■ Hemi’s War Effort
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MAGAZINE
■ Retrofitting to an R-134a System
■ Busting Knuckles
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CONTENTS 26
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11.12 Volume XVII, No. 11
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Tech Feature
Memory Lane
Tech Talk
Stressed Out
Hemi Horns Did you know Chrysler earned the
Cool Customers
The early stages of cylinder head gasket failure are often very difficult to detect because cylinder head gasket leakage can be very temperature- and loadsensitive. Gary Goms explains tips on servicing this important engine component. Editor Edward Sunkin, ext. 258 email: esunkin@babcox.com Managing Editor Jennifer Clements, ext. 265 email: jclements@babcox.com
distinction during the war years of the 1940s for building the loudest, most powerful warning device ever built? As you’ll read in this article from Randy Rundle, no engine manufacturer before or since has built anything like it.
Technical Editor Larry Carley Contributing Writers Gary Goms, Scott “Gonzo” Weaver, Larry Bailly, Bob Dowie and Randy Rundle
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Is it worth performing an R-134a retrofit on an R-12 air conditioning system used on a vehicle built before the early 1990s, or is it better to just repair the OEM A/C system back to its original form? Auto instructor Carl Fedele’s answers may surprise you.
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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Columns
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Publication
6 Directions
ADVERTISING REPRESENTATIVES
8 Gonzo’s Toolbox
HOME OFFICE 3550 Embassy Parkway Akron, Ohio 44333-8318 330-670-1234 FAX 330-670-0874 www.babcox.com
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12 Aftermarket Update
PRESIDENT Bill Babcox bbabcox@babcox.com 330-670-1234, ext. 217
36 Tech Talk
42 42 Tech Tips
VICE PRESIDENT Jeff Stankard jstankard@babcox.com 330-670-1234, ext. 282 Sales Representatives: Bobbie Adams badams@babcox.com 330-670-1234, ext. 238
58 Products
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60 Classifieds
Sean Donohue sdonohue@babcox.com 330-670-1234, ext. 206 Dean Martin dmartin@babcox.com 330-670-1234, ext. 225
64 Test Drive
Glenn Warner gwarner@babcox.com 330-670-1234, ext. 212
64 EDIToRIAl ADVISoRy BoARD Brent Crago, owner Top Tech Automotive Cleveland, Tennessee
Anthony Hurst, owner Auto Diagnostics Ephrata, Pennsylvania
Tom Palermo, general manager Preferred Automotive Specialists Jenkintown, Pennsylvania
Paul Stock, owner Stock’s Underhood Specialists Belleville, Illinois
Albert Duebber, owner Duebber’s Auto Service Cincinnati, Ohio
Roger Kwapich, owner Smitty’s Automotive Toledo, Ohio
Van Pedigo, owner Richfield Automotive Center Richfield, Ohio
Michael Warner, owner Suburban Wrench Pennington, New Jersey
Marvin Greenlee, owner Meade & Greenlee Inc. Salem, Oregon
Rick O’Brien, technician Coachworks Portland, Maine
John Zick jzick@babcox.com 949-756-8835 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
Underhood Service is a member of and supports the following organizations:
UNDERHOOD SERVICE (ISSN 1079-6177) (November 2012, Volume XVII, Number 11): 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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»DiDirections » r ect i ons
Edward Sunkin | EDITOR BY BY Edwar d
More Diesels Heading Down the Pipeline
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hen the Obama Administration announced tougher fuel economy standards for vehicles back in August, much of the focus surrounded gasoline-powered cars and trucks. But for Allen Schaeffer, executive director for the Diesel Technology Forum (www.dieselforum.org), these requirements will increase the growing popularity of diesel vehicles in the U.S., something he is excited about. “Because clean diesel autos are 20% to 40% more efficient than gasoline vehicles, diesel will be a major player in the nation’s effort to achieve the new mileage standards.” Schaeffer said this is good news to manufacturers and suppliers of clean diesel technology who will “play an expanded role in improving fuel economy of the fleet needed to achieve the 54.5 mpg level by 2025 as mandated by the new greenhouse gas and fuel efficiency standards.” The result will be an increase in diesel service opportunities for your shops. It may be a good idea to have some of your techs become ASE certified in diesel engine diagnostics, which you can market to your diesel-driving customers. “Meeting these fuel efficiency targets will likely require diverse technology solutions and we’re
A Chevy Cruze diesel is expected to launch in the U.S. next year with a fuel usage range close to 50 mpg.
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extremely confident that clean diesel technology is one of those solutions,” Schaeffer said. “American consumers are already showing us they are interested in more clean diesel passenger vehicles.” In fact, in the first six months of 2012, clean diesel automobile sales in the U.S. increased 27.5%, according to sales information compiled by HybridCars.com and Baum and Associates. While clean diesel auto and light truck sales total only about 3% of the total U.S. passenger car and small truck market, the steady double-digit monthly sales increases show a definite trend of interest in diesels. “This renewed interested in diesels is also reflected in increased domestic sales in 22 of the past 23 months,” Schaeffer said. “With more than 15 new diesel autos to be introduced in the U.S. market in the next two years, I expect diesel sales will increase significantly in the coming years.” A recent Pike Research study forecasts that sales of these light-duty clean diesel vehicles will increase from 282,000 vehicles in 2012 to 928,000 by 2018. While current Clean Diesel vehicles include pickup trucks from the domestic automakers, diesel cars from the European manufacturers include the Audi A3 and Q7 TDI models, BMW 335D and X5 xDrive35d, Mercedes-Benz E350, ML350, GL350 and R350 BlueTEC diesels, and VW Beetle, Golf, Jetta, Passat and Touareg TDI models. New vehicles with diesel engines introduced into the U.S. market in the next two years include Chrysler’s Jeep Grand Cherokee Ecodiesel in 2014, along with a new version of the discontinued Dakota pickup that will include a diesel. Ford will offer a new diesel Transit full-size commercial van in 2013 and GM will offer a Cadillac ATS diesel and a diesel version of the Chevrolet Cruze in 2013. Mazda will become the only Asian car manufacturer to sell diesel cars in the U.S. when it introduces its SKYACTIV-D 2.2L clean diesel engine next year. ■
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» Gonzo’s Toolbox By Scott “Gonzo” Weaver Gonzosae@aol.com
One More Busted Knuckle That Comes With the Territory
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nyone who has ever worked on cars is familiar with the grease, the grime, the clanking of a loose rod bearing or the snap of a fuse that comes with the territory. And, along with the noises and smells of the business, there are also the scrapes and the bruises. Sometimes, I can go an entire week without cutting myself or jamming a finger, but then there are those days where I have to make a mad dash for the First Aid kit. Like a lot of technicians, I’ve got scars, a couple of broken fingers and a few swollen joints from working on cars
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all these years. The older I get, the more war wounds I seem to collect. Age sure doesn’t help with the eyesight, or the knees, or let’s not forget about that aching back! Let’s face it, working on cars and trucks is a physically demanding job, as well as a mental workout.
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lying on a dirt floor. I don’t think I’ll try that these days. I’m much older now and I’ve grown out of that macho style of auto repair. Doing some Herculean feat, which only ends up with another scar for my efforts, is no way to end the day. I sure wish I would
“... those scars and calluses are my own personal business card.”
I can remember a time back in my youth, when I would bench press a tranny up into the car while
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have understood that back then; it might have saved me from a few bumps and bruises.
CASE IN POINT I was changing the U-joints on a truck, on one particular day. The customer had dropped it off early that morning, and I said I could have it done by lunchtime. The joints weren’t that hard to change, but getting the driveshaft off was difficult. Three of the four rear yoke bolts came off without a problem, but with the fourth one, I wasn’t so lucky. The wrench slipped off, and, with the force I had on the bolt, my whole arm shot
» Gonzo’s Toolbox skyward. A sliver of MIG welding wire was still on the joint where the rear yoke housing is welded to the actual driveshaft pipe from the factory. This made for a perfect slice and dice on my forearm as it passed by. I had most of my forearm wrapped up by the time the customer picked up the truck that afternoon. “What did you do to that arm?” he asked. I told him how it happened in all the gory details. I’d like to say he was concerned, but not just about my arm. He was more concerned with his truck. “So, you still got the U-joints changed?” he asked. My wife just rolls her eyes when I come home with a new
bandage on. I think she enjoys tormenting me, while she cleans up my newest wound from an inanimate object. Outside the daily workings of the shop, I’m asked to speak at different functions, or invited to some events where I’ll be shaking a few hands. I used to worry about the roughness of my hands, especially when I was in a room of business execs who had no concept of manual labor work in their daily vocations. But, you know, I’ve come to realize that I should be proud of what I do, and those scars and callouses I’ve collected are like my own personal business card.
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Even with a few extra scrapes and scars, I’m still going back to this job tomorrow. I don’t plan on gouging a test light into my hand while reaching down into an engine bay, but you know…it’ll happen...maybe not today, but it will. ■
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» Aftermarket Update
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LONGTIME BABCOX MEDIA EXECUTIVE BECKY BABCOX PASSES AWAY Babcox Media is saddened to announce the passing of Mary Rebecca “Becky” Babcox, a longtime automotive aftermarket industry veteran. Becky died peacefully on Oct. 15, 2012, in Akron, Ohio, after a long battle with Multiple System Atrophy (MSA). She was 60 years old. For many years, Becky was co-owner of Babcox Media, along with her brother, Bill Babcox. Together, they were the third generation of the Babcox family to run the company founded by their grandfather, Edward S. Babcox in 1920. Becky retired from the company in 2006, after nearly 30 years in the business. She was named “Woman of the Year” by the Car Care Council Women’s Board that same year. In addition to serving as Corporate Secretary of Babcox, Becky was Publisher of Automotive Rebuilder magazine, known today as Engine Builder magazine. She was an active participant in the rebuilding industry, serving as a board member of the Production Engine Remanufacturers Association (PERA) and numerous other aftermarket associations, including the Engine Builders Association (AERA), the Automotive Parts Remanufacturers Association (APRA) and the Car Care Council Women’s Board. Becky was well-known and respected for her contributions to the industry and made many friends among aftermarket professionals during her years of service. With her warm and friendly nature, Becky couldn’t walk down the aisles at trade shows without receiving abundant hellos from admiring industry peers. All those who knew her would say her generosity was unmatched. She lived life with a positive attitude and even in the end stages of life never relinquished her characteristic grace and humility. In addition to her significant career accomplishments, Becky served her beloved Akron community by giving time and energy to Goodwill Industries, Planned Parenthood, Junior League of Akron, The Akron Garden Club, Old Trail School, and many others. Becky was a graduate of Emory University and received her MBA from The Ohio State University. She is survived by her son, Rob.
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Federated Announces New Toys for Tots Microsite
Federated Auto Parts’ new microsite is up and running and ready to accept donations to the Marine Toys for Tots Foundation. The special site is one of the ways Federated and its members will help raise money and collect toys for the annual Marine Toys for Tots program in 2012. “We are very pleased to be able to offer this online donation option as a fast, easy and secure way to make donations to the Marine Toys for Tots campaign,” said Mike Schultz of Federated Auto Parts. “Although we will be collecting toys at participating Federated Auto Parts store locations from October through December, many folks have asked about making financial contributions. The new microsite is the perfect way to do so.” The Federated microsite (www.FederatedAutoParts.com /ToysforTots.aspx) links directly to the Toys for Tots website. Donors can use their credit card securely to make a monetary donation. There is also a form that can be printed and mailed in with a check made out to Toys for Tots.
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» Aftermarket Update DENSO Sales California Launches Extreme 5x5x5 Starter and Alternator Program DENSO Sales California announced the launch of its Extreme 5x5x5 Starter and Alternator program that runs from Oct. 1 to Dec. 31. This special program is available to DENSO First Time Fit authorized distributors, offers unique terms and incentives to warehouse distributors, countermen and technicians. DENSO now offers an additional 40 starter and alternator part numbers for many late-model import and domestic models. Each of these new applications features the latest DENSO-exclusive design and innovative technology, which ensures superior performance and reliability. The benefits of DENSO starters include: maximum cranking torque under all conditions; class leaders in size and weight; and environmentally designed to start in cold and hot weather conditions. The benefits of DENSO alternators include: Service professionals preferred DENSO’s alternators for a trouble-free solution; OE-quality fit, appearance and durability; and full compatibility with sensitive electronics systems. For details about the Extreme 5x5x5 program, contact your local DENSO representative.
ANCO ‘Make it a Better Car’ Promotion Offers Wiper Rebates, Thousands of Dollars in Sweepstakes Rewards Federal-Mogul Corporation is ready to help consumers improve their vehicles this fall through a rebate offer on premium ANCO wipers and a free sweepstakes program that will award thousands of dollars in ANCO Visa prepaid cards that can be used for vehicle enhancements. Running Oct. 1 through Nov. 30, 2012, the ANCO “Make it a Better Car” promotion will enable consumers to receive rebates of up to $20 when they purchase a pair of qualifying premium ANCO wipers from a participating business location. Available rebates include $15 per pair of new ANCO Transform, Contour and Profile wipers; $10 per pair of ANCO AeroVantage blades; and $5 per pair of ANCO winter blades. An additional $5 rebate is available for the purchase of a single AR-Series ANCO rear blade. The “Make it a Better Car” sweepstakes encourages consumers to connect with the ANCO brand via the www.ANCOWipers.com website and/or the brand’s Facebook page for a chance to win Visa prepaid cards that can be used to improve their vehicles. Consumers visiting the www.facebook.com/ ANCOWiperBlades page can win rewards in a variety of ways through their interactions with the ANCO brand. Federal-Mogul has made it easier than ever for consumers to enter, track and receive their ANCO rebates through the www.ANCORebate.com website.
Statement of Ownership, Management and Circulation (Act of August 12, 1970; Section 3685. Title 39. United States Code.) Publication Title: Underhood Service Publication Number: 1079-6177 Filing Date: September 20, 2012 Issue Frequency: Monthly Number of Issues Published Annually: 12 Annual Subscription Price: $69 Complete Mailing Address of Known Office of Publication: 3550 Embassy Parkway, Akron, OH 44333-8318, Summit County. Contact Person: Pat Robinson Phone: 330-670-1234. Complete Mailing Address of Headquarters of Publisher: Same as above. Publisher: Jim Merle (address same as above). Editor: Ed Sunkin (address same as above). Managing Editor: Jennifer Clements (address same as above). Owner: William E. Babcox, Babcox Media, Inc., 3550 Embassy Parkway, Akron, OH 44333-8318; Known Bondholders, Mortgagees and Other Security Holders Owning or Holding 1 Percent or More of Total Amount of Bonds, Mortgages or Other Securities: None. Issue Date for Circulation Data Below: August 2012. Extent and Nature of Circulation:
Average no. copies each issue during preceding 12 months
A. Total Number of Copies B. Paid and/or Requested Circulation — Paid/Requested Outside-County Mail Subscriptions Stated on Form 3541 — Paid In-County Subscriptions Stated on Form 0 — Sales through Dealers and Carriers, Street Vendors, Counter Sales, and Other Non-USPS Paid Distribution — Other Classes Mailed Through the USPS C. Total Paid and/or Requested Circulation D. Nonrequested Distribution —Nonrequested Copies OutsideCountry Mail — Nonrequested Copies Distributed Outside the Mail E. Total Nonrequested Distribution F. Total Distribution G. Copies not Distributed H. Total I. Percent Paid and/or Requested Circulation
38,242 37,252
Actual no. copies of single issue nearest to filing date 37,252 38,018 0
Publication of Statement of Ownership will be printed in the November 2012 issue of this publication. I certify that the statements made by me above are correct and complete.
0 0
0 0
37,252
38,018
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792 804 38,056 287 38,343
785 933 38,951 271 39,222
97.9%
97.67%
Pat Robinson, Circulation Manager September 20, 2012
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» Tech Feature
STRAIN ON SEALING
By Gary Goms
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ecently, I had a chat with a technical representative for a major aftermarket gasket manufacturer who shed some light on some of the problems facing the cylinder head gasket market. According to this representative, the relatively short production life of modern engines also shortens the time that an aftermarket gasket company needs to remedy application-specific cylinder head sealing problems. Another issue is that, if the company develops a superior gasket sealing design for specific
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applications, the engine might disappear from the market before the company’s basic research, development and tooling costs can be recovered. If nothing else, that conversation provides an insight as to how fast the cylinder head gasket market is changing.
Prevailing Problems Marketing and legislative pressure is now on auto manufacturers to develop “green” engine technology. For the immediate future, small
» Tech Feature
STRAIN ON SEALING
Photo 1: The intake valves on this cylinder head are bent due to incorrect valve timing.
displacement, turbocharged, high-output engines are the way forward because power and fuel economy can be increased while engine weight and internal rotating friction are reduced. Unfortunately, using smaller engines to produce more power inevitably stresses the cylinder head gasket and contributes to cylinder head gasket failure. To reduce engine weight, engineers have generally reduced the thickness of the main bearing webs, cylinder walls and block decks. In addition, the number of head bolts per cylinder has decreased, along with the physical size of the engine block. Cylinder head sealing problems are, thus, aggravated by the weakened head and block interface and the reduced clamping effect of fewer cylinder head bolts per cylinder. Sealing problems are inherent in bi-metallic engines because aluminum cylinder heads
expand faster than cast-iron cylinder blocks during the warm-up cycle. The difference in expansion rates is further aggravated because the cylinder head tends to heat up much faster than the cylinder block. The difference in expansion rates between aluminum and cast iron creates a scrubbing effect that eventually wears out the stainless steel “fire ring” that keeps combustion gases from entering the cooling system. Because the cumulative effect of these repeated thermal events results in failed cylinder head gaskets, most aftermarket gasket manufacturers have designed head gaskets using space-age materials that resist scuffing wear in bi-metallic applications. More engines are also being designed with timing chains rather than timing belts. One of the major problems we’re seeing with timing chains are camshaft timing changes associat-
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STRAIN ON SEALING
Photo 2: Camshaft bore alignment is critical. If the camshaft doesn’t turn smoothly in its bores, the cylinder head needs to be repaired or replaced.
ed with catastrophic failures of the guides, tensioners or chains. In some cases, drastically advanced or retarded camshaft timing can bend the valves and break the valve guide bosses built into the cylinder head on valve-interference engines. See Photo 1 on page 17.
Failure Symptoms The early stages of cylinder head gasket failure are often very difficult to detect because cylinder head gasket leakage can be very temperature- and load-sensitive. During the early stages of head gasket failure, the engine usually begins to consume an increasing amount of coolant with no visible external leakage. The coolant leakage into the combustion cham-
ber eventually progresses to the point that it begins to foul the spark plug and causes a cylinder misfire. On OBD II vehicles, a P0300series misfire DTC will be stored. In the final stages, extreme head gasket leakage will force the coolant from the radiator overflow when the engine is operated cold with the thermostat closed. If coolant leaks into the engine oil, the oil will appear milky and perhaps have the color and consistency of a chocolate milkshake.
Estimating Repairs Because most cylinder head gasket failures generally occur between 100,000 and 200,000 miles, most engines are also ready for new timing belts and
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pulleys, accessory drive belts, coolant hoses, water pumps, spark plugs and fuel filters. In addition, the shop could discover that the high-mileage oxygen sensors and catalytic converters might also be damaged by engine coolant flowing into the exhaust gas stream. From a labor and liability standpoint, it’s far more costeffective for a shop to replace related parts when needed. Remember also that most cylinder head gasket replacements require machine shop services. When estimating a cylinder head repair, remember to recover the time spent handling the cylinder head and dealing with the machine shop. In any case, it’s entirely justifiable to add a percentage to the
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STRAIN ON SEALING
Photo 3: Chamfered valve stems and corrected valve spring heights indicate a quality cylinder head repair.
machine shop fee to cover the cost of handling, and produce a profit on the cylinder head repair parts and machining operations.
Cylinder Head Inspection After removing the cylinder head, the technician should always visually inspect for warping, cracking and valve leakage. For example, a lightercolored exhaust valve generally indicates that the valve is running hot because it isn’t seating correctly. A crack in a valve seat or exhaust port will generally wash away combustion chamber carbon in that area. A catastrophic overheating
problem coupled with a broken timing belt usually indicates that one or more camshafts have seized in the cylinder head due to cylinder head warping or lack of lubrication. In other cases, an aluminum cylinder head might also suffer from coolant etching or gasket scrub wear on the gasket surface. Last, if the engine is a high-mileage unit, the valve seats, faces and guides likely suffer from excessive wear. See Photo 2 on page 18.
Quality Machine Shop Services In any case, a good machine shop can restore most cylinder heads to their original operating
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condition. A quality cylinder head service should include crack detection, resurfacing and valve sealing restoration. Some machine shops may also double-check their work by vacuum-testing intake ports for valve seat and guide sealing. New steel spark plug thread inserts might also be recommended for those cylinder heads that are vulnerable to stripping spark plug threads. See Photo 3. Gasket surface machining is the most critical area of cylinder head repair. First, the cylinder head must have a very smooth surface to prevent excessive head gasket wear. But, resurfac-
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STRAIN ON SEALING
Photo 4: Attention to small details, such as chamfering the edges of the combustion chambers to prevent possible pre-ignition, can prevent many expensive comebacks.
ing the gasket surface also reduces the center-to-center distance between the crankshaft and camshaft bore centers, which retards intake and exhaust valve timing. The center-to-center dimension could be critical on engines with variable valve timing because the PCM continually monitors camshaft position and, in theory, could store a DTC if the camshaft can’t be advanced or retarded according to programmed values. The amount of stock that Circle #22 for Reader Service
can be removed during cylinder head resurfacing largely depends upon the amount of warping present in the cylinder head, the stock available for removal and the manufacturer’s recommendations concerning resurfacing. See Photo 4. Some aftermarket gasket manufacturers may also supply steel gasket shims or thicker head gaskets that compensate for stock removal. Many automotive machine shops opt for the
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» Tech Feature safest course, which is replacement of the cylinder head casting. Whatever the case, a thorough inspection and repair of the cylinder head assembly will reduce comebacks on cylinder head gasket replacements.
Gasket Replacement Tips It’s vitally important to have specific repair information at hand before starting any cylinder head gasket replacement. For example, some cylinder head bolts are torque-to-yield bolts that must be replaced along with the cylinder head gasket. Some cylinder head bolts might require added lubrication to establish a correct torque value, while other bolts might be coated with a dry lubricant from the manufacturer. Similarly, some bolts might require a sealant to prevent coolant leakage around the bolt threads, while others might not. A common rule of thumb is that cylinder head warping shouldn’t exceed .002” per cylinder. Cylinder head or block warping on a four-cylinder engine shouldn’t, for example, exceed .008.” Another rule of thumb is that, to reduce gasket wear, modern cylinder head gaskets require a nearly mirrorlike finish on aluminum cylinder heads. Through the 1950s, ‘60s and ‘70s, aerosol coatings like aluminum paint were routinely used to seal surface imperfections in castiron cylinder blocks and heads. Unfortunately, sealants soften as the engine warms up, which relaxes the cylinder head bolt torque on composite gaskets. For this reason, sealants should only be used on graphite-based and MLS cylinder head gaskets as recommended by the gasket manufacturer. Sealants and adhesives aren’t generally recommended for molded synthetic rubber gaskets because they can attack the chemical structure of the gasket. In other cases, the sealant or adhesive acts as a lubricant, allowing the gasket to slip out of place. RTV sealants are still used to seal corner
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STRAIN ON SEALING
joints on some engine applications. Anaerobic sealants, which harden in the absence of atmospheric oxygen, are used to seal metal-to-metal surfaces like rear main bearing caps and some flywheel retaining bolts. “Rubberized” cut cork gaskets found on early engines are especially vulnerable to weather strip and other chemical adhesives. Any adhesive should be applied sparingly as required. Be cautious in that excessive amounts of RTV smeared on engine oil pans and timing covers can often clog oil pump screens and oil drain galleries. Before installing the cylinder head, use an aerosol gasket remover to soften traces of bakedon cylinder head gasket. A scraper using a straight razor blade can be especially effective at cutting away gasket residue without damaging the engine block or head. Next, make sure that the blind bolt holes in the cylinder block are clean and free of solid or liquid debris. In some cases, a thread chaser might be needed to clean corroded threads. After cleaning, a machinist’s straight edge should be used to measure warping in the cylinder head and engine block. If warping exceeds the manufacturer’s specifications, the head needs to be repaired or replaced. Before final assembly, an aerosol parts cleaner should also be used to remove any traces of dirt or liquid contamination from the block and head surfaces. Keep in mind that most modern cylinder head gaskets should be installed dry, without additional sealants. A pair of guide pins can be fabricated to guide the cylinder head into place to prevent damaging the cylinder head gasket. These pins should be slotted at the top for easy removal with a screwdriver. Because overtorquing can ruin modern intake manifolds, follow correct bolt torque sequencing and values when assembling the manifold, plenum and related parts. ■
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» Memory Lane
HEMI HORNS
CHRYSLER’S CONTRIBUTION TO THE WAR EFFORTS By Randy Rundle
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o, you think you know your Chrysler history? And you can name every application Chrysler ever put a Hemi engine into? Well, I have one I bet you’ve never heard of. Chrysler, like most automotive companies, secured contracts during World War II to build tanks and airplanes, as well as guns and ammunition. Chrysler was no different than all the rest, with one exception, the air raid siren. Chrysler earned the distinction during the war years of building the loudest, most powerful warning device ever built. No company before or since has built anything like it. Development of what would be later became known as the Chrysler Air Raid Siren was started in January 1942. First attempts were built at the request of the Office of Civil Defense in Washington D.C. The E.D. Bullard
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The siren was so powerful that it could reportedly start fires with just the sound vibrations it produced.
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»
Memory Lane
Company of San Francisco designed an engine-driven centrifugal siren and submitted it for testing and certification. Chrysler got involved in part because the centrifugal enginedriven siren offered by the Bullard Company used its Flathead six-cylinder engine to power the siren. However, despite extensive tests and modifications, the Bullarddesigned siren could not produce the necessary volume of sound. In earlier research, the Office of Civil Defense had determined that a minimum sound pressure of 120 to 140 decibels at 100 feet was the minimum requirement output for a warning siren. With the failure of the Bullard Company siren to meet the specifications, Chrysler was invited to a meeting in Washington D.C., along with a few of the sound engineers from Bell Laboratories, to work on the problem and come up with a solution.
“Big Bertha” With Harry Fletcher of Bell Labs in charge, he and his engineers went to work. Within a few months they introduced “Big Bertha,” a huge centrifugal engine-driven siren — one of the largest ever built at that time. The Bell Labs siren was capable of 124 decibels of sound at a range of 100 feet. Now that the Bell siren design was proven successful, the Bell engineers drew up a series of specifications, using “Big
In a 1940s era issue of Life Magazine, city officials and military brass prepare for a test of the early-warning Chrysler-Bell Victory Siren.
Bertha” as a guideline, and Chrysler was then awarded a contract to build the Belldesigned-and-engineered air raid warning sirens. The first version became known as the Chrysler-Bell Victory Siren. This first siren had a somewhat crude unrefined appearance, and despite its looks, it became certified by the Office of Civil Defense in March 1942.
“Victory Sirens” One-hundred-twenty of these “Victory Sirens” were sold to 28 different cities, among them New York City, which bought 10 of them. The city of Detroit bought 20, as did the city of Chicago.
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The Victory Sirens sold for the tidy sum of $3,760 each in 1942 wartime dollars and were powered by a Chrysler straighteight 324 cubic-inch engine that was rated at 140 hp. The government test results showed this siren with its two-stage blower was capable of producing a sound output of 130 decibels at a frequency of 430 Hz at a distance of 100 feet. One of the problems with the early sirens is that the sound they produced was directional. To solve that problem, the sirens were fitted onto a beltdriven turntable that would rotate a full 360 degrees at 1.5 revolutions a minute. An operator was required to sit on a tractor-type seat and control the operation of the siren and the direction of rotation, a job for
Circle #29 for Reader Service
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Memory Lane
The engine used in the Cold War model Chrysler Air Raid Siren is virtually the same 331 Hemi FirePower engine used in 1951, 1952 and 1953 Chrysler cars like the Saratoga, New Yorker and Imperial. Introduced in 1951, it was Chrysler’s first V8 engine. It represented an impressive improvement in engine design that produced 180 hp and a then high compression ratio of 7.5.
which I am sure there were plenty of volunteers. The second design of this siren built by Chrysler was much more refined than the first. Improvements in design also made the assembly of the sirens easier, faster and less expensive. In the second design, the Bell name was dropped, and the sirens simply became known as the Chrysler Air Raid Siren. This design used the same 140 hp engine as the first, with the sound output said to be the same. The second series was built from the middle 1940s through 1951. In 1952, a final and more
Circle #30 for Reader Service
advanced model was introduced that came with a few more refinements, including the addition of Chrysler’s new 331 cubic-inch, Hemi-Head V8, which produced 180 hp at 4,600 rpms. The latest design proved to be the best ever. It was by far the loudest at 138 db at a distance of 100 feet at a range of 460 Hz. Best of all, it was controlled remotely so no operator was needed to ride the siren and run the controls. To put this Hemi-powered air raid siren’s output loudness into perspective, the telephone in your shop rings at 80 db, while a city police car or
Circle #31 for Reader Service
Circle #33 for Reader Service
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Memory Lane
ambulance measures 120 db at a distance of 10 feet. Now imagine 138 db at a distance of 100 feet! This design became the most popular and a couple of hundred were sold to the larger cities across the United States. Besides their tour of duty for World War II, many of the sirens were again used during the Cold War in the 1960s when the threat of nuclear war became very real. While no examples of the first two siren designs are known to have survived, a few of the third design (which was built up through 1957) are still around. Enter one Harry Barry, who remembers as a kid growing up that there was one of the third-generation sirens near his school. It was tested each month and Harry remembers that very loud, distinctive sound. In later years, Harry became
Illustration of the 1951 Chrysler Hemi FirePower V8 engine.
interested in sirens (no doubt influenced by his early childhood), and went back to see if the siren was still there, next to his old school. It was and he bought it. He then went to work and restored it. Since then he has tracked down and
bought one more, and knows the whereabouts of six others. So, the next time you’re at a car show and come across a 1957 Chrysler, you may want to take a moment, and reflect on what might have been. Instead of rumbling under the hood of that finned Chrysler, the Hemi engine in that car could have spent its life in service to our country powering one of the loudest and most powerful air raid sirens ever built. Who would have thought?
Read more on these sirens and view historic photos at www.victorysiren.com. ■
Circle #34 for Reader Service
Circle #35 for Reader Service
» TechTalk
A/C RETROFITS
Cool Customer R-134A RETROFITS STILL AN OPTION — AT THE RIGHT PRICE By Carl Fedele, automotive instructor
O
ne of the more common questions I hear from my students and former clients is if it’s worth the trouble and cost to have the R-12 freon air-conditioning system retrofitted to the R-134a refrigerant. Because this topic comes up a lot as an instructor, I often wonder myself if it’s worth performing this task or is it better to repair the OEM A/C system back to its original form. First off, it’s important to explain to the student or customer that the term “retrofit” describes special procedures that are required to convert that R-12 system to an alternative refrigerant. This service will depend on the need for this type of repair, the cost and how much can the vehicle owner really afford. The A/C system to some people is a luxury, to some it’s a very impor-
Surprisingly, there are still a number of vehicles on the roads today built prior to the introduction of R-134a in the early 1990s that could be in need of an A/C retrofit.
tant health issue, and to others, depending on where they live, can take it or leave it, with money being a large factor in the decision.
Before I address these issues of retrofitting a customer’s A/C system, I will consider what I call the three main Cs — Cost, Climate and Components.
Cost, Climate, Components
Components, fittings and retrofit kits are available from a number of suppliers.
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November 2012 | UnderhoodService.com
You first need to determine how much is the customer willing to spend or can really afford. Does the customer need the very minimal performance out of the system due to their driving habits? Or is it a health issue and cost is not an issue? Being and staying healthy are. Then, are the existing components in the A/C system in good shape? Are they working,
Circle #37 for Reader Service
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A/C RETROFITS
broken or leaking? Are they compatible with R-134a? After all, if the R-12 system is working, retrofitting alone will not make it better. Because R-12 systems were not designed to use R134a, owners should be prepared for a slight and noticeable reduction in the A/C performance, especially in warmer climates, where the A/C systems are running for many months during the year. If this is the case at hand, the technician should recommend what additional steps are and would be most appropriate to make the retrofitting a success. Installing a larger condenser unit, adding an extra fan and a high-pressure cut-off switch would be the call here. But, these items will run up the expense of performing the retrofit. In addition, it may be necessary to replace any worn A/C components and some vehicles may also have components that were not made specifically to withstand the higher pressures of the R-134a refrigerant. I still believe that there is no reason to retrofit a vehicle to R-134a as long as the R-12 system is cooling properly and holds a full charge. Any A/C system designed to use R-12 will cool best when charged with R-12 refrigerant. If the system is leaking, repairing the leaks and recharging it with R-12 is still usually the best repair alternative. Where then does retrofitting to R-134a make the most economic sense to most customers? The answer would be, when the system requires major repairs such as a new compressor assembly, condenser or evaporator. Yes, R-12 is no longer produced in the U.S., but supplies of recycled R-12 still can be found, often with a high price tag, depending on the supply and demand factor. This, along with the
Refrigerant Charge Conversion: R-12 to R-134a
38 November 2012 | UnderhoodService.com
needed repairs, would drive most customers to an R-134a retrofit repair. Although the EPA has been educating consumers about options available to them in retrofitting their A/C system, the technician or shop owner must inform the customer as to which type of retrofit procedure would work the best and what kind of price tag it would carry. The informed customer can choose an OEM-warranted retrofit, if it’s available for their vehicle, a least-costly retrofit or something in between the two. The OEM retrofits were designed by the manufacturer to provide the best level of performance with the new R-134a system. But, these types of retrofits would commonly come with a high cost. They would include replacement of major A/C components and must follow certain guidelines from the manufacturer and the EPA. The Society of Automotive Engineers (SAE) provides guidelines for A/C retrofits in its publication J1661. Most of the vehicle manufacturers recommend removal of all of the mineral oil from the R-12 system. Replacement of the accumulator or the
Kim Brant, a technician at Joe's Tire and Auto Service, St. Joseph, MO, has been named the 2012 Best Tech, sponsored by WIX Filters. Brant, who has been in the automotive and repair service industry for 28 years, has ASE Master Technician certification and has completed the WIX Expert Level training programs. A runner-up in the 2011 Best Tech program last year, Brant was recognized for his technical skills, community service and professionalism as an automotive technician. Read more about Kim Brant in the December issue of Underhood Service.
» TechTalk
A/C RETROFITS
receiver-dryer with the one that contains XH-7 or and loss of cooling performance down the road. RXH-9 desiccant, replacing the O-rings, installing a 134a is regarded as one of the safest refrigerants high pressure cutout switch, changing the orifice introduced, based on the current toxicity data. Rtube or the expansion valve and then adding PAG 134a was tested by the chemical industry’s oil before charging the system. On some applicaProgram for Alternative Fluorocarbon Toxicity tions, they call for a more efficient condenser, Testing (PAFTT) and it was found that R-134a does which would improve cooling performance, and not pose any cancer or birth defect hazards. adding a secondary fan unit, which will provide R-134a is not flammable at ambient temperatures extra cooling performance, especially at idle and and atmospheric pressures. But, it has been found low speeds. that some mixtures of air and R-134a have been Through conversions to R-134a to many vehicles shown to be combustible at elevated pressures. So, in the past, I found R-12 to provide better heat R-134a equipment and A/C systems should not be exchange potential during times when air movepressure-tested or leak-checked with shop air. ment across the condenser is nominal, such as at Even though a number of refrigerants other than idle or slow speeds. For this reason, I found that R-134a have been listed by the EPA as acceptable replacement of the condenser unit and adding a under its Significant New Alternatives Policy secondary fan work quite well when retrofitting to (SNAP) program, this program evaluates substiR-134a. Also, following guidelines and federal law, tutes only for their effect on human health and the a permanent installation of R-134a fittings on the environment, and not for performance or durabilihigh- and low-side service ports must be installed ty. None of these refrigerants have been endorsed to reduce the chance of refrigerant cross-contamiby the OEMs for use in vehicles, and most are curnation, along with properly installed labels to iden- rently not readily available in all areas of the countify that the system has been converted to R-134a. try. It’s important to remember that R-134a or any The R-12 system then must be flushed with the other alternative cannot be mixed with R-12 or approved equipment and the rubber hose lines used to top off the R-12 system, for this will make replaced. It has been argued that it if mineral oil is for system failure and very poor cooling performleft in the system it would cause system failure ance problems. And one last note on R-134a refrigdown the road. I’ve found that if you remove as erant — most vehicle manufacturers will not allow much of the mineral oil as possible, any residual R- any other alternative refrigerant to be used other 12 left in the system will not have a significant than R-134a for their retrofits or the warranty will effect of the performance of that system. Even SAE be voided. now states that they believe that system flushing is not critical enough to affect the performance of the retrofitted system. As far as the compressors go, some of the manufacturers have you replacing them or at the very least rebuilding them and changing out the seals and O-rings that are saturated with the R-12 refrigerant. Of course, any compressor that is not in good shape should be replaced during the retrofit procedures and service techs should make sure that the replacement compressor is approved for R-134a by its supplier. The vehicle manufacturers still do not approve of any of the alternative refrigerants other than R134a for retrofit. Mixing different types of refrigerants will cause problems with operating pressures for that system. System pressures will be The costs associated with a retrofit — new A/C components, increased, which could lead to compressor failure refrigerant, recycling the old refrigerant and technician labor, may all be worth it for driver comfort.
40 November 2012 | UnderhoodService.com
Circle #40 for Reader Service
» TechTalk As far as lubricants to be used, we know that the mineral oil used in R-12 cannot sufficiently be transported throughout the A/C system by R-134a. Automobile manufacturers have tested both PAG and esters for lubricant miscibility, chemical stability and materials compatibility. Most choose to use PAG lubricants for their retrofits. Some of the new compressors are shipped with PAGs, some with ester and most of the ones I’ve purchased have come empty and I would have to make the determination of what I was going to use in that retrofit procedure. I recommend that you use the lubricant used by the manufacturer of the vehicle you are retrofitting. As far as how much to charge the system with the new R-134a, I suggest to all students and my own past technicians to charge the system 80-90% of the amount of R-12 that was needed in that system. Most A/C system manufacturers provide guidelines regarding the correct amount of R-134a to be used. If no information is available, the technician can use the following math formula: multiply the R-12 charge specification by 0.9 (90%), and the subtract 1/4 (0.25) pound. (R-12 Charge Specifications X 0.9) - 0.25 = R-134a Charge Amount). See the chart on page 38 that I hand out to my students, which will help them with the needed information. Once the system is properly
Circle #41 for Reader Service
A/C RETROFITS
“How much are you willing to spend to achieve the best cooling A/C performance in your vehicle?” charged, a new sky bluecolored label that complies with the standard SAE J639 must be affixed over the existing R-12 label or if this cannot be done, then as close as possible to the R-12 label. Any other information on the R-12 refrigerant needs to be rendered unreadable by some permanent means, such as complete removal, permanent marker or completely covered by the new R-134a label. The retrofit label shall contain the name and address of the company who performed the retrofit, the date, type and amount of refrigerant and lubricant used. The retrofit label shall have a header with the word, “NOTICE: RETROFITTED TO R-134a.”
procedure and recharge the system to 80-90% capacity with R-134a. Also, filling out and attaching the new skyblue label with the correct information. But, these types of low-cost retrofits may not give the best cooling performance and may not even be possible on some vehicles out there. They may also lead to customer complaints, comebacks and even more headaches for the technician/ shop owner in the future. I’ve found that Mobile Air Conditioning Society (MACS) to provide a wealth of information on OEM retrofitting procedures and guidelines to many vehicles. I use this information to teach the new incoming technicians of
“Is it really worth it to perform the A/C R-12 to R-134a retrofit procedures to your vehicle?” As you can see, there is a lot going into a good quality OEM retrofitting repair, to be followed by with a hefty repair bill to the customer who chooses this type of retrofitting procedure. Or, the customer can opt out for the “quick and easy” retrofitting procedure. Recovering the R-12 charge, install the correct R-134a service fittings, add in lubricant needed lost from the evacuating
tomorrow in all of my classrooms today. Then, after all of the information is taught, I always ask my students the same question they ask me, “Is it really worth it to perform the A/C R-12 to R-134a retrofit procedure to your vehicle?” “How much are you willing to spend to achieve the best cooling A/C performance in your vehicle?” Then I let them figure out the rest. ■ UnderhoodService.com 41
» TechTips
GM / SUBARU This month is sponsored by:
MIL Illuminated, Reduced Engine Power Message Displayed, DTC P2135 Set Some customers may comment on an illuminated malfunction indicator lamp (MIL), with a Reduced Engine Power message displayed. The technician may observe on a scan tool DTC P2135: Throttle Position (TP) Sensor 1-2 Correlation set as Current or in History. This condition may be caused by the difference between TP Sensor 1 and TP Sensor 2 exceeding a calibrated value for more than two seconds. MODELS:
2008-’11 Cadillac Escalade, Escalade ESV, Escalade EXT 2009-’11 Cadillac Escalade Two-Mode Hybrid 2008-’09 Chevrolet TrailBlazer 2008-’11 Chevrolet Avalanche, Colorado, Express, Silverado, Suburban, Tahoe 2008-’11 Chevrolet Tahoe Two-Mode Hybrid 2009-’11 Chevrolet Silverado Two-Mode Hybrid 2008-’09 GMC Envoy 2008-’11 GMC Canyon, Savana, Sierra, Sierra Denali, Yukon, Yukon Denali, Yukon XL, Yukon XL Denali 2008-’11 GMC Yukon Two-Mode Hybrid 2009-’11 GMC Sierra Two-Mode Hybrid 2008-’09 HUMMER H2 2008-’10 HUMMER H3 Equipped with Engine RPO LFA, LY2, L20, LMG, LC9, LH6, LMF, LH8, LH9, L76, LS2, LY5, LY6, L92, L96, LZ1, L94 or L9H Attention: If a vehicle is encountered with this condition, do not replace the throttle body. Instead follow this procedure below. Model year 2008-’10 vehicles must have the engine control module (ECM) reprogrammed with the latest software calibration as indicated in Step 35 of the procedure after the installation of the throttle position sensor cover. Model year 2011 vehicles do not need to have the ECM reprogrammed.
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SERVICE PROCEDURE
CAution: Handle the electronic throttle control components carefully. Use cleanliness in order to prevent damage. Do not drop the electronic throttle control components. Do not roughly handle the electronic throttle control components. Do not immerse the electronic throttle control components in cleaning solvents of any type. WArning: Approved safety glasses and gloves should be worn when performing this procedure to reduce the chance of personal injury. 1. With a scan tool, verify that DTC P2135 is set as Current or in History. • If DTC P2135 is set as Current or in History, proceed to step 2. • If DTC P2135 is not set as Current or in History, refer to DTC List - Vehicle or Symptoms - Engine Controls in SI. 2. Turn off the ignition. 3. Open the hood. Important: If at any time during this procedure the throttle body is dropped, abort this procedure and replace it with a new throttle body assembly. 4. Remove the throttle body and discard the throttle body gasket.
Circle #43 for Reader Service
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GM
5. Remove any loose debris and dirt from the throttle body assembly and the TP sensor cover. Inspect the throttle body for damage. Caution: Do not use any solvent that contains Methyl Ethyl Ketone (MEK). This solvent may damage fuel system components. 6. Clean the throttle body bore and the throttle plate using a clean shop towel with GM Top Engine Cleaner, P/N 1052626, or ACDelco Upper Engine and Fuel Injector Cleaner, P/N X66-P, or an equivalent product. Notice: Do not mount the throttle body in a vise. The throttle body can be set on the top of a soft, protected workbench area. 7. Hold the throttle body with your hand, so that the throttle position (TP) sensor cover is facing upward as shown in Figure 1. 8. Secure a rubber band around the throttle body and TP sensor cover as shown in Figure 1. 9. Turn over the throttle body and use a flathead screw-
Figure 1 GM
driver to remove the two clips (1, 2) as shown in Figure 2 on page 46. Discard the clips. Notice: Do not pry on the machined sealing surface of the throttle body inlet duct. 10. Turn over the throttle body and use a flathead screwdriver to remove the four remaining clips from the TP sensor cover. Discard the clips. 11. Hold the throttle body with your hand, so that the TP sensor cover is facing upward. Grasp the TP sensor cover and carefully lift it up and separate it from the throttle body. Notice: Do not allow the intermediate gear to fall out. See Figure 3 on page 46. Circle #44 for Reader Service
Circle #45 for Reader Service
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GM
12. Maintain the throttle body in an upward position. Use your thumb to maintain contact with the intermediate gear. – If the intermediate gear falls out and impacts a hard workbench surface or the floor, abort this procedure and replace with a new throttle body assembly. 13. Verify that the TP sensor cover gasket has remained in the TP sensor cover. Ensure that the gasket is accounted for and remains with the old TP sensor cover.
14. Observe the TP sensor cover for missing female throttle actuator motor terminals (Figure 4, 1 on page 48). Verify that the female throttle actuator motor terminals have remained in the TP sensor cover and have not been retained on the throttle actuator motor male terminals (Figure 5, 2 on page 48). Discard the old TP sensor cover, gasket and Figure 3 GM
Figure 2 GM
Circle #46 for Reader Service
Circle #47 for Reader Service
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GM
terminals. • If one or both of the TP sensor cover female throttle actuator motor terminals have been retained on the throttle actuator motor male terminals (2), remove and discard those female terminals. 15. Remove the new TP sensor cover from the protective shipping wrapper.
Figure 4 GM
Figure 5 GM
16. Place the TP sensor cover in the position as shown in Figure 6 on page 50. Confirm the TP sensor drive slot orientation is aligned in the TP sensor cover as shown. If the TP sensor drive slot orientation is not aligned, use a small flathead screwdriver to gently rotate the TP sensor drive slot clockwise to the wide open throttle (WOT) position. 17. Verify that the TP sensor cover gasket is secure and properly positioned. Circle #48 for Reader Service
Circle #49 for Reader Service
» TechTips
GM
Figure 6 GM
Figure 7 GM
Notice: The three TP sensor cover alignment tabs are highlighted in white for identification purposes only. 18. Verify that all three of the TP sensor cover alignment tabs are present and are not damaged. 19. Grasp and hold the throttle body in the previously handheld upward position. Lightly depress the intermediate gear to verify that it is fully seated and the gears are engaged.
20. Rotate the throttle body plate to the WOT position. 21. Position and install the TP sensor cover to the throttle body. Hold the TP sensor cover in position. If necessary for ease of the clip installation, secure a rubber band around the throttle body and TP sensor cover. 22. Install the first TP sensor cover clip (1) in the position shown in Figure 7. 23. Install the remaining TP sensor cover clips in the
Circle #50 for Reader Service
sequence shown in Figure 8 on page 52. 24. Install a new throttle body gasket to the intake manifold. 25. Install the throttle body, bolts and nuts. Do not tighten the fasteners yet. 26. Connect the electrical connector to the throttle body. 27. Turn on the ignition. Clear the DTC with a scan tool. 28. Observe the scan tool TP Sensor 1 and 2 Agree/Disagree parameter while slowly depressing the accelerator pedal to WOT and then slowly returning the pedal to closed throttle. Repeat the procedure several times. Rapidly depress the accelerator pedal from the rest position to the WOT position and release the pedal. Repeat the procedure several times. The TP Sensor 1 and 2 Agree/Disagree parameter should display Agree. • If it displays Agree, proceed to Step 29. • If it displays Disagree, replace the throttle body assembly. 29. Observe the ECM module DTC information. Are DTC P1516, P2101 and/or P2176 set? • If DTC P1516, P2101 and/or P2176 are set, replace the throttle
Circle #51 for Reader Service
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GM
body. • If DTC P1516, P2101 and/or P2176 are not set, proceed to Step 30. 30. Tighten the throttle body fasteners to 10 Nm (89 lb.in.). 31. Install any remaining components that were removed during this procedure.
Figure 8 GM
32. Verify the battery voltage is more than 12 volts but less than 16 volts before proceeding with ECM reprogramming. 33. During reprogramming, the battery voltage must be maintained within the proper range of 12-15 volts. Connect the approved Midtronics PSC 550 Battery Maintainer (SPS Programming Support Tool EL49642) to the vehicle. • If the above recommended tool is not available, do not connect a battery charger to the vehicle. Connect a fully charged 12V jumper or booster pack that is disconnected from the AC voltage supply. 34. Use a Tech 2 or a multiple diagnostic interface (MDI) module for reprogramming. Ensure that either device is updated with the latest available software version before performing the reprogramming event. 35. Reprogram the ECM using the Service Programming System (SPS) with the latest calibration available on TIS2WEB. Refer to the SPS procedures in SI. 36. Perform the Throttle Learn Reset Procedure. Refer to Throttle/Idle Learn > Throttle Learn > Reset Procedure in SI. Courtesy of Mitchell 1. Circle #52 for Reader Service
» TechTips
SUBARU
SUBARU IMPREZA WITH DTCS P0705, P0851, P2746, P2750 AND/OR NO CRANK, NO START If you receive a customer concern of a Check Engine light, AT Temp light or a no engine crank condition, the wiring harnesses to the transmission range sensor (inhibitor switch) should be closely inspected for damage or a short circuit to the CVT transmission case. In addition, Slow-Blow Fuse (SBF)-6 in the Main Fuse Box (M/B) may also have failed. The new-style inhibitor harness assembly was incorporated into CVT production starting with
transmission #048056 in the following vehicles. Model 4-Door 5-Door
VIN C*025294 C*233297
Harness Assembly Inhibitor: New Part #: 31911AA041; Old Part #: 31911AA040 SERVICE PROCEDURE
1. If any of the above DTCs are stored in memory, inspect the
Circle #53 for Reader Service
harnesses closely for damage or chaffing in the areas shown in Figure 1 on page 54. If no harness damage is found, diagnose each DTC per the appropriate service manual. 2. If DTC P2746 or P2750 are stored in memory at the same time, the freeze-frame data shows vehicle speed (VSP) to be “0” and the service manual troubleshooting results do not indicate a current fault is present, check to see if the inhibitor
» TechTips
SUBARU
HELP EXTEND THE LIFE OF A VEHICLE WITH ENGINE CLEANING SYSTEM
Figure 1 SUBARU
Figure 2 SUBARU
switch wiring harness is out of position as shown in Figure 2. Another possible cause is application of the accelerator before full engagement of the CVT is complete. This can occur when shifting between N and D, N and R or P and R combined with an extended pause between selecting of these ranges and might be confirmed during a road test with the customer. TCM reprogramming will be available in the future for this condition but until then, suggest avoiding the described driving pattern. Circle #54 for Reader Service
“Year round, we expose our engines to the elements on the road — grease, dirt, salt, sand — and as the engine heats up with normal use, these elements bake onto the engine and create deposits,” said Marshal Livingstone, brand manager for GUNK. “Debris should be removed from engines twice a year with a cleaner or degreaser, to help the engine run cooler and reduce hotspots.” For prolonged protection from buildup, Livingstone recommends a sprayable engine protector, which shields the engine and leaves a detailed shine. “Serious professionals looking for high-performance preventative maintenance solutions can count on GUNK’s engine cleaning system to help prolong the lives of vehicles they maintain and repair.” For repair shop professionals and vehicle owners who want to properly clean and protect engines, follow these steps: STEP 1: If the car has been used the day of the cleaning, be sure the engine is off and cool to the touch before applying an engine degreaser. Then, cover the air intake, any electrical wires that may be cracked or frayed and any other electronically sensitive areas of the engine. Once sensitive areas are protected, apply the engine degreaser most appropriate for the vehicle. After the engine degreaser is applied, let it sit on the engine for 10 minutes. To finish, spray
Circle #55 for Reader Service
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SUBARU
3. If DTC P2746 and P2750 are stored in memory at the same time, review with the customer and try to determine exactly when the CEL illuminated. Ask if there were any driveability issues or operational concerns with the CVT, such as unusual shift shock or possibly a harsh engagement when shifting into gear. If you are not familiar with normal CVT operating characteristics it is recommended you compare with a like vehicle before proceeding. If you confirm a driveability concern as described and ruled out any normal CVT characteristics, there may be a concern with the control valve body. In this case, replace it and then perform the Learning Control procedure to complete the repair. Any damaged wiring harness must be replaced following the procedures listed in the service manual and routed as shown in Figure 3. If the casting reinforcement bars of the transmission case are found to have sharp edges, carefully smooth them using a file prior to installation of the replacement harness.
Figure 3 SUBARU
The revised harness and retaining clip position has been incorporated into production and replacement parts to provide additional clearance between the protective outer covering and the transmission case. Courtesy of Identifix. â– Circle #56 for Reader Service
down the engine with water to wash off the degreaser. The engine regularly gets wet as water is pulled through the radiator during a rainstorm, therefore, hosing it off after degreasing will not cause any harm. Use a wide, indirect spray to remove excess degreaser; again ensuring air intake and any sensitive electronics are covered. Any degreaser that was not removed by the hose can be wiped off with a shop towel. Allow the engine to dry before moving on to Step 2. STEP 2: On a cooled, dry engine, spray an even coat of engine protector. Let the formula sit for a few minutes and then use a rag or shop towel to wipe on, leaving a protective layer that helps resist dirt and grime and makes future engine cleaning faster and easier. Engine protector also leaves a shiny finish, great for those in car shows or who like to show off their handiwork. An engine cleaning system is essential care for vehicles, just like changing oil or rotating and balancing tires, and should be incorporated into bi-annual car care routines. Performing this simple preventative maintenance helps prolong the life of the engine. When an engine is cleaned and protected against future buildup, the engine runs cooler and more efficiently. When the system is used at least twice per year, engines are less susceptible to oils, salt and road buildup, lessening the chances of developing rust and other vehicle troubles. Courtesy of GUNK.
Circle #57 for Reader Service
» Shop BendPak Lifts — On The Move — BendPak Inc. has added a new heavyduty lift to its lineup. The brand-new PCL-18 portable column lift system features a revolutionary design that’s easier to use and reduces operator fatigue. Six-inch diameter Cush-Ride front wheels feature an adjustable active leaf spring design that provides variable up-front ground clearance for smooth traveling over uneven floors, deteriorating asphalt, expansion seams and thresholds. Intuitive touchpad controls allow you to operate, view and change operation parameters directly from each individual touchsensitive display.
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Circle #90 for information
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TechSmart’s mission is to create an advanced line of engine control products to help today’s technicians find new and better ways to solve their customers’ issues. The Fall 2012 New Parts Guide contains 14 new categories including Headlight Level Sensors, Wastegate Frequency Control Valves, Variable Intake Manifold Actuators and HID Headlight Ballasts.
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Circle #91 for information
93 NAPA Belden Edge Premium Spark Plug Wires combine patented technological advancements with timesaving, straight out-of-thebox installation. Upgrades include factory-installed wire clips, routing trays and protective loom, where needed. These keep the spark plug wires properly positioned to prevent melted casings and wire arcing, making for a cleaner, quicker and easier installation.
GearWrench has just launched the 120XP Ratchet. The new hand tool is the only ratchet that features 120 positions for every full rotation, allowing it to turn fasteners with a swing arc of as little as 3°. The Double-Stacked Pawl technology provides an ultra-narrow swing arc allowing users to reach fasteners in severely limited access applications. The 120XP ratchet has a 60-tooth gear that alternately engages the double-stacked pawls. Its long handle is ergonomically designed to provide comfort and a good grip for users. The 120XP ratchets are sold separately and come in select SAE/metric standard/deep socket sets.
Circle #92 for information
Circle #93 for information
94
Airtex Vehicle Electronics now offers a broad new line of replacement knock sensors featuring a variety of design enhancements that ensure better-than-OE performance and durability. Breakage of brittle piezos ranks as a leading cause of premature failure of many knock sensors. Airtex engineers identified a significantly more robust sintered piezoceramic technology that virtually eliminates fractures. An extrastrength epoxy is also used to lock the Airtex piezos in place for unsurpassed durability. Each sensor is coated with a trivalent iridescent chromate plating to prevent corrosion. Visit www.AirtexVE.com.
Circle #94 for information
58 November 2012 | UnderhoodService.com
» Shop 95
CARDONE has added 95 new SKUs of its CARDONE Select brand new Window Lift Regulators (some with motors) in 2012 with more on the way soon. A few of the popular new applications include: 2003-’07 82-15016AR Honda Accord F/R and 8215017AR F/L 2003-2007; 2005-’10 82-1358CR Nissan trucks F/R and 82-1359CR F/L; 2001-’07 82-3017AR Ford/Mercury trucks F/L and 82-3018AR F/R; 2003-’10 82-3427C Mercedes E-Class F/R and 82-3428C F/L; and 1997-2004 82-610B Dodge Dakota F/R and 82-611B F/L.
Circle #95 for information
96 Federal-Mogul has expanded its Champion Iridium automotive spark plug line to cover an additional 7.5 million late-model passenger vehicles. “Performance Driven” Champion Iridium plugs are now available for 97% of North American passenger vehicles that were originally equipped with iridium technology. FederalMogul’s latest expansion of the Champion Iridium line includes seven new part numbers that cover latemodel Acura, BMW, Chrysler, Dodge, Ford, Honda, Hyundai, Infiniti, Jeep, Kia, MercedesBenz, Porsche, Saturn, Suzuki and Volkswagen applications.
Circle #97 for information
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97
Jasper Engines & Transmissions is offering its first-ever over-the-counter remanufactured transmission valve body. The Aisin AW 55-50SN valve body is used in multiple 2000’11 FWD vehicles. Its primary applications include: Chevy Equinox; Saturn Ion, Vue; Saab 9-3, 9-5; Nissan Maxima, Altima; and Volvo S40, S60, S80, V50, V70, XC90, C30, C70. JASPER offers 11 100% updates to this valve body. Each valve body is tested and solenoids are pre-adjusted. Circle #98 for information
The Hook circuit tester from Power Probe is a powerful tool that connects to systems from 12 to 48 volts. Power Probe’s new “Smart Tip Advantage” senses the probe-tip condition and selects the correct meter for you. When the probe-tip senses resistance to ground, the display reads 0-15 Meg Ohms with a resolution of 0.001 Ohms. When the probe-tip contacts voltage, the display becomes an instant voltmeter and measures from 0 to 99.9 volts.
Circle #96 for information
NAPA Holiday Tool Promotion — NAPA is the handy place to get gifts for a handyman this season. Starting November 18, Stop into a participating NAPA AUTO PARTS Store and pick up a GearWrench 7-piece Ratcheting Wrench Set — in standard or metric, for just $29.99. Or pick a Crescent 5-piece Locking Plier Set for just $26.99. Promotion ends Dec. 31, 2012, while supplies last. Visit www.NAPAOnline.com.
Circle #99 for information
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DIRECT CLASSIFIEDS
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DIRECT CLASSIFIEDS
Transmissions/Parts Audi • BMW • Jaguar Range Rover Porsche Navigator • Saab • VW Authorized Distributor
Filters Valve Bodies Kits • Oils Hard Parts Manuals Torque Converters
ERIKSSON INDUSTRIES • 800-388-4418 Old Saybrook, CT • FAX 860-395-0047 • www.erikssonindustries.com
Used/New Automotive Equipment 1-800-223-2573 www.AllStates.com
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AD INDEX Advertiser . . . . . . . . . .Page Number Advance Auto Parts Professional 7, 31 Airtex Corporation . . . . . . . . . . . .5, 30 APA Management Group . . . . . . . . .48 APEX Tool Group . . . . . . . . . . . . . .53 Autel.us . . . . . . . . . . . . . . . . . . . . . .49 Auto Value/Bumper to Bumper . .Cover 4
Autodata Publications . . . . . . . . . . .10 BendPak . . . . . . . . . . . . . . . . . . . . .54 BendPak . . . . . . . . . . . . . . . . . . .Insert CARDONE . . . . . . . . . . . . . . . . . . . .47 CRP Industries . . . . . . . . . . . . . . . . .46 DEA Products/Pioneer Inc . . . . . . . .21 DIRECTV . . . . . . . . . . . . . . . . . .32, 33 Federated Auto Parts . . . . . . . . . . . .35 Fel-Pro . . . . . . . . . . . . . . . . . . . .22, 23 Hughes Engines, Inc. . . . . . . . . . . . .34 iATN . . . . . . . . . . . . . . . . . . . . . . . . .52 Jasper Engines & Transmissions .43, 56
MACS Worldwide . . . . . . . . . . . . . . .13 Motorcraft, Ford Motor Company . . .19 Mr Gasket Performance Group . . . .50 NAPA . . . . . . . . . . . . . . . . . . . . . .3, 57
Why switch to PDQ? PRICES. Low prices. High Quality. Always. 1st time buyer? Order from this ad and receive these special prices.
NAPA Belden/Echlin . . . . . . . . . . . .29 Nissan Motor Corp. USA . . . . .Cover 3 O'Reilly Auto Parts . . . . . . . . . . . . . .27 Parts Plus . . . . . . . . . . . . . . . . . . . . .51 Performance Friction Corp . . . . . . . .55 Red Kap . . . . . . . . . . . . . . . . . . . . . .11 Schaeffler Group USA . . . . . . . . . . . .9 Shell Lubricants . . . . . . . . . . . . .44, 45 SPX Service Solutions . . . .Cover 2, 1 TechSmart/SMP . . . . . . . . . . . . . . . .15 TYC/Genera Corp. . . . . . . . . . . . . . .37
62 November 2012 | UnderhoodService.com
Call now to order or to receive a free 2012 catalog 1-800-434-5141 www.autobodysupplies.co m
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Advertising Representatives The Tech Group Bobbie Adams badams@babcox.com 330-670-1234, ext. 238 Dean Martin dmartin@babcox.com 330-670-1234, ext. 225 Sean Donohue sdonohue@babcox.com 330-670-1234, ext. 206 Glenn Warner gwarner@babcox.com 330-670-1234, ext. 212 John Zick jzick@babcox.com 949-756-8835 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
AUTO COMPUTERS ECM’s & MAF’s SAVE 70% If We Don’t Have It...It Doesn’t Exist
• 325,000 units in stock • All Foreign & Domestics • ECU’s & BCM’s • ABS & Airflow’s • Same Day Shipping • R & R Service • 1-Year Warranty • Free Tech Help on Web • Inhouse Reprogramming: GM, Ford, Jeep & Chrysler
Call Toll Free
1-UPS-OUR-ECMS (1-877-687-326 7 ) 570-883-9930 www.autoecms.com UnderhoodService.com 63
» Test Drive A PAssion for sPeed
E
ven 30 years after his death, Steve McQueen remains an icon of cool. His image continues to appear in advertising and pop culture, and car, motorcycle and racing fans embrace him as one of their own. Now comes this volume featuring rare photography and chronicling McQueen’s fascination with and passion for all things internal-combustion powered.
“Racing is life. Anything before or after is just waiting.” — Steve McQueen McQueen’s movie characters always had a great motorcycle or car — from the 650 cc “BMW” motorcycle (a disguised Triumph) used in The Great Escape (1963) to the Gulf Porsche 917 racecar he raced in Le Mans (1971). The book, perfect for any collector of both Hollywood and automotive books and memorabilia, is packed with black and white and color photos detailing the auto-related journeys of one of America’s icon legends. His need for speed propelled him from Hollywood into a number of top off-road motorcycle races, including the Baja 1000, Mint 400 and Elsinore Grand Prix. Determined to be ahead of
the pack, McQueen trained vigorously, weight lifting, running and studying martial arts. Steve McQueen A Passion for Speed reflects a life lived in the moment, with the pedal to the metal. ■ Book Notes Author: Frederic Brun Format: Hardcover, 192 Pages IsBN: 9780760342480 Publisher: Motorbooks Price: $40.00 plus S & H to order: www.qbookshop.com
GUESS THE CAR! WIN $50! #9
What vehicle MAKE does the picture on the left represent? Submit your guess with our online contest form by visiting www.UnderhoodService.com/guessthecar or scan the QR code to the right with your smart phone. The winner will be randomly selected from correct entries and awarded $50. Entries must be received by December 1, 2012.
#8
November Solution: Sonata (Hyundai) Solved by: Rebecca Lohone, office manager at Capital City Automotive, Lansing, MI
CONGRATULATIONS Rebecca! Employees of Babcox Media, industry manufacturers and Underhood Service advertisers are not eligible to enter.
Circle #65 for Reader Service
Circle #66 for Reader Service