By Scott “Gonzo” Weaver
Second-Hand Information When Critical Details Get Lost in Translation
D
o you remember when you played the game of “telephone” as a child, and the original information being conveyed was oftentimes totally different by the time the last kid commented? The same thing can happen with a vehicle problem when more than one person is involved in getting the information to the person at the end of the line. And who’s usually at the end of the line? The tech. Second-hand information can be misleading, even totally wrong. There’s always a chance it might be correct, but I wouldn’t count on it. It depends on where that information originated. Just the other day a driver told his company dispatcher that his truck wasn’t providing any heat out of the driver’s-side vents. By the time the truck got to the shop the story was changed to, “There’s no cold air coming out of the passenger’s-side vent.” Here’s another example. A few weeks ago, I had a problem come up regarding the condition of a car that was for sale. It was a lowmileage car, and had been sitting in a garage for nearly eight years without much attention. The owner’s father-in-law bought the car new before he passed away. The rest of the family had informed the son-in-law that everything was in tiptop shape. It definitely was clean, dent free, the paint still looked great and there wasn’t a blemish on the interior. As with any of these “moth-balled” cars, the first thing that was an issue was the battery. When a battery sits for that long, it’s natural
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for it to become sulfated. So, the owner had it towed to a shop to have the battery replaced. After the new battery was installed, it took a few cranks for the engine to start. After a few coughs and shudders, the engine purred like new, but the service light was on. (This seemed to be the major concern for both the seller and the buyer.) But, by the time the car arrived at my shop, the engine codes had been cleared from the PCM by the tech who had installed the battery. All I had to go on was the second-hand information that the owner overheard from the tech who had worked on the car. “The mechanic told me it might need a tuneup, or something,” the owner proudly tells me. It’s that “something” that bothered me. A tune-up, maybe, or I’m thinking it might be old gas, but what’s a “something”? It really doesn’t matter at this point as the buyer jumps into the conversation and says, “Do a complete checkup for me, and let me know if it’s worth what they want for it.” There were numerous small problems to deal with, and a few major issues as well — every-
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“The mechanic told me it might need a tune-up, or something,”
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thing from an ABS light staying on (which neither party mentioned), to a very poorly repaired alternator main positive lead. With the car in the service bay, you could hear the alternator whine grow louder and louder the longer the car ran, but at the battery terminals there was hardly anything in the way of a noticeable alternator output. What I did find was that between the alternator and the battery there was a large, homemade connection that was hot enough to fry an egg on. This was causing a rather large voltage drop between the alternator and the battery. In fact, the electrical tape surrounding it was almost completely melted off. After explaining the ABS problem, the A/C and wiring issues, and all the other problems I found while checking it out, it was clear to me they were not going to purchase the car. And, once the owner finds out what I found wrong with his “tiptop” shape car, he’s going to blow a gasket, and I’m sure I’ll be on the receiving end of his frustration at the service counter. Needless to say, before I could show the owner any of the results, I had a very upset individual at the service counter. “I was told everything was in perfect working order,” the buyer shouts at me. “Do you want to see what I found out? It would be a lot easier to show you,” I told him. As I showed him the actual conditions, what he was told regarding the condition of the car came into question. It was only then that he knew he should have had a tech check it out, rather than relying on the second-hand information provided by the family. Digging through the maze of hearsay information is what a professional technician does every day. And people will always interpret what anyone says into what they “thought” they heard, making our job as a professional tech communicating repair issues even more difficult. ■
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» TechFeature
CAN
CAN Bus Topology
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t the average shop, six-year-old vehicles are some of the most common vehicles driving into the bays. And, since these vehicles are out of warranty, they are just starting to require more attention from independent repair shops like yours. As vehicle makers add more gadgets and emissions/safety requirements become more stringent, OEMs quickly realized with current wiring harness and sensor layouts methods, it would become nearly impossible to manage and manufacture the next generation of vehicles. Bus units helped solve this dilemma by eliminating additional wiring and the need for multiple sensors. In the auto repair world, the term used to describe the design, layout and behavior of a serial data bus configurations is “topology.” Topology may be physical or logical. Modern vehicles typically have more than one serial data network and even more modules than before which must obey and conform to the topology the engineers have specified. And two-wire buses have a topology that dictates they are wired electrically in parallel. A module on a serial data bus is called node. A scan tool also becomes a node on that bus. And even some sensors and switches can be nodes. The network starts in pins six and 14 of the Data Link Connector (DLC). The CAN bus lines pass through several modules including the PCM, BCM and fuel pump module. The CAN bus lines exit the node for the 4WD system and terminate in a 120Ohm resistor.
Bus Configurations There are three types of bus configurations: Loop, Star and a hybrid of both that you will come in contact with. In a loop system, the topology of the nodes or modules are connected electrically in parallel. See Figure 1. Each node has two wires that connect it to the bus. This system multiplexes the nodes together so information can be shared along one circuit. With this system, all of the nodes can turn on a check engine light in the instrument cluster by the use of information within the circuit. Each of these modules can communicate something to another module. For example, the HVAC would want to communicate with the BCM to ask permission of the PCM to turn on the compressor clutch by energizing the relay. If you had an open circuit between the BCM and PCM, the PCM could still communicate to the BCM. It would just have to simply go through the
Reading the Wiring Diagram As a technician in the modern vehicle era, you’re going to need to understand these “bus lines.” The dotted line at the edge of the component, node or module indicates where the CAN bus enters and exits. Some schematics may include other information in the boxes with two arrows pointing in opposite directions. All two-wire CAN bus lines terminate in a resistor(s) of a known value. This is what produces the correct amount of voltage drop.
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Figure 1 January 2013 | UnderhoodService.com
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» Tech Feature
CAN
other modules. Communication still takes place if you have one open circuit. If you had two open circuits between the BCM and PCM, and an open circuit between the IPC and Radio modules, the PCM would be isolated and would not be able to talk to the BCM or the ABS module.
Shorts in a Loop The problem with a loop during diagnostics is if a short circuit occurs. The loop configuration can be easy to diagnose because, even with two open circuits, nodes are isolated off the bus. But in a short circuit, with the modules in parallel, the whole circuit goes down. When a bus shorts, it can be a difficult process to isolate the offending module or section of wiring. In case a module itself shorts out the bus, you would literally have to unplug them one a time and see which module makes that short circuit go away. That would not be a good scenario in the repair world because it would take up a lot of time to gain access to those modules. Shorts are one disadvantage of the loop configuration. The advantage is, however, you have redundancy of wires, therefore we’re more impervious to an open circuit issue.
Figure 2: Here is a J1850 VPW Class 2 bus on a GM vehicle. All of the modules are wired to one common spot on this star configuration. It is not necessarily one splice, but a bar with a bunch of tines, called a shorting bar. In this schematic, all of the bus wires go to two shorting bars with a splice between the two shorting bars, or two bus bar connectors. But, on dual bar systems like this where there are a lot of modules, there might be one on the passenger side, and one star connector on the driver side. Often removing the bar of splines will allow the nodes to communicate independently. Further tests can be carried out to determine if the problem is a node or in the wiring.
Star Bus Configuration The star configuration’s topology uses a comb, butt connector or shorting bar. It plugs into a female connector. All the modules would have a single wire coming out of them on the serial data bus to that one common connector that would tie them all together in parallel. See Figure 2. The star configuration got its name is from the computer industry. For example, an Ethernet connection is a star configuration with computers, printers and servers all connected to an Ethernet hub. See Figure 3. Star connectors are often located near the DLC, but note there are exceptions. And, some manufacturers solder them in place, while others don’t, allowing for the connector to be removed a lot easier. On some vehicles, the Star connector can be removed and a meter can be connected to each circuit to test for shorts to power or shorts to ground. Being able to recognize the topology of loop, star or hybrid will make testing and diagnosing shorts, grounds and communication errors faster and more 18 January 2013 | UnderhoodService.com
Figure 3
effective than steps and flow charts (if you are inexperienced, these procedures can help). Knowing how both shorts to opens and normal shorts (power and ground) behave on a loop or star can help you formulate a more effective plan of action so you can do more in less time.
Loop/Star Hybrid Versions Automakers may also combine both loop and star topologies in a single bus system. They may wire them in a combination of both the star and the loop configuration. In Figure 4 on page 20 there is a star connector and a loop.
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» Tech feature
CAN
Both systems have a number of nodes on them that talk on the loop and star. If you know the theory on how this type of bus works and there is a short to ground or power, the next step is to remove the splice packs and check the nodes. If the short goes away, that is great. The next step is to unplug modules one at a time to see if that short comes back. If the short is still present with the splice packs removed, it could be the nodes in the loop configuration.
KICKING THE CAN This article is adapted from Automotive Video Inc.’s F.R.E.D. Kicks the CAN” video series. This video will show you how you can use your voltmeter, ohmmeter, lab scope and scan tool to diagnose network problems on the vehicles in your shop. Both he latest CAN buses, as well as earlier networks, re explained in an easy-to-follow video format that hows you exactly how to get to a diagnostic deciion quick with the latest real world training. For more information, visit www.auto-video.com.
Figure 4: Here we see that the star connector or splice pack (red circles) includes the ABS, Theft Control and Instrument Cluster modules. However, the ABS module (blue circles) has two bus wires and is in the loop configuration with the cluster and the #2 pin of the DLC.
In this case, the ABS and instrument cluster modules might be a source of the short to ground or power and are connected to the splice pack. To eliminate them as problems, you’ll need to unplug and check these modules one by one. ■
» TechTalk
E15 FUEL
By the Underhood Service staff
B
ad gasoline is not a myth. And 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. 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 hard-starting 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 higher-pressure fuel injectors.
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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 owners 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 your 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.
» TechTalk
E15 FUEL
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 occurring to more than a year between testings, and not all stations may get tested every time. 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
RUNNING ROUGH The accumulation of carbon and varnish deposits clogs fuel injectors, restricts intake valve seating, disrupts injector spray patterns and reduces fuel delivery, leading to engine misfire, rough idle, engine hesitation and stall during acceleration, detonation, reduced fuel economy and increased emissions. Varnish buildup is especially bad after a hot engine is shut down and experiences heat soak, where residual fuel in the injector tips evaporate and leaves waxy compounds behind, forming varnish that clogs the injector. The hotter, middle injectors in an engine are most vulnerable to heat soak. High mileage and “severe service” engines can benefit greatly from cleaning the injectors, intake valves and combustion chambers. Cleaning the injectors restores proper fuel delivery and improves performance, while cleaning the intake valves restores proper air flow and cleaning the combustion chamber reduces compression and the risk of deterioration. Source: AMSOIL
24 January 2013 | UnderhoodService.com
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E15 FUEL
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 low-quality 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.”
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26 January 2013 | UnderhoodService.com
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 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 octaneboosting 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. Most pumps mix regular and premium to deliver the midrange 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
» TechTalk
E15 FUEL
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 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
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the sale of E15 gasoline until more is done to protect consumers from the potential 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, 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 is that it is the most tested fuel in the EPA’s history. The
» TechTalk 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 manufacturers (BMW, Chrysler, Nissan, Toyota and Volkswagen) state their warranties will not cover E15 claims. Eight additional automakers (GM, Ford, Honda, Hyundai, Kia, Mazda, MercedesBenz and Volvo) state that E15 does not comply with fuel requirements specified in most owners’ manuals and may void warranties,” he warned. Darbelnet said the only responsible action to take now is to suspend the sale of E15 until consumers are better informed and protected at the pump. “The simple truth is that E15 is a product not yet ready for public consumption, and government regulators have an obligation to suspend sales until these issues are addressed,” he said. “AAA recommends the EPA, fuel producers and automakers collectively develop a long-term plan that promotes public education,
while implementing improved labeling and warnings at the pump. Additional research also is necessary to better understand the full consequences of using E15 in older and newer vehicles.” ■
E15 FUEL
Next month we take a look at engine problems associated with bio-diesel fuels.
FAULTY FILL UP? Only about 12 million out of the more than 240 million light-duty vehicles on the roads today are approved by manufacturers to use E15 gasoline, based on a survey conducted by AAA of auto manufacturers. These vehicles include flex-fuel models, 2001 and newer Porsches, 2012 and newer GM vehicles and 2013 Fords. So unless you drive a Porsche or a brand-new car, you could be out of luck when it comes to E15. AAA automotive engineering experts also have reviewed the available research and believe that sustained use of E15 in both newer and older vehicles could result in significant problems such as accelerated engine wear and failure, fuel-system damage and false “check engine” lights for any vehicle not approved by its manufacturer to use E15. Source: AAA
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» TechTips
GM / Hyundai / Subaru This month is sponsored by:
GM Release Bearing Installation The design of the release fork on many GM applications can contribute to a very common installation error. The GM release fork has two spring steel fingers attached to the back side of the release fork.
extreme cases the hydraulic release system components can be damaged. Courtesy of Schaeffler Group USA / LuK.
Correct Installation
These fingers have a radius on the tips at the end of the fingers. When installed onto the release bearing correctly, the radius or rounded tips of the fingers allow the release bearing to “rock” or pivot. When the release fork is installed incorrectly onto the release bearing, it will not allow it to pivot and will cause the release bearing to bind on the release fork. This binding will damage the back flange of the release bearing.
Bearing damaged from incorrect installation
Hydraulic seal damaged from incorrect installation
Incorrect Installation
Other symptoms of improper installation can include a binding or hard pedal at mid stroke of the clutch pedal as the release bearing will bind or dig into the release bearing retainer on the transmission. Hard shifting or no release can also occur because the release bearing will not contact the clutch diaphragm fingers evenly. This can cause uneven wear on the release bearing and clutch diaphragm fingers. In
30
January 2013 | UnderhoodService.com
Uneven finger wear from incorrect installation
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» TechTips
Hyundai
Hyundai Harsh/Delayed Reverse or Drive Engagement Models: 1999 Sonata 2001-’06 Elantra 2001 Santa Fe & XG 2003 Tiburon 2005 Tucson 2006 Azera 2007 Entourage If you are diagnosing an automatic transaxle with a harsh and/or delayed shift into Drive or Reverse, refer to the following Diagnostic Procedure:
Diagnostic Procedure: 1. Check the ATF level when the engine is
Figure 1
idling in Neutral according to TSB 06-40-016. Adjust the ATF level as needed. 2. Perform the adaptive learning by shifting from Neutral to Reverse and Drive, stopping in each gear for 5 seconds. Repeat 10 times. 3. Compare to a similar model and year vehicle. If the shift delay is longer than the comparison vehicle, continue the diagnosis. 4. Check that idle speed is within specification. If not, inspect according to the appropriate shop manual, Fuel System section. 5. Check the engine and transaxle mounting brackets and roll support brackets. If necessary, replace the mounts. 6. Attach the GDS and check for diagnostic trouble codes in both the Engine and Automatic Transaxle menus. If DTCs are found, repair according to the appropriate TSB or shop manual. 7. Attach the GDS and select the Automatic Transaxle menu, Current Data menu and Fluid Temperature Sensor. Confirm the oil temperature sensor operates correctly as shown in the chart below. If not, inspect the oil temperature sensor ATF Temperature ATF Cold
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ATF at normal operating temperature
GDS Readout Same as outside temperature 158-212° F (70-100°C)
Âť TechTips
Hyundai
100% duty. 9. Attach the GDS and select VIN and A/T, Current Data and then select Shift Position, LR Solenoid Duty and Underdrive Solenoid Duty as shown in Figure 1. 10. Start the engine and move the shift lever between Neutral, Drive and Reverse, stopping 3-5 seconds in each gear. 11. Select Record shown at the top right of the screen. GDS will record up to 10 minutes data prior to selecting Record. 12. Select PC Record (top left of screen), then save file.
Measure Park-To-Reverse Engagement Time:
Figure 2
according to TSB 04-40-016 or appropriate shop manual. 8. Select Current Data and TPS. Open and close the throttle and confirm the TPS increases and decreases smoothly between approximately 0 and
13. Select Flight Record and Data Review, select the vehicle and open the file. 14. Select Items List (top right of screen), then select Shift Position, LR Solenoid Duty and Underdrive Solenoid Duty.
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» TechTips
Hyundai
Figure 3
15. Click the “+” button to change to “0.7 sec./Div” or “smaller.” See Figure 2. 16. Move the cursor to the start of the shift and left click. 17. Move the cursor to the end of the shift and right click. 18. Read the Low & Reverse solenoid engagement time on the top right of the screen. If the P-R shift requires more than 2.2 seconds, exchange a PCM or TCM from a properly operating vehicle and follow TSB 06-40-005, “Reset and Relearn Adaptive Values”: – If the condition is improved, replace the PCM or TCM – If the condition is not improved, replace the transaxle. Note: The LR solenoid elapsed time is important; the shape of the graph is not.
Measure Park-To-Drive Engagement Time: 19. Select Flight Record and Data Review, select the vehicle and open the file. 20. Select Items List (top right of screen), then select “Shift Position LR Solenoid Duty and Underdrive Solenoid Duty. 21. Click the “+” button to change to “0.7 sec./Div” or “smaller.” See Figure 3. 22. Move the cursor to the start of the shift and left click. 23. Move the cursor to the end of the shift and right click. 24. Read the UD engagement time on the top right of the screen. If the P-D shift requires more than 2.2 seconds, exchange a PCM or TCM from a properly operating vehicle and follow TSB 06-40005, “Reset and Relearn Adaptive Values”: – If the condition is improved, replace the PCM or TCM. – If the condition is not improved, replace the transaxle. Note: The UD solenoid elapsed time is important; the shape of the graph is not. Courtesy of ALLDATA LLC. 36 January 2013 | UnderhoodService.com
» TechTips
GM
Servicing GM TPMS By Andrew Markel, editor Brake and Front End
GM TPMS systems are some of the easiest to service if you have the right tools and knowledge. Starting in 2007, most vehicles use a Schrader- or VDO-manufactured system that shares the same relearn procedures and behaviors. There are exceptions, like the Pontiac Vibe. Shops should use a TPMS tool to reset the sensor positions after a rotation. There is a method in the owner’s manual to “match” the sensors that involves deflating a tire for eight seconds. On vehicles without a driver information center, you will know you have a code set if you turn the key on, without starting the engine, and the TPMS light blinks for one minute and then stays on solid with a Service Tire Monitor System message (on vehicles equipped with a DIC). If that occurs, a
TPMS problem exists and the system will have set a DTC. On vehicles equipped with a driver information center, it will also display a SERVICE TIRE MONITOR type message. When the road tire is repaired and reinstalled in the original location, the TPM indicator icon illumination and DIC message may remain displayed until the DTC is resolved and cleared. The initial “low tire” light is similar to the “low fuel” indicator and adding air to the low tire will extinguish the light. If the driver re-inflates the low tire, they must drive a short distance for at least 30 seconds before the sensors recognize the increase in pressure and turn the light off again. If the deflation is rapid, it will give a more
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Âť TechTips
GM
immediate warning by flashing the warning light. A GM TPMS sensor has pressure, temperature and acceleration sensors. The unit also has a radio transmitter, receiver and battery. Sensors have a 10-year/ 150,000-mile (240,000 km) battery life. The antenna and receiver are the same ones that are used for the keyless-entry system. The antenna is typically sandwiched between the layers of glass in the front or rear glass. But, some vehicles have dedicated antenna mounted in various places. The keyless entry module communicates with the TPMS sen-
sors and relays the information with the Body Control Module (BCM) on the CAN BUS. If the keyless entry module is replaced, the sensors as well as the key fobs must be relearned. Each sensor has its own unique ID number. If a new sensor is fitted, the BCM must be reprogrammed with its unique ID and its position on the vehicle. Each sensor takes a pressure measurement sample once every 30 seconds while in stationary mode. If the tire pressure increases or decreases by more than 1.2 psi from the last pressure measurement, another measurement will occur immediately to verify the
change in pressure. If a pressure change has indeed occurred, the sensor transmits in Learn mode. Each sensor has an internal low frequency coil. When the TPMS tool is used in activate mode, it produces a low frequency transmission that activates the sensor. The sensor responds to a low frequency activation by transmitting in learn mode. When the TPMS antenna receives a learn mode transmission while in TPMS learn mode, it will assign that sensor’s ID number to the location on the vehicle relative to the order in which it was learned.
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» TechTips Relearn Tips • It is best to perform the TPMS relearn procedure away from the shop in the parking lot. This decreases the chance of other radio signals interfering with the relearn process. • Aim at the sidewall below the valve stem, and not at the stem. • If you cannot get a sensor to initialize, try pushing the vehicle forward a foot or two. The signals can be blocked by components like rotors, calipers and knuckles. By repositioning the sensor, it may unblock the sensor. This is far more common on the front wheels.
TPMS Sensor Matching 1. Set the parking brake. 2. Turn the ignition switch to ON/RUN with the engine off. 3. Press and hold the keyless entry fob transmitter’s LOCK and UNLOCK buttons, at the same time, for about five seconds to start the TPMS learn mode. The horn sounds twice indicating the TPMS receiver is ready and in learn mode. 4. Starting with the left front tire, activate the sensor by holding the TPMS tool aimed upward against the tire sidewall close to the wheel rim at the valve stem location. Press and release the activate button and wait for a horn chirp. 5. Once the horn chirp has sounded, the sensor information is learned and the turn signal in the next location to be learned will illuminate. On most models, the driver-side front turn signal also comes on to indicate that corner’s sensor is ready to be learned. Once the learn mode has been enabled, each of the sensor’s unique identification codes can be learned. 6. When a sensor ID has been learned, the module sends a serial data message to the BCM to sound a horn chirp. This verifies the sensor has transmitted its ID and has received and learned it. The module must learn the sensor IDs in the proper sequence to determine sensor’s location. The first learned ID is assigned to the left-front location, the second to right front, the third to right rear and the fourth to left rear. On most models, the turn signals will individually illuminate indicating which location is to be
GM
learned in the proper sequence. The learn mode will cancel if the ignition is cycled to OFF or if more than two minutes has elapsed for any sensor that has not been learned. If the learn mode is cancelled before the first sensor is learned, the original sensor IDs will be maintained. If the learn mode is cancelled after the first sensor is learned, the following will occur: • All stored sensor IDs will be invalidated in the RCDLR memory. • If equipped, the DIC will display dashes instead of tire pressures. If the learn mode is cancelled after the first sensor is learned, the following will occur: • All stored sensor IDs will be invalidated in the module memory. • DTC C0775 will be set. These conditions will now require the learn procedure to be repeated for the system to function properly
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» TechTips FUEL SUPPLY IN A BOWL In the last decade, fuel delivery systems have evolved to become a state-of-the-art technology. All of these changes were made without the service technician having to learn a lot more on how to maintain and service the fuel delivery systems. But one part has been constantly getting upgraded each and every year and that is the fuel pump. A decade ago, the pump was attached to the sending unit and would deliver pressurized fuel to the injector fuel rail, mounted in a steel tank where a bowl was fixed inside the fuel reservoir to prevent fuel starvation upon acceleration/braking or during cornering. Vehicles are now using plastic fuel tanks and it’s
become more difficult to add internal accessories such as a fuel bowl. Now, fuel pumps carry their own bowl and are referred to as fuel modules. These modules incorporate a plastic bowl to ensure adequate fuel pressure and volume in all possible conditions. Depending on the manufacturer’s requirements, a turbine centrifugal or roller vane pump can be used to accommodate the necessary volume for the engine needs. Mounted in a plastic or aluminum bowl, the pump will stay submerged in fuel regardless of the fuel quantity in the reservoir. When the fuel reservoir is nearly full, fuel overflows inside the bowl, which keeps the pump submerged. But when the fuel level is low (1/4 or less) the pump is designed with a built-in fuel jet and check valve system that fills the bowl whenever the pump is running. The jet pump helps keep the pump fully submerged in fuel, which will maintain pump cooling plus acceleration and cornering fuel supply. The fuel module incorporates the same component has a sending unit mounted pump, fuel level sensor, float, strainer and power leads to the fuel pump. In addition, some newer models also incorporate a built-in pressure regulator and a fuel tank pressure sensor. Remember that testing the fuel delivery system remains basically the same — pressure, volume, electrical and filter elements need to be thoroughly inspected before proceeding to the replacement of such an assembly. Here are a few tips that are necessary when dealing with fuel delivery modules: 1. Fuel pressure and volume readings are a must. 2. Test power and ground to the pump, which in most cases will affect volume more than pressure. 3. Fuel filters must be replaced every time a fuel delivery system concern occurs. 4. Do not install a new fuel module if the fuel tank is contaminated (dirt or rust). 5. Inspect fuel filler neck and hose that can cause fuel tank contamination. 6. When installing a fuel module, fill the tank at 50% of its capacity with clean filtered fuel. 7. Cycle the ignition switch several times without starting the vehicle to prime the system and prevent fuel pump damage. ■ Courtesy of Spectra Premium Industries Inc.
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» Shop SMP Releases TechSmart Tech Sessions Web Series — Professional technicians can learn about the benefits of using TechSmart enhanced engine control parts through a new web series called TechSmart Tech Sessions, which is now available by visiting www.facebook.com/TechSmartParts. The first three videos discuss the steering column shift tube, air door actuators and variable valve timing (VVT) chain tensioner.
Arnott will buy used air suspension products for a variety of applications. To help streamline the process, Arnott has recently set up ArnottBuysCores.com as a single link, which leads to a page where vendors can see the latest cores that Arnott is purchasing along with links to downloadable information and a fax worksheet to order pre-paid shipping labels. Contact Kathleen at ext.129 for questions or more information. Arnott is currently buying air suspension cores from: Mercedes-Benz, Jaguar, Range Rover, Audi/VW, BMW, Hyundai and more.
Gain Customers and a Great Reputation with OEM Branded Products from NAPA — NAPA Import Auto Parts supplies globally sourced parts for import cars from the most respected original equipment manufacturers and aftermarket suppliers in the industry. With more than 6,000 NAPA Auto Parts stores, the company provides availability in virtually every market nationwide. Original equipment supplier products in the original brand packaging have never been this accessible until now! Visit www.NAPAonline.com.
MAHLE Clevite Inc. recently expanded the Victor Reinz gasket product offering with a new catalog including 1,570 new part numbers and expanded coverage on model years 1990 and newer. The catalog is now available in print, for PDF download on www.Mahle-Aftermarket.com. The new product numbers and coverage can also be viewed in Launchpad, a portal of eCatalogs. The new gasket catalog contains a total of 6,875 unique gasket part numbers that cover more than 221,255,000 vehicles in operation.
Jasper Engines & Transmissions has released the Aisin AS68RC automatic transmission. The available applications for this six-speed transmission include: Mid 2007-’10 Dodge Ram 3500-5500 CabChassis mounted behind the 6.7L Cummins Diesel engine. A common issue of the Aisin AS68RC is torque converter lockup clutch failure. JASPER uses an improved clutch material that will resist burning and fatigue failure. The formulation of the material used in the lockup clutch seals is also improved to reduce fatigue due to extreme heat. Visit www.JasperEngines.com. For Reader Service on these products: Go to www.uhsRAPIDRESPONSE.com
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» Test Drive Top AuTo RelATed News sToRies FRom 2012
U
nderhood Service takes a look at some of the top automotive-related articles from 2012 affecting the automotive aftermarket. What do you think the top automotive-related news story was for 2012? Maybe Volkswagen joining Daimler in the fight against using A/C refrigerant HFO-1234yf in new vehicles; or Massachusetts voters “resoundingly” passing a Right to Repair ballot measure in their state; or the passing of Carroll Hall Shelby (right) in May at the age of 89, a man whose vision for performance transformed the automobile industry. Read our Top 10 news briefs at: http://bit.ly/12pBUz4. Send us your feedback. E-mail us at esunkin@babcox.com.
WHITE
TOPS VEHICLE COLOR POPULARITY
W
hite/white pearl dominates the global automotive color popularity ranks for the second consecutive year, according to the recently released 2012 DuPont Automotive Color Popularity Report. Black/black effect moves into second place in the global ranks this year, while silver fell to third and grey took fourth. Over the past decade, white has held significant rankings in automotive color popularity and is widely seen in other consumer products worldwide. During this timeframe, white’s popularity had been highlighted across all vehicle segments, though historically, it had been most popular among the truck segment. Past advancements in pearlescent whites enabled this color to initially break into the luxury segments. ■
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#10
November Solution: Touareg (Volkswagen) Solved by: Gina Gaddis, office manager, Cecil’s Hi-Tech Auto Care, Vacaville, CA
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