■ FULL THROTTLE DIAGNOSTICS
■ COMPACT UNDERCAR UPGRADES
■ SMOKIN' DIESEL PERFORMANCE
October 2012 TomorrowsTechnician.com
CONTENTS IIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIII
10 UNDER THE HOOD Going Full Throttle: Mazda Driveability Diagnostics We take a look at the popular MAZDA6 and MAZDA3 models and cover some of the common underhood repairs that find their way into today’s repair shops. We’ll also check out some of the new technology that has been incorporated into Mazda engines.
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18 UNDERCOVER Subcompact Vehicle Undercar Upgrades Looking into the near future, it would appear that there will be a shift toward smaller, lighter and more fuel-efficient vehicles. And, we believe that there will be some subcompact owners who will want to modify and improve these “grocery getters.” While the little Toyota Yaris and its cousins from Scion may be a little early for this market, we’re beginning to see that the availability of modification parts will keep the popularity of the growing subcompact market around for a while. Find out what undercar opportunities there are for modifying these vehicles.
24 PERFORMANCE PRIMER Burnin’ Rubber and Blowin’ Smoke You may have not realized it, but diesels are making inroads into a number of racing venues. Diesel-powered race cars and trucks are setting land speed records at Bonneville, winning endurance races at LeMans, and running more than 200 mph in the quarter mile at the strips. Before you consider making a move into diesel performance service, check out what some of the experts are saying about this growing niche market.
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Finish Line: Life in the Fast Lane
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TT Crossword
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Tech Tips: Volkswagen with DTC P1297 Stored in Memory
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Report Card: Supercar Silhouette — Peugeot’s ONYX Concept
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4 October 2012 | TomorrowsTechnician.com
edited by Tomorrow’s Technician staff Each month, Tomorrow’s Technician takes a look at some of the automotive-related student competitions taking place in this country, as well as the world. Throughout the year in “Finish Line,” we will highlight not only the programs and information on how schools can enter, but we’ll also profile some of the top competitors in those programs. Because there are good students and instructors in these events, we feel it’s time to give these competitors the recognition they deserve.
LIFE IN THE FAST LANE: USU-BUILT BIOFUELED DRAGSTER ZOOMS TO LAND SPEED RECORD
U
tah State University researchers are walking on air after setting a land speed record with a novel race car of their own design. Adding to their excitement is the vehicle’s fuel source: a USU-developed biodiesel crafted from surprising origins. “How many people get to drive a car they helped build with fuel they created from a living microorganism?” asks USU undergrad biochemist Michael R. Morgan, who drove the dragster across Utah’s Bonneville Salt Flats Speedway to its landmark finish. The Aggie A-Salt Streamliner, as it’s officially known, runs on yeast biodiesel derived from the industrial waste of cheese production. The sleek, Aggie-blue hot rod was among some 200 high-tech racers competing at the Utah Salt Flats Racing Association’s 2012 World of Speed event Sept. 8-11. See the video at:
http://www.youtube.com/watch ?v=mTDklVuEjmU “This is a real pole in the ground for Utah State,” said Lance Seefeldt, professor in USU’s Department of Chemistry and Biochemistry and a principal faculty mentor on the interdisciplinary project. “Setting the land speed record in this vehicle’s class on sustainable biofuel produced at USU underscores the outstanding quality of our school’s biochemistry and engineering programs and further
may fail to impress NASCAR fans or even most interstate motorists. But make no mistake; it’s a head-turning achievement for a biofueled vehicle with a one-liter, two-cylinder engine. The USU team raced the dragster in separate runs, using petroleum diesel and the yeast biofuel, respectively. Powered with the latter, the speedster was able to match its previous petroleum-fueled run. “Developing a biofuel on a large enough scale to run in the dragster was a tough undertaking,” says USU
“How many people get to drive a car they helped build with fuel they created from a living microorganism?” –Michael R. Morgan validates the technology in this important sector.” At its top speed, the Aggie vehicle clocked in at 65.344 miles per hour. At first glance, that speed
biochemist Alex McCurdy, a thirdyear doctoral student in Seefeldt’s lab, who is supported by a National Science Foundation research assistantship and is the recent recipient
At Utah's Bonneville Salt Flats, USU biochemist Michael R. Morgan poses beside the 'Aggie A-Salt Streamliner,’ a USU-built dragster powered with USU-developed biodiesel the undergrad drove to a land speed record.
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of a departmental environmental chemistry award. “It’s one thing to produce a small amount in the lab and discuss how it will work in theory. It’s another to actually put it in a dragster, while everyone watches it take off.” With McCurdy, Morgan and other student team members in the colleges of Science and Agriculture, Seefeldt and Bruce Bugbee, professor in USU’s Department of Plants, Soils, and Climate, have been working for more than a year to perfect the production of the fuel using yeast and bacterial platforms, as well as developing fuel from carbon dioxide and the Sun using microalgae platforms. “We’ve recently succeeded in producing quantities of fuels from all of these sources that have superior properties in test engines, comparing favorably to biodiesel produced from soybeans,” says Seefeldt, recipient of USU’s 2012 D. Wynne Thorne Career Research Award, the university’s top research honor. “The USU fuels are a renewable, low-footprint replacement for petroleum diesel and they don’t compete for food crops.” Meanwhile, student and faculty
incidentally, father of Michael Morgan, the car’s undergrad driver), built the diesel streamliner, with assistance from Utah Chassis and Mott Motorsports, in preparation for the September competition. “It was amazing for me to have my dad check my belt and gear and give me a ‘thumbs up,’” says the younger Morgan. “It’s just you and the car as you feel it take off and rumble down the track giving it everything The Aggie A-Salt Streamliner, she’s got. The Salt Flats lay out as it’s officially known, runs on before you in an expanse so far yeast biodiesel derived from the that you can see the curvature of the earth.” industrial waste of cheese Morgan and McCurdy praise production. the team effort that enabled USU Photo courtesy Eli Lucero/The Herald to achieve the milestone. Journal, Logan, UT “It really is an honor to help team members in USU’s College of provide fuel for such a wellEngineering, mentored by Byard designed and engineered dragster,” Wood, professor and head of the McCurdy says. “We’re trying to get Department of Mechanical and people excited about our biofuel Aerospace Engineering, have been research and I think setting a land testing the USU biodiesels and speed record ought to get their report excellent horsepower and attention.” fuel emissions. The dragster team, Here is some additional video of led by Michael D. Morgan, director the dragster during some early test of USU Engineering’s Student runs: Prototype Laboratory (and, http://youtu.be/FkhFWrYQPbA
MICHAEL MAKOWSKY NAMED 2012 MITCHELL 1 EDUCATOR OF THE YEAR Michael Makowsky of Oakville, CT, was named the Mitchell 1 2012 Educator of the Year during North American Council of Automotive Teachers (NACAT) conference held recently at Tyler Junior College in Tyler, TX. Each year, Mitchell 1 recognizes one of the nation’s top teachers for excellence in automotive repair instruction. Makowsky was presented with a check for $500 and a recognition certificate. He will also receive a one-year complimentary subscription to Mitchell 1’s ProDemand™ repair, diagnostic and maintenance information program for the school where he teaches. Makowsky has been an automotive instructor at the Porter and Chester Institute in Watertown, CT, for six years, where he has been full-time for the past two years and was part-time for four years. His automotive career also includes experience working at various Chevrolet dealerships for 35 years. During that time, Makowsky received a tremendous amount of training from General Motors, including being certified as a GM technician. He first passed all eight ASE autoDo you have an outstanding student or a motive tests in 1976. group of students that needs to be recognized Makowsky graduated with for an automotive-related academic achievement? honors from Denver Automotive and Diesel E-mail us at esunkin@babcox.com. College in 1976. ■
8 October 2012 | TomorrowsTechnician.com
Under the Hood
GoinG Full Thr on
Mazda
M
azda has long enjoyed a reputation as a performance car company with the RX8 and MX5, as well as has been able to consistently hit the target when it comes to affordable sport sedans that are as reliable as they are fun to drive. In this article, we’ll take a look at the popular MAZDA6 and MAZDA3. We’ll cover some of the common underhood repairs that find their way into shop. We’ll also check out some of the new technology that has been incorporated into Mazda engines.
Common Complaints Let’s start with cars that have driveability
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Driveabilit problems. One thing that hasn’t changed in all the years I’ve been doing this are the basic complaints we hear. It’s either running rough at idle, missing or “skipping” under load, hesitating (at speed or throttle tip in) or there’s no power. It’s up to the service writer to ask the right questions when the appointment is made so the tech has the information needed to make a successful diagnosis and repair. One of the most common failures we see on both early- and late-model Mazdas is a torn air intake hose between the airflow sensor and the throttle body. The symptoms that result from this failure are hard to miss. The usual complaint is a big stumble or stall on initial
oTTle
with a visual inspection, I’ve seen some good technicians tricked by this one. Be sure to inspect the hose closely for cracks that won’t be obvious but will become evident when the engine is loaded against the mounts. A vacuum hose can be the cause of another problem that may have you shaking your head. On the popular MAZDA3, you may have a customer complaining about a siren-like or screeching noise coming from under the hood. The more attentive ones may mention that it changes with throttle position. While your first thoughts will have you looking at the drive belts, the real culprit is a failed PCV hose located under the intake manifold. The hose will weaken and split, allowing air to be drawn through the hose and causing the noise. While
to the sensor. You may see sparks jumping to the sensor when the car is idling, but if you’re faced with an intermittent stall, keep it in mind.
No Zoom-Zoom When it comes to no-power complaints, a couple of things should come to mind. As with any diagnosis, your first step should be to hook up your scanner and see what codes are stored. If a code is present, be sure to look at freeze-frame data to see what the conditions were when the code was set. Many times, you’ll have a system lean code as the only hint for the nopower issue, and this coincides with the things we’re thinking about for a low-power issue. Leave the scanner hooked up for the initial road test so you can look into the system as the car is driven.
y Diagnostics //////////////////////// acceleration, but it may or may not set a system lean code. As the engine torques on the mounts, the crack in the hose will open, allowing unmetered air into the manifold while, at the same time, reducing airflow through the sensor. Of course, when the engine stumbles, the crack closes, allowing the engine to accelerate, starting the entire process all over. Many times, the customer will mistakenly think the transmission is the problem. Although it’s simple to diagnose
the hose can be accessed with starter removal, some techs feel removing the intake manifold is an easier way to go. So, while the repair sounds simple, be careful when writing the estimate. While we’re talking about the MAZDA3, there have been some reports of an erratic stalling problem that may or may not set a crank sensor code, but the sensor will check out fine. If the car has aftermarket drive belts installed with an alternate cut, suspect a buildup of static electricity that finds its way
Look at the temperature parameters to confirm that the coolant and air intake readings are correct and changing as expected. On the road, look at the fuel trims and calculated load as your window into what the fuel system is being told to do and how well it’s reaching the goal. If all looks good on the intake side, the next step will have you checking exhaust back pressure. I’m sure we all know what the trim numbers mean at this point; it’s an easy concept to grasp. If there is a minus sign in front of the number, TomorrowsTechnician.com 11
the ECU is removing fuel; no minus sign means fuel is being added. In an ideal situation, the numbers are close to zero, since the only way the ECU knows what the engine needs to meet its fuel requirements will be the pre-cat air/fuel ratio sensor (formerly known as the O2 sensor), with some consideration given to rear O2 sensors. If you’re faced with a car with a low-power complaint or a rough idle, take a look at the long-term trim. If you have a positive number in the 20s, think about the things that will make it run lean. If you also have a misfire code or a rough idle, don’t overlook the possibility of an intake gasket leak. While it’s not a real common problem, we have seen some on the four-cylinder cars. If you’re looking at a multibank engine, make note if both banks are showing a similar number or if it’s just one bank. Freeze-frame data will also tell you when the limit was reached. You can make some decisions once armed with this information. If the limit was reached at idle, it would have you looking for unmetered air finding its way into the engine. It could be the EGR valve, but it could also be an intake manifold gasket leak or the O-ring seals on the V6s. On the four cylinders, a leaking intake gasket will usually set a misfire code, along with the system lean code. Usually all it takes is a shot of intake cleaner at the manifold flange and a stethoscope to confirm the diagnosis. The sixcylinder engine’s upper manifold O-ring leaks can be a bit more challenging and, if in doubt, a smoke test will confirm you’re on the right track. We already talked about the PCV hoses failing, and this will undoubtedly cause a lean condition with or without the noise. Other not-so-obvious sources of vacuum leaks include a leaking
EGR valve that’s more common on the older cars (but there are still plenty of them out there), and sticking purge valves on the later cars. The EGR valve is an easy diagnosis; if exhaust gases are leaking through the valve, it will be noticeably warmer than the adjacent area. The purge valve can be a bit more difficult since the problem is more a sticky valve than it is a hard failure. This is one of the times where you have to rely on what you know and make your best decision. If you have an evap code, along with a system lean with no obvious problem for either, it’s a safe bet that the purge valve is sticking. Any sign of charcoal contamination should have you recommending a new canister. On the other hand, if the freeze-frame information is telling you that the code was set at speed, the idle is smooth and the driver reports no additional symptoms, think about what makes it lean under those conditions. My first thought would be the mass air sensor; by now, we should all be aware of how debris finds its way to the hot-wire sensor. If you’re going on an initial road test after checking and clearing codes and memory, set the scanner up to monitor the fuel trims and calculated load. Before you hit the road, make sure the short-term trim is reacting as expected. On the road, do a couple of wide-open accelerations making note of the calculated load — it should be a 90-plus percentage. If not, take a close look at the air sensor for contamination. The sensors can be carefully cleaned, and we’re having good luck with some of the products designed for the job; but be gentle as they are fragile. We look at cleaning the sensor as part of the diagnostic process and recom-
12 October 2012 | TomorrowsTechnician.com
2009 mazda V6: The MAZDA6 was available with a 60° 3.7L V6 engine. Designated MZI, and developed for the 2008 North American Truck of the Yearwinning CX-9 model, the engine was then fitted to the 2009 MAZDA6. The list of advanced features includes light and stiff aluminum construction for the block and cylinder heads, a forged-steel crankshaft with induction-hardened journals and variable intake-valve timing. Dual overhead camshafts are chain-driven and equipped with maintenance-free direct-acting bucket tappets. Cast-in iron cylinder liners provide a dependable bore surface. The intake manifold is injectionmolded nylon-reinforced plastic to save weight. Two close-coupled catalytic converters minimize the time required following a cold start for the emission controls to reach full effectiveness. A dual exhaust system provides low restriction for excellent high-rpm power.
To achieve best-in-class smoothness and quietness, the MAZDA6s’ 3.7L V6’s crankshaft has a full complement of counter-weights and a dual-mass damper. The aluminum cylinder-head covers are rubber isolated to minimize the amount of radiated valvetrain noise.
mend a new sensor to ensure a successful repair (note that on the invoice to prevent any misunderstandings). Once the problem is diagnosed and repaired, make sure that the bolts holding the sensor to the air filter housing are tight, that the air filter box is not allowing unfiltered air into the sensor, and that the air filter element is of high quality and in good condition. There have also been reports of the sensor housing bolts coming loose, letting dirt into the air stream. Be sure all the air is being filtered.
Managing Misfires As I mentioned earlier, misfires that are evident shouldn’t be a real challenge to diagnose. To protect the cat converter, misfires are monitored closely and it’s rare not to have the check engine lamp even blinking along with a solid misfire. Your first step should be to get the codes and other info the system is willing to share. You would expect a misfire code directing you to the offending cylinder, but don’t overlook the other available information. An accompanying fuel-trim code, for example, is an important clue as to what could be causing the misfire and, if nothing else, it should have you looking for additional issues as the misfire is diagnosed. Don’t forget to check the freeze-frame information for conditions when the code was set. This is especially true if the car is currently running well and the misfire is intermittent. Before the initial road test, look at the live data to see if the temps are accurate, whether the throttle switch is changing, if the air mass sensor is reacting as expected (and look at the long-term trim to see if the computer is adding or removing fuel to maintain the correct mixture), and see if short-term trim is close to zero. You should keep these things in mind as the diagno-
sis moves forward. In recent years, Mazda has changed over to the coilon-plug system to better control those catalytic converter-killing misfires. While I’m sure this system does a great job of dealing with misfires better than the old ignition wires, it is not without its problems. In many cases, the easiest way to confirm a coil problem is to switch it with an adjacent cylinder and confirm the misfire moves with the coil. Don’t forget to look at the condition of the spark plugs and it takes only a couple of minutes to test compression. With extended service intervals, drivers tend to forget about routine maintenance. With that said, if the plugs are shot, chances are the car is in need of a service. Fix the misfire first, but don’t overlook the opportunity to recommend the rest of the service.
how to do this” attitude. But, in this day and age, it’s more important than ever that you get into the service information and online forums to
“I know how to do this” attitude. Our diagnostic and repair strategy changes a bit when you’re dealing with a six cylinder where it’s more labor intensive to access the coils. In the case of a solid misfire, before you dig into removing the manifold, listen to the injectors with a stethoscope to confirm they are working and sound similar. Also double-check for any severe vacuum leaks. Of course, either of these problems would result in a high positive fuel trim number. If we suspect a coil failure, we always recommend that all coils in that bank be replaced along with the spark plugs. I know we’re all familiar with diagnosing and repairing misfires and it’s just our nature to get into the job and fix it with an “I know
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check for service bulletins and recalls. You can spend a lot of time looking for that random miss at 1,500 to 2,000 rpm, only to find out that there was a reflash offered that took care of it. Make it one of the first steps, even if there are no bulletins, as I’m sure you’ll get some useful tips on the repair.
Pedal to the Metal The latest technology from Mazda that’s finding its way to us is drive-by-wire throttle control. These systems are pretty much trouble free but have to be taken into consideration as we perform routine service and diagnose problems. It’s really a fairly simple system; a 12-volt motor opens the
throttle as controlled by the PCM based on various inputs. Along with the electronically controlled throttle body, an accelerator pedal assembly was added that mimics the feel of a mechanical throttle, yet houses the necessary accelerator pedal position sensors that tell the PCM what the driver is asking for. It’s easy to think that we replaced a simple cableoperated throttle with a complex electronic unit, but this has really simplified things, while providing engineers with even more options for vehicle performance, convenience and vehicle stability. It changes the way we service these cars when it comes to cleaning the throttle plates. To prevent damage to the electronics, it’s important that we use very little solvent in the process. The best strategy is to apply the solvent to the shop rag or brush that’s being used in the cleaning process, with very little or no solvent being sprayed into the housing. If you have to use some solvent in the housing, avoid the shaft area where it could find its way into throttle actuator and position sensors. One of the advantages of this system is its ability to open the throttle and maintain the target idle speed, even if the plate is dirty, eliminating the need for and the limitations of an idle speed control motor. That certainly doesn’t mean the plates should be ignored; it’s still important that they are cleaned to ensure smooth operation. These systems have been very reliable. While there were some problems when the system was first introduced in 2003, most of those troublesome units were replaced under warranty, although we have recently seen one. The service bulletin is available in your service information, but the short description is if there is AA, AB or BA identifying designations on the throttle body, suspect a bad unit and
replace it with a unit carrying a BB. When it comes to diagnosing this system, a scanner with OEM capabilities will be a big help. As you would expect, there are codes related to every part of the system that has limp modes connected to ensure the safety of the vehicle. RPM may be limited to a predetermined point or the throttle body may be held to an idle speed until the codes are cleared. Don’t be intimidated by all those wires on the throttle body. You have two wires that control the throttle motor, with the others dedicated to letting the PCM know what’s going on with redundant throttle position switches that are part of the throttle body assembly. When looking at the position switches on the throttle body, be aware they work in opposite bias, using a 5-volt reference or input; switch one will read high voltage at idle (approx. 4.3V), while switch two will be low voltage (0.8V). Look for the opposite voltages as the plate moves toward wideopen throttle. The PCM will make its decisions by looking at what the throttle is doing, along with the accelerator pedal position switches located in the pedal assembly; again these are redundant switches for reliability. These switches are different in construction being a non-contact Hall effect-type sensor rather than the mechanical sweep-type switch. They are tested in the same way by looking for smooth voltage output throughout the range of movement with no dropouts or spikes. Both pedal switches read low voltage at idle and increase as the pedal is depressed. Be sure to check the specs as its normal for switch one to read half a volt more than switch two. There have been no reports of problems with the pedal assembly with most of the failures leading to throttle body replacement. ■
undercover
A Reduction in ‘Class Size’
Subcompact Vehicles Offering Undercar Upgrade Opportunities Adapted from Larry Bailly’s article in
Toyota’s Yaris and its cousins — the Scion xA, xB and xD, offer the Sub-Compact Market Segment undercar performance modification opportunities.
B
ack in the late 1970s, I went to work for a VW/Audi repair shop in Bellevue, WA. Within a year, I had pretty much replaced my entire fleet of personal cars with VW products of various types. One of the first cars I purchased was an early Rabbit with the carbureted, 1.5L engine. I got it cheap because the car didn’t run well, but after updating and sorting out the carb, the car was so much fun to drive that I started buying, fixing and selling them on a regular basis. My favorites were still the air-cooled cars, but for daily commuting, in any weather, the water-cooled cars were more comfortable. What made that early A1 Rabbit, and its competitors like the Civic, Tercel (1980), GLC and Subaru DL, so much fun to drive was the lightweight (right at a ton) FWD and a free-revving small engine that made power-to-weight ratios a performance standard. Compared to the cars provided by American manufacturers, these cars felt like you “put them on,” instead of just sitting in them. Like those early VWs, today’s Toyota Yaris (see Photo 1) and its sister vehicles, the Scion xA, xB
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and xD are tiny, lightweight vehicles. And, with more than 100 horsepower, they, too, can be fun to drive. Performance, though might be stretching things a bit — or is it? The models I listed above were all entry-level cars that didn’t really inspire performance driving, but after a little research I found that all were used in some form of at least amateur racing with some success. The Yaris is used for racing in several types of motor sports (see Photo 2), but mostly in other parts of the world. When I checked in with my friend, Charles
Photo 1
Photo 3
Photo 2
Damewood at Z Sport (www.zsport.com), he said he didn’t know of any modified cars in our Seattle area. After searching through websites and online forums, it is obvious that there is a following for these cars, just not so much in the U.S. Small cars sell much better in just about every other country. That could all change as more and more sub-compact models are exported to the U.S. from Europe and Asia. Asian models that are available here are the Honda Fit, Chevy Aveo (Daewoo built), Nissan Versa, Ford Fiesta and the Hyundai/Kia Rio/Accent. Most of these cars come with both larger and smaller engines in other countries, and most are available with diesel power in other countries. I feel that diesel may catch on again in the U.S., once we see the price of fuel rise and fuel economy becomes a larger issue. Turbocharged gas and diesel versions of the Yaris have been available in other markets, as well.
From the Front ‌
removing the upper mount from the body. Everything else is standard practice as far as compressing the spring in a strut fixture and removing the shaft nut from the bearing plate. Since these cars are so light, replacement of the upper mount will not usually be necessary. Although, if an inspection reveals any cracking of the rubber however, replace it. Make sure the plate moves freely after reassembling the strut assembly and reinstall in reverse order. Note: When ordering parts, the struts are different side to side, so you will need to order a set, or individual struts for each side. The difference is the shape of the spring plate and mount for the sway bar link. There is very limited factory adjustment provided for alignment, other than toe adjustment at the tie rods. Aftermarket camber bolts are available to allow for additional camber adjustment, but except for performance tweaking, if the alignment cannot be brought into spec, look for signs of body damage, subframe mount
One of the things I especially liked about my first Rabbit was its simplicity. Strut-type suspension had been around for a while by then, but the strut suspension on the Rabbit was about as plain as it can get. The Yaris is just as, if not more, simple than that car. The front strut (see Photo 3) is nothing more than a coil-over shock, as the steering arm and lower control arms are connected at the separate bearing carrier. Removal is a simple process of separating the strut from the bearing housing, disconnecting the link arm from the strut housing (see Photo 4) and TomorrowsTechnician.com 19
problems or other factors that would cause the alignment to change. The front wheel bearings are standard, press-in duplex roller bearings. Be aware that the bearing is different, depending on whether the car has ABS or not. The ABS sensor should always be removed before any work is done on the hub or bearing to prevent damage to the sensor. The bearing assembly can be replaced with an on-car bearing press or the bearing carrier can be removed and the bearing replaced with a shop press. Removal of the bearing housing, however, will require rechecking the alignment, Photo 5 unless you are very thorough about marking the housing and strut relationship before disassembly. The front sway bar is mounted behind the steering rack, (see Photo 5) between the front subframe and the body, so even replacing the bushings is labor intensive. The sway bar links are equipped with tie rod ends on both ends, so unless they are bent or the boots are damaged, they will probably last for the life of the car. In researching this article, I did find an interesting TSB from Toyota dealing with the relationship between tires and alignment problems. If you come across any car with a lead, pull or control problem that isn’t readily apparent, this might be a good article to look up and add to your knowledge base. The TSB is #TSB-0391-08 and is titled Repair Manual Supplement, Vehicle pulling to One Side, dated December 24, 2008.
… To the Rear The rear suspension is even more basic than the front (see Photo 6). The rear springs and shocks are separate units, supporting a beam-type axle that acts as the trailing arms. Some models included a sway bar that doesn’t exist on the base model. The rear shocks
Photo 4
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are just double-acting dampers and are identical side to side. The shocks are also the limiter for the movement of the rear axle, so care should be taken to support the axle when the shocks are removed. The springs can be removed by disconnecting the shocks and carefully lowering the axle. Make sure to get the insulators reinstalled properly when the springs are reinstalled. Rear-wheel bearings are the modular, hub/bearing-type bolted to the trailing arms as a unit. Like the front wheel bearings, these units are different for cars with or without ABS. As noted earlier, any repairs on the bearing or hub should begin with disconnecting or removing the ABS sensor to prevent damage.
Photo 6
Taking a Brake Nothing out of the ordinary here, either. Front disc brakes (see Photo 7) with vented rotors and rear drum brakes are fully adequate for these cars. ABS, stability control and what Toyota refers to as Electronic Brakeforce Distribution (EBD, a loadsensing brake proportioning system) are on some models. Before ordering any parts for these cars, you will need to know which system they use. The rear brakes are self-adjusting either when the car is braking in reverse, or when the parking brake is used. Whenever the rear drums are removed, the adjusters should be checked for free movement. Even at 100K miles, this Yaris still has acceptable lining remaining (see Photo 8).
Final Notes
Photo 7
Online Performance From the amount of parts available from a number of suppliers, these cars can be modified to just about any level from mild to wild. Spring upgrades are available from popular manufacturers such as Ksport (www.ksport.com), Tein (www.tein.com) and Eibach (www.eibach.com), as well as many others. Strut upgrades are available, including completely
adjustable coil-over units for setting up the car for improved handling and lowering the car. Tire Rack (www.tirerack.com) is a good place to check for suspension kits, along with tire and wheel packages. Sway bars are available in many different diameters, for both the front and rear to tighten up the suspension and reduce body roll caused by the relatively soft stock suspension. There also are big brake kits available from several vendors, but the prevailing opinion among drivers who use these cars for autocross is — big brakes are probably not required for this type of use, simply because the car is so light. I have to agree (having autocrossed my A1 Rabbits) that braking is not a big problem with light, well-handling cars. A supercharger kit from Blitz (www.blitzpowerusa.com) should provide enough added spunk to make a standard Yaris into a little screamer.
Photo 8
22 October 2012 | TomorrowsTechnician.com
Throughout the 1970s, a fundamental change took place in the U.S. as we encountered fuel shortages, insurance increases based on horsepower and the total lack of cars that were available from the American car companies, putting the import vehicle/repair market on the map. Over the next decade, it would appear that a lot of the same dynamics are going to force a shift back to smaller, lighter and more fuel-efficient vehicles. That’s OK for some people, but there are still those who will want to modify and improve their grocery getters. The little Toyota Yaris and its cousins from Scion may be a little early for the market, but with the latest models and the availability of modification parts, they will be around for a while. I think I might just go out and get one for myself, and play around a little. â–
Performance Primer
Burnin’ Rubber and Blowin’ Smoke OPPORTUNITIES GROW FOR DIESEL PERFORMANCE SPECIALISTS
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October 2012 | TomorrowsTechnician.com
F
or engine specialists who only service gasoline engines, diesels can seem rather foreign and unattractive. Diesel engines don’t have carburetors, they don’t have spark plugs or ignition systems, and most of them don’t rev anywhere near as high as a gasoline-powered performance engine. Most people associate diesel engines with truck and tractor pulling events, not traditional motorsports. There are no dieselpowered NASCAR races or Indy cars. But, diesels are making inroads in other types of racing. Diesel-powered race cars and trucks are setting land speed records at Bonneville, winning endurance races at LeMans, and running over 200 mph in the
quarter mile! As one racer told us, “The first time we showed up at our local dragstrip with a diesel-powered truck, nobody took us seriously. But after the smoke cleared and everybody saw how fast the truck ran, they realized diesel drag racing is no joke. The fan base for diesel-powered drag racing has been growing ever since.” So you may want to consider opportunities in diesel service and performance on your road to technician success. But, before you do, check out what experts in the field have said about this market:
Dan Scheid of Scheid Diesel (www.scheiddiesel.com) in Terre Haute, IN, says his shop has been involved with diesel performance work since the 1970s. “We started out doing modified fuel systems for tractor pullers, then expanded into engine work. As our customer base grew, we added more equipment, including a CNC machine to custom fabricate parts, and a 4,000 hp dyno for dialing in diesel engines.” Scheid has been racing a twin turbo 5.9L Cummins diesel powered dragster, which was the first diesel dragster to crack the 200 mph barrier. “We’re also building diesel drag racing engines for trucks. One of our customers has a
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diesel drag truck that is running in the low 9’s at 155 mph.” Scheid says serious racers are spending a lot of money on their diesel performance engines, up to $60,000 or $70,000 dollars. Who wouldn’t want that kind of work? “Any engine builder who is currently doing gasoline engine performance work could probably do diesel performance work too,” says Scheid. “You do have to learn about diesel fuel systems and how to correctly set up the injection pump, injectors and turbo. But the machine work you do on the block, heads and other internal parts are pretty much the same as any other performance engine.” Scheid says that many diesel performance engines are running 130 to 180 psi of boost pressure. When you modify a stock engine to produce significantly more power, you also have to increase the flow capacity of the fuel system. Scheid says he has modified a 12-cylinder mechanical injection pump so that the output for two cylinders can be routed to a single cylinder to double the fuel delivery. He also modifies the injectors by increasing the number and size of the nozzle orifices. Stronger fuel lines are also a must to handle higher fuel pressures. Scheid says the engines he builds are designed to run on diesel only.
The rules for most pulling events do not allow power adders such as propane, alcohol or nitrous oxide, but on the dragstrip, power adders may be legal. Most diesel engines are allowed to run water injection and/or an intercooler.
TAKING IT TO THE STREETS There are also ample opportunities to do diesel performance modifications for the street. It’s fairly easy to tweak the turbo and squeeze an extra 100 or more horsepower out of an engine without sacrificing fuel economy or everyday driveability. To maintain good driveability and throttle response, you want the turbo to spool up quickly and provide good low end torque. Most street-driven diesel trucks are going to develop peak power between 1,800 and 3,200 rpm. Depending on how the truck is geared, a drag truck may be set up to run at a somewhat higher rpm. But it doesn’t take a lot of revs to make a lot of torque with a diesel. Lenny Reed of Dynomite Diesel Performance, Monroe, WA, (www.dynomitediesel.com) said diesel engines in street trucks run best with a camshaft that develops a lot of cylinder pressure and a broad torque band. Reed drag races a Cummins-powered truck that develops 950 hp and runs in the mid-10s.
There are plenty of opportunities to do diesel performance modifications for the street. It’s fairly easy to tweak the turbo and squeeze an extra 100 or more horsepower out of an engine without sacrificing fuel economy or everyday driveability. To maintain good driveability and throttle response, you want the turbo to spool up quickly and provide good low end torque.
26 October 2012 | TomorrowsTechnician.com
A high lift, long duration cam that typically produces a lot of high rpm power in a naturally aspirated gasoline engine would be the wrong grind for a diesel. A diesel is a compression ignition engine, so valve overlap must be limited to keep pressures high in the cylinders at low rpm. Also, piston-tovalve clearances are limited, so there’s not much room for increasing valve lift. Because of this, the camshaft has to work with the turbo to create power and torque where the engine can use it. The key to realizing performance gains in a diesel engine is tuning the injector for the best timing, and correctly sizing the turbo. Craig Johnson of Big Power Diesel (www.bigpowerdiesel.com) in Lancaster, CA, is another diesel engine builder who specialized in Cummins engines. He builds modified engines for both pulling and drag racing (though pulling is not as popular on the West Coast as it is in the Midwest). “One of our customers has a Dodge truck built for sled pulling that produces about 1,000 hp with a single turbo and mechanical fuel injection system. The engine launches at about 5,000 rpm, and is connected to a single forward gear drop box.” Johnson says anybody who is serious about pulling eventually builds a truck that is a dedicated puller rather than a dual-purpose street driven truck. The kind of engine and drivetrain modifications that are needed to make a puller competitive are not the type of modifications you would want on the street. “Somebody who might spend $1,000 to $1,500 for some typical street performance modifications can still get good fuel economy and driveability. But, if you want to be competitive on a dragstrip or at a pulling event, you need an engine and a vehicle that is purpose-built. Some of these guys will spend $45,000 to $55,000 or more on their engines alone.”
You can build an 800-hp big block Chevy for the street or strip that probably won’t last over 20,000 miles before you have to tear it down, and you don’t get very good fuel economy. For the same money, you can build an 800-hp turbo diesel engine that will last 150,000 miles and deliver great fuel economy.
FROM HOBBY TO HABIT One of the many Midwestern diesel engine builders is Van Hasley of Hasley Machine (http://haisleymachine.com) in Fairmont, IN. Hasley has been doing diesels since 1985. He initially got involved in performance diesel work as a hobby, but it quickly grew into a fulltime business. He now specializes in B-Series Cummins engines for both drag racing and pulling. “One of the limitations of the stock Cummins block is that it can split in two when you push it too far. So we had LSM in Waterford, MI, make us some billet steel blocks, and that solved our problem.” Hasley says his little shop in the cornfields of rural Indiana has earned a national reputation for building highly competitive engines. One of our customers won the National Tractor Pullers Association (NTPA) points competition. We also won the prostock division of the Central Ohio Truck & Tractor Pullers title. Hasley blueprints and assembles the engines he builds in-house, but uses a machine shop in Muncie, IN, to perform the actual engine machine work. He uses ZZ Custom Fabrication in Wichita Falls, TX, do rework his cylinder heads and build custom intake manifolds. When he’s done, a 360-cid Cummins diesel engine may produce as much as
2,200 hp depending on how the turbos are set up. Engines may have one to three turbos, depending on the application. The money that people are putting into these engines can really add up. Hasley says some of his customers are spending $30,000 to as much as $80,000 for a professionally competitive engine. In addition, they may spend $13,000 to $15,000 on the fuel system, and another $15,000 to $20,000 for turbochargers. In spite of the money that is being put into some of these engines, diesel racing is not a high dollar sport as far as prize money paid to the racers is concerned. Hasley says the prize money for a win even at a national event seldom exceeds $1,000. The people who are spending this kind of money on diesel racing are doing it because they enjoy the sport, not for sponsorship money or big purses.
INTERESTED IN MORE DIESEL ARTICLES? Visit underhoodservice.com and search Bob McDonald. McDonald, who owns Atlantic Engines (http://atlanticengines.com) in Granite Falls, NC, specializes in diesel performance and has written articles on light-duty diesel engines, as well as a book on the Ford Power Stroke. ■
ACROSS
Tomorrow’s Technician October Crossword
1. Tire casing 5. Dash gauge faces 8. Electronic fault-finding system, briefly (1,1,1,1,1) 9. Big-rig noisemaker (3,4) 10. Online automobilia-auctions site 11. Shop's labor-charge system, perhaps (4,4) 13. Item left on pump, perhaps (3,3) 14. Parts supply-chain middleman 17. Diagnostic device for 8-Across system (4,4) 19. Removed air from brake system 22. Underhood power producers 23. Dieseling or auto-ignition (3,2) 24. Detailed design description, briefly 25. Essential body-shop tools
DOWN 1. Pre-EFI starting aid 2. Twist-off cooling-system parts (3,4) 3. Battery's corrosive content 4. Unexpected engine stoppages 5. Length of time engine valve open 6. Word on Hawaii plates 7. Planetary gearset's central element (3,4) 12. Fuel containers (3,5) 13. Seals between engine parts 15. Add weight to wheel 16. Uplifting service-bay equipment 18. Dwell ____, ignition-timing spec 20. Parking-lot souvenirs, sometimes 21. Engine-block material, often
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30 October 2012 | TomorrowsTechnician.com
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Tech Tips This month’s Tech Tips are sponsored by:
Volkswagen DTC P1297 or P1557 Stored in DTC Memory MODEL(S) AFFECTED: ALL 1998–2006 1.8L TURBO VEHICLES. CONDITION: DTCs P1297 (17705) or P1557 (17965) are stored in DTC memory. This may be caused by intake hoses leaking (during boost conditions), due to incorrect torque on clamps or improper placement, or worn or torn intake hoses, etc.
SERVICE PROCEDURES: Perform an intake system pressure test to detect leaks in the intake system as follows: 1. Separate the intake hose from the mass air flow sensor (MAF) assembly. 2. Remove the crankcase ventilation hose from the PCV valve and close off the crankcase side of the valve with the plug (orange arrow, Figure 1), hose and clamps (supplied with the turbocharger tester, P/N VAG 1687). TIP: This will disconnect the engine crankcase from the intake system. 3. Insert the air pressure adaptor, P/N VAG 1687/1 (blue arrow, Figure 1) into the intake hose between the
figure 1
MAF sensor and the intake system (clamp using the existing hose clamp). TIP: The hose at the throttle assembly will stay connected during the test.
PRESSURE TEST: 1. Attach the outlet hose of the turbocharger tester to the fitting on the air pressure adaptor (blue arrow, Figure 2).
figure 2
2. Close the outlet valve after the gauge. 3. Back off the pressure regulator knob of the turbocharger tester fully to protect the gauge when shop air supply pressure is applied to the assembly. 4. Attach an air line to the inlet fitting on the turbocharger tester. 5. Open the valve between the regulator valve and gauge. 6. Adjust the test pressure up to 0.5 bar by turning the regulator valve. Note: Do not pressurize the system above the 0.5 bar! Doing so will force oil into the intake through the throttle body assembly, causing damage to the engine. 7. Slowly open the outlet valve (after the gauge) to test the hose connections. 8. Observe the pressure gauge for a drop in pressure. TIP: Some pressure will be lost past the throttle plate. 9. Apply soapy water or leakcheck liquid to all intake system connections to check for leaks. TIP: An ultrasonic tester may also be used to locate leaks. 10. Repair any leaks that are found. 11. Remove the plug from the crankcase ventilation hose. 12. Remove the air pressure adaptor and reinstall the hoses. ■ Courtesy of Mitchell 1.
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Report Card
Peugeot’s supercar concept — Onyx — exudes the skills of the talented engineers and designers, introducing new techniques and innovative materials to produce a stylish design with extreme performance that inspires excitement and desirability, while providing a glimpse of the theme of thinking with the future in mind.
mirror. Because this material is not painted, its appearance will change over time, gaining a patina. As for the other panels of the bodywork, these are made from a carbon fiber, painted matt black. Bolted onto the carbon fiber shell, the 3.7L V8 hybrid HDi FAP
The Onyx, which debuted during the Paris Auto Show held Sept. 29Oct. 14, was sculpted using materials with little processing. With its V8 engine in a central rear position, the Onyx propels its admirers into a world of high performance, controlled in all circumstances thanks to intuitive instruments and controls. In addition to its stunning aesthetics, it explores new ‘raw’ materials, to take efficiency to another level. The sharp bodywork calls out with the striking contrast of its materials and colors. Fashioned by hand by a master craftsman, the wings and doors are pure copper sheets, similar to a polished
engine and the suspension bear all the experience of Peugeot Sport, which has gained proven reliability on tracks all over the world. Cooled by ducts that are located on the roof, the V8 transmits its 600 bhp (brake horsepower) to the rear wheels via a sixspeed sequential gearbox. Fitted with tires specially developed by Michelin, (275/30 at the front and 345/30 at the rear), the 20” wheels see their hub retained on the structure by a double wishbone and an in-board controlled
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October 2012 | TomorrowsTechnician.com
suspension, both at the front and at the rear. The car’s HYbrid4 technology recovers the kinetic energy, which is usually lost during braking. Stored in lithium-ion batteries, this energy is then delivered automatically on acceleration, boosting the power by an additional 80 bhp. The management of this function is transparent to the driver. A link between experience and the future, the Onyx incorporates the present by paying tribute to the Peugeot RCZ through its ‘double-bubble’ roof and aluminum arches. With complete transparency, revealing the carbon fiber structure and the passenger compartment,
the windows and roof are made of PMMA (PolyMethyl MethAcrylate). Enclosing the cocoon, they guarantee the occupants’ optimum protection due to its ultra-resistant structure. Inspired by passionate people, the Onyx offers its adorers a vision of tomorrow. ■
2012 School of the Year finalists
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