UHS June 2013

■ Solving a Mercedes Misfire A

MAGAZINE

■ Gonzo’s ToolBox: “Leap of Faith”

■ Giving an Engine a Boost

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Street Performer: 60 Years of the Corvette

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CONTENTS 18

Electrical Conversions Changing a PT Cruiser into an EV Cruiser Electric Vehicle popularity among consumers is rising due to its zero emissions, increased efficiency and lower operating costs. And, there’s a growing group of enthusiasts who are looking for someone to convert their petroleum-burning vehicles into an electric drive.

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The Mod Squad Boosting Engine Power with Turbos Turbochargers are a way of making small displacement engines produce power equivalent to a larger displacement engine. See how turbos are being used with more passenger car and light truck diesel engines to boost horsepower and torque across the engine’s rpm range.

Editor Edward Sunkin, ext. 258 email: esunkin@babcox.com

Graphic Designer Dan Brennan, ext. 283 email: dbrennan@babcox.com

Managing Editor Jennifer Clements, ext. 265 email: jclements@babcox.com

Publisher Jim Merle, ext. 280 email: jmerle@babcox.com

Technical Editor Larry Carley

Ad Services Director Cindy Ott, ext. 209 email: cott@babcox.com

Contributing Writers Gary Goms, Scott “Gonzo” Weaver, Bob Dowie and Randy Rundle

Circulation Manager Pat Robinson, ext. 276 email: probinson@babcox.com

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DEPARTMENTS

®

Columns

A

6 Perspectives

Publication

advErtisiNG rEPrEsENtativEs

8 Aftermarket Update

14 14 Directions

HOME OFFICE 3550 Embassy Parkway Akron, Ohio 44333-8318 330-670-1234 FAX 330-670-0874 www.babcox.com PRESIDENT Bill Babcox bbabcox@babcox.com 330-670-1234, ext. 217

16 Gonzo’s Toolbox

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40 Imported Service

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 Tech Tips

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65 Shop

Dean Martin dmartin@babcox.com 330-670-1234, ext. 225

67 Rapid Response 68 Classifieds

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Marvin Greenlee, owner Meade & Greenlee Inc. Salem, Oregon

Marc Duebber, owner Duebber’s Auto Service Cincinnati, Ohio

Anthony Hurst, owner Auto Diagnostics Ephrata, Pennsylvania

Audra Fordin, owner Great Bear Auto Repair Flushing, NY www.womenautoknow.com

Roger Kwapich, owner Smitty’s Automotive Toledo, Ohio

Rick O’Brien, technician Coachworks Portland, Maine Tom Palermo, general manager Preferred Automotive Specialists Jenkintown, Pennsylvania

Glenn Warner gwarner@babcox.com 330-670-1234, ext. 212 John Zick jzick@babcox.com 949-756-8835

Editorial advisory Board Brent Crago, owner Top Tech Automotive Cleveland, Tennessee

Sean Donohue sdonohue@babcox.com 330-670-1234, ext. 206

Paul Stock, owner Stock’s Underhood Specialists Belleville, Illinois Michael Warner, owner Suburban Wrench Pennington, New Jersey

Van Pedigo, owner Richfield Automotive Center Richfield, Ohio

List Sales Manager Don Hemming dhemming@babcox.com 330-670-1234, ext. 286 Classified Sales Tom Staab tstaab@babcox.com 330-670-1234, ext. 224

Underhood Service is a member of and supports the following organizations:

UNDERHOOD SERVICE (ISSN 1079-6177) (June 2013, Volume XVIII, Number 6): 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. 288, 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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» Publisher’s Perspective

By Jim Merle | PUBLISHER

WIN with AVI PLAY! ENTER TO WIN AN iPAD MINI

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housands of readers have downloaded AVI PLAY since our launch in March and that is great news! This engagement with our newest product serves as a testimonial to the value you’ve experienced with our App, that delivers a seamless transition of relevant and helpful information from the pages of Underhood Service to your “smart” phone or tablet.

Our team also appreciates your interest and is dedicated to preparing this all-new dimension of content powered by AVI PLAY for you — our loyal readers. We also realized we can have some additional fun with AVI PLAY with the launch of our new “WIN with AVI PLAY” promotion, that will provide a lucky reader with an iPad Mini for their repair shop. Just be sure to enter by July 12, 2013.

IT’S EASY TO ENTER: • For readers who have already downloaded AVI PLAY, simply open the App and scan the “WIN with AVI PLAY” logo on this page. Tap the button on the screen to be directed to an entry form* to complete and submit to us.

• To download AVI PLAY, visit the Apple or Google App store, then scan the “WIN with AVI PLAY” logo on this page and follow the directions to submit your entry.

• Don’t own a smart device? About half of our readers own a smart phone or tablet, but nearly all shops have a wireless connection. Shop owners: check with your techs or service managers and have them download AVI PLAY to enter and win this iPad Mini for your shop. *See the on-line entry form for contest rules. One entry per person.

We’ll be announcing the winner on our website at www.underhoodservice.com on July 16 and be sure to watch for additional opportunities to WIN with AVI PLAY in upcoming issues. ■

Jim jmerle@babcox.com 330.670.1234, ext. 280

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» Aftermarket Update

Brought to you by:

For free e-mail updates with the latest aftermarket news, tech tips and supplier promotions, log on to AutoCarePro.com.

Aftermarket Suppliers Proud Of NCMA Cataloging Recognition By aftermarketNews.com staff The National Catalog Managers Association (NCMA) recently presented the Catalog Excellence Awards to the best examples of automotive cataloging in multiple media at its 40th Annual Knowledge Exchange conference, held last month in St. Louis. NCMA judges reviewed dozens of submissions from aftermarket suppliers to arrive at the most deserving examples of print, Web catalog and mobile catalog applications.

Among this year’s winners, several aftermarket suppliers proudly announced the accolade and provided more details on their winning products.

• Airtex Fuel Delivery Systems was awarded the NCMA President’s Award for Catalog Excellence. The company has won the paper catalog category before, but this marks the first time in the company’s 77-year history that it has won the Web Catalog Gold Award for 2012-’13 for its online catalog, FuelPumpU.com.

The award is the highest honor given by the NCMA. “Fuel Pump U provides our customers with total support in a user-friendly way,” said Michelle Tucker, catalog manager of Airtex Fuel Delivery Systems.

“Through FuelPumpU.com, we can provide today’s technicians with the most up-to-date information and tools they need to do the job right the first time.”

The FuelPumpU.com catalog

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was created as an online resource to provide the most comprehensive knowledge about fuel delivery systems to technicians and do-it-yourselfers.

FuelPumpU.com combines all ACES and PIES data with rich media content to provide the industry standard for online catalogs and product knowledge.

• Dayco received Gold in the Mobile Web category for its innovative, state-of-the-art vehicle identification number (VIN)scanning mobile app.

“Dayco did not develop this app just for the sake of developing a mobile app. Our approach was to create an app that provides value to our customers,” said Sherry Mathis, manager of sales automation for the North American Aftermarket Division of Dayco Products. “There is also a strong focus being placed on the transfer of printed product information into new, digital formats and websites. Dayco’s app delivers up-to-date information instantly to professional technicians and do-it-yourselfers.”

Developed in 2012, the Dayco VIN-scanning app gives users immediate access to a complete list of Dayco parts that match a specific vehicle’s year, make and model by simply scanning the VIN barcode under the windshield or in the door jamb of the vehicle. After finding the needed part or parts, app-users also have complete access to part specs,

» Aftermarket Update routing instructions and step-by-step installation videos. With a “Where to Buy” feature, the app gives users the ability to find the closest parts store selling Dayco’s products, with store contact information and directions to the store location via a map search through the use of GPS. • Gates Corp. received three “Best in Class” awards for its automotive catalog data presented by national auto parts distributors: President’s Award For “Best In Class” Electronic Data Excellence – Presented by CARQUEST President’s Award For “Best In Class” Electronic Data Excellence – Presented by Genuine Parts Company/NAPA President’s Award For “Best In Class” Electronic Data Excellence – Presented by O’Reilly Auto Parts Gates also received the President’s Award For Paper Catalog Excellence – Silver Level – for its recently released 2013 Fleet & Heavy Duty Applications Catalog.

“To be recognized as ‘Best In Class’ by our customers and peers is a testament to the tremendous work and dedication of the entire Gates automotive aftermarket division,” said David Haun, senior manager of product data services, Gates Corp.

• Motorcar Parts of America (MPA) received the Gold 2013 President’s Award for Electronic Catalog Excellence. The award recognized the company’s excellence for its 2013 print catalog of automotive aftermarket starters and alternators.

Motorcar Parts of America’s products are 100% end-of-line tested in ISO/TS 16949 certified facilities and supported by an ASE-certified technical hotline and roadside assistance coverage. The company’s print and online e-catalogs comprise all product lines, including Quality-Built, Pure Energy, Reliance and the Xtreme line of heavyduty and powersport starters and alternators.

Note: The National Catalog Managers Association (NCMA) is a professional society within the Automotive Aftermarket Industry Association (AAIA), dedicated to the interests of automotive aftermarket catalog managers.

Founded in 1974, the NCMA is comprised of more than 200 catalog, product management and marketing professionals from manufacturers, distributors and retailers around the country.

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AMI Accepting Applications for the $1,000 Tom B. Babcox Memorial Scholarship The Automotive Management Institute (AMI) is accepting applications for the annual $1,000 Tom B. Babcox Memorial Scholarship. AMI’s resource development effort, EXCEL, in conjunction with Babcox Media, established the scholarship, which is awarded to an Automotive Service Association (ASA) Mechanical Division member who strives to be, or is presently working, in a management capacity.

The scholarship will be applied toward the recipient’s expenses to attend the 2013 Congress of Automotive Repair and Service (CARS) in Las Vegas, Oct. 16-18. CARS is sponsored by ASA and offers an educational lineup of AMI seminars, technical courses and industry sessions, a trade show and the opportunity to network with other automotive service professionals.

Automotive Service & Repair Week (ASRW) was created in 2008 to bring all segments of the automotive service and repair industry together under one comprehensive, allinclusive event, featuring two events: NACE and CARS. To be eligible for the award, the following requirements must be met: applicants must work in the mechanical repair industry; must demonstrate an interest in self-improvement through management education; must own or work for a business that is an ASA member in good standing; and, if the applicant is not the business owner, must be recommended by the business owner. AMI Trustees and their employees, and the Babcox Scholarship Selection Committee and their employees, are not eligible to apply.

To request a scholarship application, call AMI at 800-2727467, ext. 101, or fill out a scholarship application online at www.amionline.org. Applications must be received by AMI on or before Aug. 23, 2013. The scholarship recipient will be notified by AMI on or before Aug. 30, 2013.

Installing Remanufactured/Rebuilt Engines Helps Shops Keep Customers When a car comes into your shop experiencing serious engine trouble, the first reaction of the car owner may be to buy a new vehicle. However, a new car purchase may not be the best alternative for your customer or your business. If the vehicle is in relatively good shape, the Engine Rebuilders Council (ERC) suggests reviewing all options with the customer to see if a remanufactured/rebuilt engine is the right choice for them.

“Installing a remanufactured/rebuilt engine can be a win-win for a shop by extending the life of a current vehicle. The car owner will gain years of reliable service and avoid new car payments. In

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» Aftermarket Update turn, the shop will retain the customer for future repair and maintenance needs rather than losing business to the new car dealer. It’s a sensible solution all around,” said Ken Carter, ERC chairman.

For the cost of an average down payment on a new car or truck, a remanufactured/rebuilt engine will make a customer’s vehicle more efficient and reliable, all without monthly new car payments and higher insurance rates. The ERC developed a cost comparison chart (www.enginerebuilder.org/cost_comparison.shtml) to help shops explain the cost savings and benefits of installing a remanufactured/rebuilt engine rather than purchasing a new vehicle To learn more, visit the Engine Rebuilders Council website at www.enginerebuilder.org. To join the council, contact Courtney Carbone at 301-654-6664 or courtney.carbone@aftermarket.org.

Virginia Shop Provides Training In Hybrid Vehicles Curry’s Auto Service, one of the largest independent auto service and repair shops in the Washington, DC, area, announced recently that it has partnered with Automotive Research and Design (AR&D) to form a new joint venture exclusively for hybrid-electric vehicles, called The Hybrid Shop (THS).

This new service will specialize in serving the hybrid segment of the automotive aftermarket, and will bring an environmentally sound alternative to battery replacement to restore hybrid battery power for greater fuel economy, cost savings and vehicle performance. This new service offering brings unprecedented opportunities for revenue growth and innovation through a complete dealer package now available.

The hybrid vehicle market has experienced a continued upward growth trajectory in recent years.

In 2013, there are: • more than 2.7 million hybrids on the road; • 57 new models available for purchase by various automobile manufacturers; and; • hybrid vehicles account for Go to www.uhsRAPIDRESPONSE.com

approximately 4% of the total new car market.

The U.S. Department of Energy forecasts that the hybrid vehicle market will grow more than 10% by 2015, with the number of new models produced expected to double, and even triple over the next 10 years.

The Hybrid Shop dealer opportunities available also provide shop owners with a variety of new revenue streams and areas for continued business growth in the expanding hybrid market, including: battery conditioning and rebuilding; motor-generator (electronic machine) testing, diagnosis and replacement; power inverter and control system testing; DC-DC converter testing and other hybrid specific maintenance.

Headquartered in Gainesville, VA, Curry’s Auto Service has eight locations in Northern Virginia and one in Maryland. Curry’s services more than 4,500 customers each month at its shops.

For more information, visit www.currysauto.com. ■

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» Directions Di r ect i ons

BY Edward EDITOR BYSunkin Edwar| d

STAMP OF APPROVAL Muscle Car Power Depicted in ‘America on the Move’ Series

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aw power has a stamp of its own as seven-time NASCAR National Champion Richard Petty recently helped dedicate the “America on the Move: Muscle Cars” Forever stamps.

Petty, his son Kyle and Postmaster General Patrick Donahoe, together dedicated the limited-edition stamps at the Daytona International Speedway where “The King” won a record seven Daytona 500 Championships.

Typically equipped with big, powerful engines, these high-performance vehicles began roaring across America in the 1960s. The limited-edition stamps feature five iconic muscle cars: the ’66 Pontiac GTO, the ’67 Shelby GT500, the ’69 Dodge Charger Daytona, the ’70 Plymouth Hemi ’Cuda and the ’70 Chevelle SS. “The Muscle Cars stamps celebrate an exciting era in American automotive history,” said Richard Petty. “These examples of raw power bring back fond memories for me and my family, a testament to how aerodynamics transformed racing.”

“The muscle cars gave everyday Americans the opportunity to experience the rush of driving a fast, powerful car,” said Donahoe. “Just looking at the stamps evokes a feeling of speed. As Forever stamps,

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Because these stamps — just like the great cars they represent — are timeless.”

The Muscle Cars Forever stamps are the third issuance in the “America on the Move” stamp series. Other issuances in the series, ’50s Sporty Cars (2005), followed by ’50s Fins and Chrome (2008), were the work of artist Art Fitzpatrick of Carlsbad, CA. The muscle car artwork was created by Tom Fritz (http://fritzart.com) of Newbury Park, CA. “I spent much time with my father in the garage when he was working on the old woody wagon or the ’56 Chevy. I loved the tools — the way they felt in the hand and the music they made when they were dropped,” said Fritz. “So it was natural that I started to explore the automobile as a source of expression in my art.” they’ll always be good for mailing a First-Class letter anytime in the future. And when you think about it, that’s fitting.

Read more about the cars depicted in the series and the artist at http://bit.ly/1412zEb. ■

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» Gonzo’s Toolbox

By Scott “Gonzo” Weaver

TAKING A LEAP OF FAITH When Relying On Your Knowledge and Expertise Is the Best Diagnostic Plan

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ven with the best information available to the professional tech, there are times when some things just don’t add up or are omitted in the description of how a certain system works.

Dealing with unforeseen problems ends up in a never-ending stumbling block of false leads, misguided diagnostics, or, for the lack of better term, a typical “snafu.” There are a lot of situations when the tech just has to trust his own judgment and go with what seems right, rather than what all the information is suggesting. Call it a gut instinct, dumb luck or maybe a professional guess, but that may be all you have to go on.

Case in point, a body shop sent over a pickup truck with the “Check Gauges” light stuck on.

The gauges checked fine, there were no service codes, and no apparent reason why this warning light should be stuck on. They all matched their actual readings — from the segment tests on the individual gauges, to the values from each of the gauges. Plus, the gas gauge was spot on, and nothing regarding the water temp, charging system, etc. looked out of place.

I called the body shop and asked them what they repaired and what components they changed. As it turns out, the problem was the result of a rather light hit on the driver’s-side front fender area. There was no frame damage and no major components were replaced.

With my initial tests completed, everyone was

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leaning toward a problem with the dash cluster itself, but I wasn’t convinced. Since it was an insurance job, the pressure from the body shop and the insurance company to find the answer was looming to just replace the cluster, than it was to challenge the results.

For me, it comes down to test, retest and test again. I just couldn’t bring myself to replacing the cluster just yet. I wanted some definitive proof before going through all the hassle of reprogramming, and setting the mileage and security system. If the gauges tested good, how can I justify calling them bad?

The more I conducted various tests, the more confused I got. I poured over the description of how the “check gauges” functioned. I was hoping to find some clue that might tell me what I was missing. Nothing stood out — absolutely nothing.

I needed to take that leap of faith that I was right and it wasn’t the cluster. It was a big gamble, I’ll have to admit. I stuck with the idea that the tests were accurate and the problem had to be around the damaged area. There again, not knowing what I was looking for put me in the position that it was all “blind faith” that my test results were right, that I was right and there was something else wrong.

Then, after removing the inner fender, I found a two-wire connector dangling all by itself. As I moved the wire through the space, using the wire length to give me some idea as to where it might go, it ended up at the bottom of the

» Gonzo’s Toolbox battery tray. It’s the battery temperature sensor connector. I’ve run across these being disconnected on older models before, and it’s always associated with a code, but not this time.

After plugging it in, the “check gauges” warning went out. Just to verify the whole thing, I unplugged the sensor and tried it again, and, sure enough, the “check gauges” warning light stayed off.

I still think it’s pretty odd that in all of the operating descriptions, there was never any mention of the battery temperature sensor as part of the “check gauges” warning system. It’s not the first time I’ve run into something that didn’t make sense or that wasn’t explained in a way where I could understand the engineering behind it.

You’d like to think that every possible scenario has been checked and double-checked by the engineers, or at least they’d mention some-

thing about it like: “Oh, by the way, we tied the battery temp sensor to the ‘check gauges’ warning light, and thought you might like to know.

And, don’t worry, the gauges are fine.”

It seems that with all the sophistication we’ve added to these modern cars, there are still some things that haven’t been fully explored regarding the possibilities that could arise.

These “leaps of faith” in today’s marketplace don’t leave any room for exploratory surgery to isolate these problems, and unless you knew about these quirky problems beforehand, your diagnostic time could get lengthy.

I can’t say every answer is in a scanner or manual. Techs have always had to find solutions to a lot of problems that were not even thought to be problems when these systems were created, especially when a certain circuit or communication line gets crossed up and throws a monkeywrench into your diagnostic plan. ■

Weathers Motors Honored as Federated Shop of the Year Weathers Motors, Inc. of Media-Lima, PA, has been selected as the Federated Shop of the Year. The announcement was made in April by Phil Moore, senior vice president of Federated Auto Parts.

The Federated Shop of the Year program recognizes a top shop with a demonstrated track record of excellence in such areas as customer service, quality repairs, knowledgeable staff and community involvement.

Federated member Berrodin Auto Supply nominated Weathers Motors for the honor.

“All of the nominations we received for the Shop of the Year award were very impressive, but Weathers Motors stood out as the best of the best,” said Moore. “Larry and the entire team at Weathers Motors are very deserving of this honor and we congratulate them as the Federated Shop of the Year.”

Weathers Motors, Inc. began in 1922 as a repair shop servicing Model T Fords and Packards and, for many years, was a car dealership selling and servicing Chrysler vehicles. In 2009, as Chrysler went through bankruptcy, Weathers discontinued their relationship with the car company and joined the Federated Car Care network, expanding the repair side of the business that had served the community for more than 90 years. Today, the company’s core mission is to provide exceptional service performed by highly qualified technicians, sell quality pre-owned vehicles and offer top tier customer service.

As the winning shop owner, Larry Weathers III will be Federated’s guest in Orlando at the 2013 Federated National Meeting, receiving special recognition during the awards banquet.

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» TechTalk

ELECTRIC CONVERSION

By Omar Trinidad, Assistant Professor, Automotive Technology, and Ralph Tate, Associate Professor, Southern Illinois University

Electric Vehicle Conversion Consumers interested in joining the electric vehicle group now have the choice of buying new or having your shop convert their current vehicle.

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he electric vehicle’s (EV) popularity among consumers is rising due to its zero emissions, increased efficiency and lower operating costs. While some will choose to purchase a new EV, there has been a growing group of enthusiasts who would rather convert or have someone else switch their petroleum-burning vehicles into electric drive.

So why convert a vehicle? It all boils down to cost. This article will cover a conversion performed on a 2001 Chrysler PT Cruiser (EV Cruiser) with a total conversion cost of about $12,000. This might seem like a high price to pay, but with a daily operating cost of 50 cents per day, it’s easy to see how the cost can be recoverable. One main item that prevents consumers from moving toward an EV is the fear of an expensive battery. Although the batteries in the EV Cruiser are rated to last about eight to 10 years, with the way the EV Cruiser has been driven, the battery cost of $5,500 should be recovered after five years of use. It took about one year

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to finish our project, which included six months of waiting for the batteries to arrive.

The choice between buying and converting is based on finances, fabrication skills, desired range and comfort amenities. Increasing the desired range and comfort level of the vehicle will drastically increase an EV purchase or project cost. For example, the $87,400 Tesla Model S

The stock engine before...

» TechTalk rated to go 275 EPA-certified miles on a single charge comes with all the creature comforts of a luxury vehicle — including a 17” touchscreen infotainment system. On the other side of the spectrum is the Mitsubishi i-MiEV. For $29,000 this vehicle will drive for 62 miles on a single charge, but the comfort level is similar to a base model sub-compact.

Conversion Phases: Design Converting a vehicle into an EV can be categorized into three phases: design, teardown and assembly, and testing. Designing the vehicle starts with specifying the type of system desired, amount of range and the types of accessories desired. Thoroughness and specificity is key when designing. It is the most challenging and time-consuming phase, but having a robust plan of action will prevent any waste of time or finances.

Fortunately, EV conversions are not new and there are numerous credible resources on the web that have chronicled EV conversions on various types of vehicles. The EV community is a very tightknit and helpful group of people who are willing to share information and assist with any type of EV project.

Having this type of resource and support allows for a thorough design and a successful conversion.

The EV Cruiser was designed with three goals: to

attain 35 miles of range, a top speed of 70 mph, and to cause minimal alterations to the vehicle. During the design phase, the first step was to choose between an alternating current (AC) or a direct current (DC) powertrain system. The price between the two systems can vary as much ....and after. Figure 1 $3,000 to $6,000 depending on the type of motor and controller.

Just like most purchases, all of the major components on an EV project will increase in price as efficiency increases. AC conversion kits cost more, but they are also more efficient and can be programed to enable regenerative braking. On the contrary, DC conversion kits cost less, but are less efficient and are unable to utilize regenerative braking.

To keep costs low, the EV Cruiser was designed with a DC Logisystems WarP-Core controller rated at 750 amps and a 9” Netgain WarP series wound DC motor rated at 34 horsepower at 144 volts, and 100 lbs.-ft. at 500 amps (see Figure 1). The motor is equipped with carbon brushes, UnderhoodService.com 19

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Âť TechTalk

ELECTRIC CONVERSION

which are designed to withstand about 50,000 miles of use.

Part of the design phase was specifying battery types and mounting locations. The two main choices of batteries were conventional 12-volt lead acid batteries and lithium-based batteries. Lead acid batteries are more affordable, but are significantly heavier compared to the more powerful lithiumbased batteries. In order to increase range by decreasing weight, the EV Cruiser utilizes 38 prismatic-type cells of lithium iron phosphate (LiFePO4). Each cell is wired in series to provide 120 nominal volts (see Figure 2). To charge the LiFePO4 batteries, an Elcon PFC1500 charger rated at 1.5kW was mounted in the engine bay (Figure 1).

It is designed to charge Figure 2 using a 1.5kW Level-1 charger directly from a regular 120V AC outlet, or a 3kW Level-2 charger similar to a 240V AC dryer outlet (see Figure 3).

Part of the lithium batteries’ cost comes from the BMS (battery management system), which protects it from failing due to heat and over-charging.

The BMS in Figure 4 on page 24 illustrates how Figure 3

each cell is monitored and managed to maintain a certain temperature and voltage. In addition to the BMS, a relayed system with a shunt resistor must be used to precharge the system before fully connecting both sides of the battery to the controller.

Similar to the three system main relays on the 22 June 2013 | UnderhoodService.com

PT Cruiser rear passenger seats

Toyota Prius and other hybrids, the BMS protects the controller from the high-voltage shock of the batteries, though unlike the Toyota Prius, the EV Cruiser is designed with two contactors wired in series (see Figure 5 on page 24).

Based on the design of the vehicle, the batteries are either stored in place of the gas tank, inside the newly gutted and spacious engine compartment, or beneath the passenger seats (Figure 2). On trucks however, the battery boxes can be designed to fit beneath the truck bed to allow utilization. Some opt to place the battery box where the spare tire was stored. No matter where the batteries will be stored, it’s important to keep in mind that the EV utilizes a high-voltage DC system and that the batteries can produce a flammable gas when charging. Thus, safety must always trump range or aesthetics.

One of the main goals of this project was to keep

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» TechTalk

ELECTRIC CONVERSION

alteration and cost of the vehicle to a minimum. The amount of accessories was kept to a minimum by removing the power steering system, and the heating and air conditioning functions (HVAC). Similar to most projects, funding will be the main variable that will increase or decrease the inverse correlation between range and comfort. The main drawback to a minimalistic vehicle is a less “normal” driving experience.

It is possible, depending on the design of the electric motor and drivetrain, to utilize the other side of the motor shaft to drive an accessory pulley. This pulley can provide torque to the power steering pump, AC compressor and alternator. The main drawback to this system is the amount of energy it will drain from the battery to power the accessories. Some vehicles do not allow for this system, but an electric power steering pump and AC compressor can provide the pressure to keep the original systems functional.

One of the main disadvantages of an EV, regardless of whether the vehicle is a conversion or not, is the amount of energy the HVAC system draws from the batteries. The amount is second only to the motor and controller.

For example, Mitsubishi’s i-MiEV is designed with a 47kW motor

Figure 4

Figure 5

and an HVAC system with a combined max power rating of 9.5kW, which makes it one of the most conservatively produced EVs. There are two heating system types available for EV conversions: the first utilizes a ceramic heater that replaces the heater core, the second is a heating system that can be plumbed to the heater core to utilize the 24 June 2013 | UnderhoodService.com

existing plumbing system.

Even though the utilization of the HVAC system will be based on location and desired comfort, it is still essential to have a 12volt system and a vacuum pump for the brake booster. The 12-volt system can be maintained by a DC-to-DC converter or an alternator. The vacuum pump system must be designed with a pressure

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Âť TechTalk

ELECTRIC CONVERSION

sensor to stop the pump at about 21 inHg. These pumps can be purchased from an automotive manufacturer that utilizes vacuum pumps on some of their vehicles or from an EV conversion vendor.

Although the transmission is not considered an accessory, it is another component in which a decision between range and comfort has to be taken. Based on the desired top speed and drivetrain configuration, torque from the motor can be directly applied to the rear differential or transmission for a rear-wheel-drive vehicle, or through a transaxle on a front-wheel-drive system.

Utilizing an automatic transmission will require having a programmable controller to program the shift points, a fabricated coupler to transfer torque to the input shaft of the transmission, and an auxiliary transmission fluid pump to sustain fluid pressures while the motor is not spinning at idle.

Figure 6

The EV Cruiser utilizes the original manual transmission without a clutch to minimize alterations to the vehicle, keep costs low and to increase range. For optimum speed, the transmission is initially shifted into second gear then to third for more speed. Shifting without the clutch may take some time to get used to, but when timed properly, the synchronizers allow for smooth upshifts.

Teardown & Assembly Once the desired system and

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range are specified, the teardown and assembly phase starts. This phase begins by removing the internal combustion engine (ICE), emissions, exhaust, fuel and cooling system components. Furthermore, based on the desired accessories, other components such as the HVAC components would need to be removed to reduce weight.

One of the main tasks for this phase is fabricating the battery boxes, adapter plate, motor mounts and coupler. The battery boxes on the EV Cruiser are fabricated from light-gauge steel, sealed with a silicon sealer, and then painted for protection from corrosion. An adapter plate was fabricated to mate with the transmission bell housing, hold the electric motor, and to maintain the alignment and spacing between the two components (see Figure 6). Depending on the torque rating of the motor, special motor mounts or straps might be needed. Initially, the project was designed with the original motor mounts, but a high-performance solid rubber mount later replaced this design.

Since this project was designed to utilize the originally equipped clutch system, a special coupler was designed to connect the

» TechTalk

ELECTRIC CONVERSION

pressure plate and electric motor together. There are ways to have a clutchless system by fabricating a coupler to connect the electric motor output to the transmission input shaft. However, regardless of whether the vehicle will utilize a clutched or clutchless system, a dampening component must be used to suppress the shock of the motor.

If all the parts are properly fabricated, assembly should be simple. The next step would be to route and connect the motor, controller, batteries and charger. To prolong the lifespan of the batteries, it is important to maintain the batteries while they are not in use.

Allowing lithium-based batteries to fully discharge will ruin the cells.

Testing The last phase entails testing the powertrain, charging and brake system. Testing the powertrain starts by lifting the vehicle off the ground to verify that the motor can rotate the wheels. At this point, it’s important to keep an eye on the amount of current the motor is drawing. The controller will dictate the amount of current in the system. Due to counter-electromotive force, it’s normal for the motor to draw higher current when accelerating from a stop and decrease as the motor’s rotational speed increases. Diagnosis of the controller and motor must be performed if the motor exceeds the rated current draw.

It’s also important to keep an eye on the amount of current the system is drawing when testing the charging system. Absorbed glass mat (AGM) and lithium28 June 2013 | UnderhoodService.com

based batteries require a specific type of charger that monitors charging current. The system should taper charging current as it reaches max capacity and each cell should fully charge at the same rate. Unfortunately, over-

Figure 7

time each cell will deteriorate at different rates. The result is that each cell will fully discharge and recharge at different rates. This imbalance within the battery pack can decrease total capacity.

Furthermore, the imbalance will cause the charging system to either over- or undercharge some cells in comparison to the other cells and cause the battery pack to fail. There are services specifically targeted for the hybrid market to recondition battery packs by balancing all of the cells (see Figure 7). Current is drawn from each cell, pulling the voltage of each cell down to the same level, and charging each cell to max capacity based on each specific cell status. This reconditions any deficient cells to be on par with the rest of the battery pack.

Besides a basic brake inspection, testing the brake system starts by making sure that the system creates and holds vacuum. The only way to do this is by using a vacuum gauge to watch for any drop

in vacuum. A dropping vacuum would indicate a leak in the system, but it’s normal for the vacuum level to drop when the brake pedal is depressed. After depressing the brake pedal several times, the system should switch on the pump to keep the pressure around 21 inHg. Upon testing the major systems, modifications might need to be made to the vehicle. As stated before, the motor mounting components on the EV Cruiser were replaced several times to compensate for a weak engine mount bracket.

Reconverting The EV Cruiser project started in September 2009 and has been driven about 5,500 miles, but the owner has decided to make things a little more interesting. All of the EV components from the vehicle will be transferred over to a red 1990 Mazda Miata. Reusing the lithium-based batteries will allow the EV Roadster to weigh about the same as it did with the ICE. It’s easy to see that another advantage to having an EV conversion is that it can be reconverted. But, that’s a story for another issue.

To be continued…

» ComponentConnection

TURBOS

By Larry Carley, technical editor

The Mod Squad BOOSTING ENGINE POWER WITH TURBOCHARGERS AND SUPERCHARGERS he power that a naturally aspirated engine can make is limited by its displacement and how efficiently you can make it breathe with cylinder head, camshaft and induction system modifications.

The engine can only inhale so much air because the atmospheric force that’s pushing air into the engine is only 14.7 lbs. per square inch at sea level. To make matters worse, atmospheric pressure decreases with elevation.

Air density also decreases with temperature because hot air is thinner than cold air.

Most stock naturally aspirated engines only achieve a peak volumetric efficiency of 75% to 85%.

Multiple valves per cylinder and variable valve timing help improve breathing efficiency in late-model engines, but if you’re working a small block or big block Chevy, Ford or Chrysler engine, you’re usually limited to two valves per cylinder and fixed valve timing.

T

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» ComponentConnection OTHER TRICKS TO IMPROVE AIRFLOW AND VOLUMETRIC EFFICIENCY IN A NATURALLY ASPIRATED ENGINE • Installing a higher lift, longer duration camshaft.

• Modifying the stock heads or replacing them with aftermarket performance heads that have larger valves and better ports.

• Installing an intake manifold with taller and longer runners to help ram more air into the cylinders.

• Installing a larger throttle body or carburetor (or multiple carburetors) that can flow more CFM (cubic feet per minute).

• Adding an air scoop or cold air intake system

to help route cooler denser air into the engine.

• Improving exhaust scavenging with headers and crossover pipes that help improve air flow out of the cylinders.

With such improvements, it is possible to boost an engine’s volumetric efficiency into the 90% range or even higher. But achieving 100% or higher volumetric efficiency (especially at higher rpms) usually requires some type of forced induction system such as a turbocharger or supercharger.

Forced InductIon

comes a lot of deficiencies in the induction system and cylinder heads that would otherwise limit air flow and the engine’s volumetric efficiency. After all, it is much easier to push air into an engine with a turbo or blower than to suck it in with intake vacuum alone.

Even with a relatively moderate amount of boost, say 6 to 8 psi, a forced induction system can easily increase the power output of a typical street engine 150 or more horsepower.

Turn up the boost pressure to 14 to 16 psi and you can usually double the power output of most engines. Crank it up even more and you’re off to the races. The challenge then becomes building the engine so it can safely handle the extra power without breaking something (which we will get to shortly).

A forced induction system overcomes the limitations of atmospheric pressure by pushing more air into the cylinders. Consequently, the engine’s power output becomes a function of how much boost it gets.

What’s more, dialing up the boost pressure over-

TALKING TURBOS Turbochargers are a way of making small displacement engines produce power equivalent to a larger displacement engine. Turbos are also used with most passenger car and light truck diesel engines to boost horsepower and torque across the engine’s rpm range. The amount of boost pressure delivered by the turbo determines the power increase.

UnderhoodService.com 31

» ComponentConnection AIr InductIon dIFFerences A turbocharger uses hot exhaust gases to spin a turbine wheel at high speeds that is connected by a short shaft to an impeller wheel inside the compressor housing. The impeller sucks air into the turbo housing, compresses it and pushes it into the engine to create boost pressure. As it is compressed, the air gets hot (sometimes excessively so), so the air exiting the turbo is usually routed through an air-to-air or air-to-water heat exchanger called an “intercooler.”

Boost pressure is controlled by a “waste gate” that opens to vent pressure once a certain level of boost has been achieved.

Turbo kits are available for many popular applications and greatly simplify installation issues by providing all of the hardware and plumbing that is needed to fit a particular vehicle, including higher flow fuel injectors, a higher flow fuel pump in some cases and a special tuner tool for recalibrating the ECM. Supercharging, by comparison, typically provides more instant throttle response depending on the

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TURBOS

» ComponentConnection Did You Know…

Turbos spin at extremely high speeds — up to 100,000 rpms or faster when they are making peak boost pressure. But to achieve such speeds, it takes more exhaust flow from the engine. So instant throttle response is not one of the advantages of a turbocharger. Most turbos don’t develop much boost pressure until the engine is turning 2,500 rpm or higher. Then the turbo comes on like gangbusters and starts making all kinds of power.

type of supercharger that is used. A supercharger is a belt-driven blower so it is somewhat less efficient than a turbo because it saps power from the engine to drive the blower. A turbo gets its drive energy for free from the exhaust but also creates a small amount of power-reducing backpressure that has to be overcome before it develops boost and starts to make power.

A “positive displacement” supercharger (also called a “Roots” style blower) — like that on the ZR1 Corvette, GT 500 Shelby Mustangs, Roush Mustangs and many street rods — has counter-rotating lobed rotors that force air into the engine. The boost pressure developed depends on engine speed and the underdrive ratio of the pulley on the supercharger.

By comparison, a “centrifugal” supercharger does not have counter-rotating rotors, but uses a compressor design similar to the impeller wheel on a turbocharger. Boost builds with rpm more like a turbo, but throttle response is better because of the belt-drive setup.

Supercharger kits are available for many popular street engines and typically offer a boost in performance of 150 to 200 or more horsepower — which most stock blocks can handle without having to make any additional modifications. But with higher levels of boost, things start to break and additional modifications become necessary to maintain engine reliability.

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TURBOS

turbo FAIlures And engIne Issues Turbocharger failures are often the result of poor lubrication or oil breakdown. The high temperature in the turbo exhaust housing transfers a lot of heat to the shaft bearings in the center housing. If the supply of coolant or oil to the turbo housing is restricted or lost, it can cause bearing failure. Synthetic oil is recommended for turbo engines because it can handle higher temperatures better than conventional oil.

Regular oil changes are also a must.

Because turbos increase compression and power, they also increase heat and pressure inside the engine’s combustion chambers. This can make life difficult for the head gasket unless the gasket is capable of handling the extra boost.

Many head gaskets that are used in factory turbocharged engines are multi-layer steel (MLS).

An MLS head gasket typically has three to five layers of steel. The external layers are usually embossed and coated with some type of hightemperature synthetic rubber, while the center layer may be flat and functions more like a shim. MLS gaskets are more durable than the typical composition head gasket, and can handle the higher temperatures and pressures in turbo applications. Aftermarket MLS head gaskets are often available as an upgrade for replacing head gaskets on many naturally aspirated

TRENDING TURBOS Though turbos have traditionally been used to boost power, lately they are also being used to boost fuel economy. Ford’s EcoBoost engines, for example, use a turbo to make a four-cylinder engine perform like a V6 while still getting the fuel economy of a four. Likewise, a pair of turbos are used on a V6 to deliver performance equivalent to a V8 without increasing fuel consumption.

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» ComponentConnection engines as well as older turbocharged engines that may not have an MLS head gasket.

Original equipment MLS head gaskets usually require an extremely smooth (30 RA or less) surface finish on both the cylinder head and engine block, but most aftermarket MLS gaskets have coatings that can accommodate surface finishes that are twice as rough (60 RA).

engIne ModIFIcAtIons Whenever you’re customizing an engine for a customer that will employ some type of power adder (turbo or blower), at some point major upgrades or modifications will become necessary to safely handle the increase in power. What mods and how much will depend on the engine and the application. Street engines spend most of their time running under relatively light loads and only occasionally are called upon to produce maximum power. But they are expected to last tens of thousands of miles without any major problems. An engine that’s going into a

TURBOS

drag car or some other type of race car, on the other hand, may not rack up a lot of miles in a season but the miles it runs will be hard miles at full throttle under heavy load. So it can be argued that engine durability is just as important for both types of power adder applications.

The upgrades that are necessary to handle power adders will depend on the engine and the power level the engine is built to produce. For a typical street application, changes to the stock pistons, rods and crankshaft are usually unnecessary unless a customer wants to make insane levels of power.

Most stock block V8s can safely handle 150 to 200 extra horsepower on the street without encountering any major problems.

When an engine’s power output exceeds about 600 hp with a small block, or 800 hp with a big block, upgrades start to become mandatory with power adders.

For more on upgrades for performance engines, visit www.enginebuilder.com. ■

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» ImportService

MERCEDES MISFIRE

Bad Vibrations

MANAGING A MERCEDES MISFIRE By Sergio Fernandez, import vehicle contributor

R

eal-life repair scenario: 2003 MercedesBenz E320, with a 3.2L V6 engine and 120,000 miles. A customer brings his car into the shop with a “strange vibration.”

After we scanned the vehicle, we found the following DTCs: P0305, misfire on cylinder #5; and P0301, misfire on cylinder #1.

The freeze-frame data in Generic OBD II gave us the following PID values: PRM = 800, ECT = 190, Eng. Load = 20%, VSS = 0 mph. The long-

Chart 1

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term fuel trim value was near 0% and the Loop Status was Open.

After starting the engine, we observed while the engine was at idle that the misfire or “strange vibration” as described by the customer was barely noticeable. No vibrations were felt when we raised the engine rpm while the vehicle was in Park and under no load. But, when returning to idle speeds after cracking the throttle, we started to feel the misfire.

We removed the 15-amp fuse #58 from the driver’s-side signal acquisition & actuation module (SAM). This fuse is designed to energize the six ignition coils. That way, we are able to control the current at every individual coil using a low-amp probe and an oscilloscope. The current drawn by each coil is twice that of a conventional coil because each double coil is energized by the PCM at the same time, but has two negative wires. The engine was running without misfiring.

During the moment that the misfire was not present, we sprayed a salt and water solution

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» ImportService on the two suspected cylinders, #1 and #5, close enough in order to see the difference.

On most vehicles, wetting the ignition components may help to locate misfires because the electrolytes provide an alternate path to the spark to a ground without high resistance. You won’t be able to see the spark jumping to ground with this method because we are reducing the resistance to ground, making a direct connection with no air gap in between.

Some misfires do not happen long enough for the PCM to see the problem. The worst case is when this happens and the PCM does not recognize the particular cylinder and ends up setting a random misfire when we really have a miss in only one particular cylinder.

We did not have the factory tool to analyze this problem, which means we were unable to watch the PCM counting which cylinder was misfiring at that moment in the timing.

LABSCOPE TESTING We also decided to check the injector pulses using a labscope.

The power to the injectors comes

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MERCEDES MISFIRE

Chart 2

from the 15-amp fuse #43 at the driver’s-side SAM. This fuse is shared in this particular vehicle with some other devices like the CAM sensor and the PCM, so the waveform was going to be very difficult to see and to understand. We decided to check just the pulses at two known-good cylinders, like #6 and #3, and the two suspected cylinders, #1 and #5.

As we know, the injector duration for each cylinder is calculated by the PCM according to the mass air flow sensor signal (incoming air volume) or the manifold absolute pressure (vacuum at the intake) and the engine speed. This basic calculation is modified (when the system is in closed loop) by a program called long-term fuel trim (LTFT). These calculations are constantly modified by instantaneous adaptive values.

These adaptive values are the short-term fuel trim (STFT) values, and are based on oxygen

sensor signals, coolant temperature, air temperature, battery voltage and throttle position.

When the PCM recognizes a 200rpm misfire in one cylinder, the PCM must cut the injector pulse out in that cylinder to prevent the catalytic converter from receiving unburned gasoline and oxygen. As we know, when one cylinder misfires it becomes an “oxygen pump” and can destroy the catalytic converter in just hours if the PCM does not take any action with the fuel.

We had very good injector pulses in the four cylinders mentioned above, but after the misfire returned, the pulses at cylinders #1 and #5 disappeared.

Remember this scenario is normal. In some cases, technicians believe the PCM is bad because they see the injector pulses suddenly disappear when using a noid light. I don’t agree with the use of a noid light to check the injector pulse in a suspected misfire cylinder with the engine

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MERCEDES MISFIRE

running, because although the cylinder is working properly, we “induce” that cylinder to misfire, and, obviously, the PCM will take the action because it was designed to “cut the injector pulse out” in front of a 200-rpm misfire.

It’s beneficial to use the noid light only when you need to see if you have injector pulses at cranking

when the engine does not start (in other words, when the engine cranks but will not start). A lab scope is the right tool to use when the engine is running. While it’s a more expensive tool, it provides a lot more information by just touching one wire in a non-invasive way.

If the injector pulse cuts off from that cylinder, I should see a flat line and 12 volts, which means the power to the injectors is present. Also, I will see the voltage lows as a result of when the other injectors open and close. I won’t know what’s missing if I use a noid light.

COMPRESSION TEST Next, we did a commonly used compression test in all the cylinders with satisfactory results. All cylinders had the same compression, around 180 psi. Then, we performed a dynamic compression test using the Bosch MTS 5200 Engine Analyzer.

Chart 1 on page 40 shows the result of the dynamic compression test of cylinder #3, which is far from being the suspect cylinder.

Remember, the test we are conducting is a dynamic test, with the engine running and the result is going to be approximately 30% of the value that we generally see in a normal cranking compression test. When the engine is running, there is vacuum into the intake manifold and the cylinders cannot breathe (in the same way as when it’s cranking with the butterfly completely open).

Note: When you do a normal compression test, you are checking cylinder sealing, not cylinder breathing.

Think the engine is running at 18” of vacuum? The atmospheric pressure is about 30” at “sea level.” This means the difference is what the engine is sucking in Reader Service: Go to www.uhsRAPIDRESPONSE.com

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MERCEDES MISFIRE

Chart 3

(30 – 18 = 12”). Twelve inches of mercury is the same as 6 psi of absolute pressure. When this pressure is compressed at an 8:1 ratio, we should get 48 psi (6 x 8) of pressure if all the air goes into the cylinder (very important) and is pushed out. The idle reading on a dynamic compression has to be about 50 psi.

If we open the throttle, the atmospheric pressure goes into the intake manifold and the pressure increases. The reading also increases because the engine is able to breathe freely.

Note: Do not keep the engine running for a long time during this test, since the engine temperature will rise. Disconnect the injector in that cylinder and ground the plug wire that corresponds to the cylinder you’re checking.

If one cylinder reads low during dynamic compression compared with the rest, it means the air could not be compressed or could not flow freely into the cylinder.

Chart 2 on page 42 shows the result of the dynamic compression test of cylinder #5, which is the suspected cylinder. The #5 and #1 cylinders were the misfiring cylinders.

Notice how it’s difficult to see any difference between the good and bad cylinder?

We decided to perform an Engine Mechanical Health Condition Test using the vacuum transducer connected to the intake manifold, so we could see 46 June 2013 | UnderhoodService.com

the amount of vacuum created by each engine cylinder. This information is displayed as either a high-resolution waveform or a percent per cylinder bar graph. I prefer the high-resolution waveform (used in this article) because it gives me more information (when a car is having a mechanical misfire) than the percent per cylinder bar graph. The bar graph shows the downward pike.

Chart 3 shows the Engine Mechanical Health Condition Test with the engine running and after a few minutes at idle.

The high vacuum (low pressure) is shown as a downward slope and low vacuum (high pressure) is shown as an upward slope.

The vacuum waveform display mode allows us to view the vacuum waveform that is produced by the intake stroke of each cylinder. The cylinders are listed in the order of the engine’s intake events (which is the same as the firing order).

Vacuum is formed by the downward movement of the pistons during the intake stroke. If the cylinder is sealed, a maximum amount will be formed.

High vacuum improves volumetric efficiency. A normally running engine produces a uniform amount of vacuum on each cylinder.

The average intake manifold level and the engine rpm are shown in the upper right portion of the screen (see Chart 3). The average vacuum manifold level displayed for this car is 13.5 inHG, which is low.

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MERCEDES MISFIRE

Chart 4

Vacuum reading can be interpreted to identify many engine conditions, including the ability of the engine to seal, the timing of the opening and closing of the engine’s valves, and the ability of the engine to breathe. Once again, we are checking only the Engine Mechanical Health Condition.

Ideally, each cylinder on an engine will produce the same amount of vacuum; therefore, the vacuum reading must be equal/even. The waveform should not present any difference, either in the lower portion or the higher portion. Notice in the chart that cylinder #5 is creating less air than the rest of the cylinders, but the engine does set up the misfire at this moment, so the problem is not felt by the PCM yet.

A normal vacuum gauge will be steady at this moment, but see Chart 4 where we raised the engine rpm and the kept the engine running. Pay attention to cylinders #5 and #1 in the waveform.

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Chart 4 shows the Engine Mechanical Health Condition Test with the engine at idle right after the rpm went down.

As you can see, cylinder #5 is unable to create the right amount of vacuum because the exhaust valve spring from that cylinder was broken (yes, it was broken).

The next cylinder (according the firing order), #1 is also unable to create vacuum due to the problem in cylinder #5 that has left air in the intake manifold. That air was not pumped into the cylinder as it should be, but cylinder #5 had a very good result in the compression test; it had the same value as the rest of the cylinders. Remember, when we do a compression test, with either dynamic or normal cranking, we are checking cylinder sealing, not cylinder breathing.

Note: When you have a misfire in two cylinders that are followed by the firing order, focus diagnostics at the first one; the second one may not be the cause of the problem.

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MERCEDES MISFIRE

During the compression tests (either dynamic or less air than the rest, you will be able to see which normal), we found no problems or noticeable differone is causing the problem. It takes just few minutes ences between a known-good cylinder and the susto configure the transducer, then read the waveform pected one, because each cylinder compresses the air with attention to these details. that gets in regardless of its source. The compression In Conclusion: A compression test, whether static gauge, whether an expensive or inexpensive one, or dynamic, is not shows the pressure built by the cylinder. always reason enough to It does not analyze the origin of the gas being pass an engine mechanimeasured. It does not care where the air is coming cal condition when an from; it can arrive “good” from the intake manifold external problem (i.e. or it can come from the exhaust valve, which used to ignition, fuel, etc.) is not open a bit because of the vacuum created by the found. ■ cylinder during the admission Sergio Fernandez has more than 20 stroke.

The vacuum transducer takes a years of automotive experience and specializes in Automotive Electronic Diagnostics, including J2534 measure of the amount of vacuFlash Reprogramming, OBD II, TPMS, advanced labscope, voltage um created by each cylinder and and current testing, and hybrid repair. Sergio is an ASE-certified its waveform is synchronized L1 and L2 Master Technician. Since 2002, he has been a mobile with the spark to show which cylinder is or is not sucking more technical consultant for more than 100 shops located in South Florida and the West Coast. or less air. If one cylinder drags

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» MemoryLane

CORVETTE

By XX

he new Chevrolet Corvette LT1 engine, the first of the Gen 5 family of small block engines, combines several advanced technologies, including direct injection, active fuel management and continuously variable valve timing to support an advanced combustion system.

The Gen 5 small block — a technologically advanced 6.2L V8 that delivers an estimated 450 hp — helps power the 2014 Corvette to run 0-60 mph in less than four seconds.

This engine also helps it be the most fuelefficient Corvette ever, exceeding the 2013 EPA-estimated 26 miles per gallon (mpg) on the highway.

“The Holy Grail for developing a performance car is delivering greater performance and more power with greater fuel economy and that’s what we’ve achieved,” said Tadge Juechter, Corvette chief engineer. “By leveraging technology, we are able to get more out of

T

Read more about the technological advances on the 2014 Chevrolet Corvette LT1 engine at: http://bit.ly/12YZNAe.

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every drop of gasoline and because of that, we expect the new Corvette will be the most fuelefficient 450 horsepower car on the market.”

The Corvette LT1 represents the most significant redesign in the Small Block Chevy’s nearly 60-year history. The LT1 has been optimized to produce a broader power band. Below 4,000 rpm, the torque of the Corvette LT1 is comparable to that of the 7.0L LS7 out of the current Corvette Z06, according to GM officials.

Powerplants in the Corvette’s Lifeline The Corvette wasn’t born with a V-8 between its front wheels. It arrived in the fledging sports car’s third model year, 1955, where it was an option selected by 90% of customers.

That first 4.3L (265 cu.in.) engine produced 195 hp (145 kW) with a four-barrel carburetor. The new Gen 5 LT1 – the third small block to carry the moniker – displaces 6.2L (376 cu.in.) and delivers an estimated 450 hp (335 kW).

The small block V-8 engine was physically smaller, 50 lbs. lighter and more powerful than the “Blue Flame” inline-six engine it replaced in the 1955 Corvette. Its 4.4-inch bore centers — the distance from the center of one cylinder to Photos and technical information courtesy of General Motors Corp.

» MemoryLane

CORVETTE

the next — would come to symbolize the compact, balanced performance of the engine’s architecture.

Every generation of the small block – including the forthcoming Gen 5 — features 4.4-inch bore centers.

After only two years on the market, the Small Block began a steady march upward in displacement, power and technological advancement. In 1957, a version equipped with mechanical fuel injection was introduced, dubbed Ramjet. The only other highvolume manufacturer to offer fuel injection at the time was Mercedes-Benz.

Mechanical fuel injection was discontinued in the mid-60s, but the small block introduced electronically controlled fuel injection in the 1980s on the Corvette and established a benchmark with the 1985 launch of Tuned Port Injection on the C4 generation Corvette.

This electronically controlled port fuel injection system was advanced in its day and its basic design is still used on most passenger cars and light-duty trucks more than a quarter-century later.

The introduction of the Gen 3 small block with the 1997 launch of the C5 Corvette ushered in a new era of technologically advanced performance. It was a

FROM ‘SHOW TO GO’ Corvette was first created under the code-name XP-122 to provide Americans with a glimpse of a European-style sports car designed for this side of the Atlantic. It was one of several concept cars unveiled in January, 1953 at the GM Motorama show in the ballroom of the Waldorf Astoria Hotel in New York City.

Initial plans called for about 150 Corvettes, primarily to help draw potential customers into Chevrolet dealerships scattered across the U.S.’s then-48 states. Overwhelming demand doubled the first-year production to 300 units. The following year, the Corvette moved to a GM assembly facility in St. Louis, Mo., where 3,640 Corvettes were built for the 1954 model year.

Those first Corvettes sparked Americans’ 60-year love affair with the Corvette. Since 1953, more than 1.5 million Corvettes have been built. These cars have become synonymous with American performance — from cruising down Americana on Route 66, to taking the checkered flag at the world’s most prestigious road race, the 24 Hours of Le Mans.

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» Spotlight

MAHLE

XX

GM Corvette LS Engine since set the pace for engineering quality in both technology and design for the industry. The Clevite® engine bearing product offering includes the most extensive line of engine bearings in the market – with full coverage for the GM LS engine in both stock replacement and performance engine bearings – and is used more often than any other bearing worldwide.

MAHLE Clevite Inc. offers a full range of aftermarket products specific to the GM Corvette LS engine in original equipment quality. The same OE market standards carry over directly to the MAHLE Original, Victor Reinz and Clevite brands – brands that have been a respected partner of the trade, garages and engine repair shops worldwide for decades.

®

MAHLE Original pistons are OE quality with premium OE features, including compensated ring grooves and expansion control designs for small clearances. These cutting-edge design features assure proper ring loading and oil control, and the ability to reduce engine noise, wear, and emissions. MAHLE Original® LS pistons also are equipped with GRAFAL®, a graphite impregnated resin developed by MAHLE that is applied to the piston skirt. This crucial coating provides improvements in adverse operating conditions such as breakin, temporary overloading, inadequate lubrication and oil dilution after frequent cold starts.

Victor Reinz innovation has helped shape the technology of engine sealing employing application engineering to design engine gaskets as a system. Collaborating with OE engineers to analyze mating hardware, sealing stresses, joint rigidity and other parameters, Victor Reinz uses design, materials, and ADVERTORIAL

processes to achieve the best seal.

“Application engineering” makes a difference in installation, performance, and durability – providing performance you can count on.

When it comes to the LS engine Victor Reinz utilizes state-of-the-art Intellicoat™ blue FKM elastomer coating on the “active” layers of the MLS gasket. This special coating is recognized for the outstanding ability to seal the head and block mating surfaces (up to 60RA) without the need for exotic surfacing equipment and techniques.

MAHLE Original® piston rings incorporate the finest materials while providing optimum performance in engines. The CP-20 TM piston ring offering features higher tensile and yield strength, greater fatigue life and greater hardness while still offering a lower ring mass. This ring, found in the LS1 engine, gives engine builders the confidence to know they are installing the very best in quality and performance.

American-made Clevite® engine bearings were developed in Atlantic, Iowa in 1929 and were the first precision insert-type bearing.

These innovative bearings have

1 (248) 347-9700

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» MemoryLane

CORVETTE

Corvette and Small Block Performance Milestones • 1955: 265-cid V-8 debuts in the Corvette as an option, with 195 hp. Ninety percent of customers select it.

• 1957: 283-cid V8 introduced; Rochester mechanical fuel injection helps the small block produce 283 hp — or one horsepower for every cubic inch.

• 1959: William Mitchell, vicepresident of GM styling, races the original Stingray Corvette racing car concept, which features a 315-

hp version of the fuel-injected 283 small block.

• 1964: 327-cid Small Block is

clean-sheet redesign of the architecture — retaining, of course, the 4.4-inch bore centers and cam-in-block foundation — with features including an aluminum, long-skirt cylinder block with six main cap fasteners, high-flow cylinder heads that improved high-rpm horsepower and a lightweight composite intake manifold.

As the C6 Corvette enters its final year, it sends off the Gen 4 small block with a couple of notable distinctions: The 7.0L LS7 engine that powers the Corvette Z06 is the largest-displacement production

The all-new, seventh-generation 2014 Corvette Stingray served as the Indianapolis 500 Pace Car last month, leading the field to green at the start of the 97th running of “The Greatest Spectacle in Racing,” on May 26, at Indianapolis Motor Speedway. It marked a record 12th time the Corvette has served as the Pace Car, starting in 1978.

56 June 2013 | UnderhoodService.com

rated at 375 horsepower with Rochester fuel injection; the first Holley four-barrel carburetor is used on a production small block engine.

• 1969: The 350-cid small block is introduced in the Corvette. The

small block ever, while the 638-hp 6.2L supercharged LS9 engine in the Corvette ZR1 is the most powerful production small block ever, helping power the car to a 205-mph top speed.

LT1 Legacy The first LT-1 (with a hyphen) engine was introduced in the Corvette in 1970 as an option. It was a raucous, racing-inspired engine with solid valve lifters, a high-lift camshaft and high-winding personality that redefined small block performance.

» MemoryLane standard engine is rated at 300 hp and an available “L46” version is rated at 350 hp.

• 1970: The first LT-1 debuts in Corvette, rated at 370 hp and 380 lb.-ft. of torque.

• 1972: Final year for the Gen 1 LT-1.

• 1982: Cross Fire electronic fuel injection introduced, featuring a pair of diagonally opposed throttle bodies feeding a 350 engine and rated at 200 hp.

• 1985: Tuned Port Injection

introduced on the Corvette, ushering in the modern age of port fuel injection and increasing the Corvette’s horsepower rating to 230.

• 1986: Aluminum cylinder heads introduced mid-year on the Corvette.

• 1987: Hydraulic roller lifters

Displacing 350 cubic inches (5.7L), with a compression ratio of 11:1, it was rated at 370 hp at 6,000 rpm and 380 lb.-ft. of torque at 4,000 rpm. It was enough to push the Corvette from 0 to 60 mph in

introduced on the “L98” Tuned Port Injection engine, reducing friction for greater efficiency and performance – the Corvette’s output jumps to 240 hp.

• 1992: Gen 2 LT1 introduced in the Corvette, featuring a reverseflow cooling system, all-new cylinder heads and computercontrolled ignition timing, pushing horsepower to 300 – a 20% jump over the ’91 Corvette’s L98 engine.

• 1996: The high-output LT4, with

less than six seconds.

Indeed, the LT-1 was a true high-performance powerhouse, featuring many heavy-duty components not found on the Corvette’s standard Continues on page 72

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» TechTips

Nissan / Chrysler / GM This month is sponsored by:

2004-’05 Nissans Have MIL On with DTC P0300-P0306, P1273 or P1283 DTC

Applied vehicles: 2004 Maxima (A34) 2004 Quest (V42) 2004-2005 Altima (L31) with VQ35 Only

Cyl Connector location Connector Between # # pins

P0301 1 P1273 P0303 3 P0300 P0305 5

Concern:

P0302 2 P1283 P0304 4 P0306 6

Injector sub-harness Injector sub-harness Injector sub-harness

F101 F101 F101

Injector Injector Injector

F18 F20 F22

5&6 5&2 5&1 of injector of injector of injector

An MIL “On” with one or more of the following DTCs Chart 1: Resistance: 11.5 to 15.5 Ω at 50-190° F (10-88° C) [room temperature stored: to engine warm temperature] • P0300, P0301, P0302, this bulletin and P0303, P0304, P0305, P0306 (cylinder misfire); or – will be significantly different from the non• P1273, P1283 (A/F ratio lean). incident injectors at the other cylinders.

Action: Important: The purpose of Action is to give you a quick idea of the work you will be performing.

Injector resistance may cause one or more of the You must closely follow the entire Service above listed DTCs to be set.

Procedure as it contains information that is • Check the resistance of the injectors against the essential to successfully completing this repair. values in this bulletin.

Service Procedure: Note: Incident injectors will have resistance values: – outside of the specified range indicated in Use Chart 1 to determine which injectors to inspect.

DTC 1273 = Bank 1 (requires checking only that bank) 1. Locate and separate the F44 engine harness connector from the F101 injector sub-harness connector. See Figure 1.

2. Using Chart 1 and the pin location in Figure 2 on page 60, measure the resistance of the injector(s).

DTC 1283 = Bank 2 (requires checking only that bank) Important: • Replace an injector only if its resistance is outside of the above range and the resistance is much different from the resistance of the other injectors.

Figure 1

58

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» TechTips

Nissan / Chrysler

– A single injector usually causes this incident. If more than one injector has resistance values out of specification: - there might be a general problem with the accuracy of the resistance measurement, or - component (injector) temperature condition may be high or low, or - the vehicle is not of the applicable range.

DTC P0301-P0306 requires checking a single injector. (refer to Chart 1 and procedures used in DTC P1273 or Figure 2 P1283) DTC P0300 (requires checking – this can result in a P0300 all injectors) code. (refer to Chart 1 and proceIf resistance of all injectors is dures used in DTC P1273 and within the 11.5 to 15.5 Ohms at P1283).

50-190° F (10-88° C) and the Note: It is possible that a single engine temperature is room injector incident: temperature to engine warm – can affect the air fuel sensor temperature range, return to control for a bank of cylinders ASIST for further diagnosis. and Courtesy of Mitchell 1.

Cylinder Head Oil Gallery Cup Plug Service for Chrysler 2.7L Engine This bulletin provides service information for 1998-2002 Chrysler 2.7L engine cylinder head oil gallery cup plugs.

Note: You must determine which cup plug is leaking before performing this procedure. If necessary, perform an engine oil leak dye test.

Each cylinder head on a 2.7L engine has six external oil gallery cup plugs. It is not necessary to remove the original cup plug to install a new cup plug. The cup plug bore is deep enough to allow for two plugs. If it becomes necessary to service an oil gallery cup plug, perform the Repair Procedure.

Note: Inspect the cup plug bore in question for the presence of two cup plugs. If the cup plug flange is just inside (1-2 mm) the chamfered edge of the bore, two cup plugs are already in place and the cylinder head cannot be repaired.

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Âť TechTips

Chrysler

Part No.

Description

AR 1 04792279

1 Plug, Oil Gallery, 3/8 in.

1 Mopar Gasket Maker

AR 1 0431 8083

Figure 3: Oil gallery cup plug

Repair Procedure: 1. Remove the component(s) necessary to gain access to the oil gallery cup plug requiring service.

Note: Some of the oil gallery cup plugs are serviceable with the head installed on the engine and the engine in the vehicle, while others require removing the affected cylinder head from the engine. In either case, only replace the cup plug requiring service.

2. Clean the cup plug bore with brake cleaner and compressed air.

It is not necessary to remove the existing cup plug.

3. Lightly coat the new cup plug with sealer; P/N 04318083.

4. Using an appropriate installation tool, drive the new cup plug into the bore until the flanged edge of the plug is just inside (1-2 mm) the chamfered edge of the bore (Figure 3).

62 June 2013 | UnderhoodService.com

» Spotlight

Federated

Federated Covers the Import World with Complete Line of Intermotor™ Engine Management Parts

Working in partnership with Standard Motor Products, Federated now offers the complete line of engine management parts from Intermotor™, SMP’s import brand.

“At Federated we are continuing to see an increase in the amount of import vehicles we service,” said Phil Moore, senior vice president of Federated Auto Parts. “With Intermotor™, we can provide our customers with premium quality engine management parts for all the major import vehicles. From ignition and relays to sensors and fuel injectors, Federated has you covered with its full line of genuine Intermotor™ parts.”

For decades, Intermotor™ has been a trusted brand of import engine management parts and has long been recognized as a leader in the import market abroad. Based in Europe, Intermotor™ is a basic manufacturer and renowned supplier to many import programs. Intermotor™ has built its reputation by engineering and distributing a full line of genuine import parts that are unrivaled for their superior quality, original match and comprehensive coverage.

The combination of SMP’s resources and the highly regarded Intermotor™ brand name has positioned Intermotor™ in the United States as a broad import engine management line with a concentration on high technology categories such as computerized engine controls, fuel injection and emission controls. Products include ignition and electrical parts, relays, switches, ABS sensors, camshaft and crankshaft sensors, MAP sensors, TPMS and vehicle speed sensors, ignition coil-on-plugs and more.

The Intermotor™ line includes every part number with an import nameplate for the engine management category.

Genuine Intermotor™ import parts fit right every time which means no comebacks. Intermotor™ is also very particular about fit, form and function down to the last detail. Professional technicians can trust that the Intermotor™ brand provides a genuine import part in every box.

“Our customers demand the best parts and coverage in the marketplace,” said Moore. “More and more people own imports so it is imperative that our customers be prepared for the increase in imports that need service. With Intermotor™ we are giving our customers the competitive edge when it comes to serving import vehicles.”

Intermotor™ is one the many brand-name quality auto parts available from Federated. Working closely with its manufacturing partners, Federated gives its customers the best support, service and training in the aftermarket. For more information, visit www.federatedautoparts.com.

1-800-555-5555 ADVERTORIAL

federatedautoparts.com

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» TechTips

Chrysler / GM

5. Allow the sealant to cure for at least 20 minutes.

6. Assemble any components removed in step 1 as necessary.

provided by the Automotive Parts Remanufacturers Association (APRA). For more information on technical bulletins available through APRA call 703-968-2772 or visit www.AutoBulletins.com.

Some or all of this information was

Some 2000-’03 GM Vehicle Owners May Complain of Loss of Coolant or Milky Colored Oil Affected 2000-’03 3.8L V6 vehicles: Buick: LeSabre, Park Avenue, Regal Chevrolet: Impala, Monte Carlo Pontiac: Bonneville, Grand Prix Some owners of the above vehicles may comment on a loss of coolant, having to add coolant, coolant odor or a milky substance on either the oil dipstick

or oil fill cap. Additionally, owners may indicate that there are signs of coolant loss left on the ground where the vehicle is normally parked.

This condition may be due to coolant leaking past the intermediate intake or throttle body gaskets.

Correction: Important: The upper intake manifold should not be replaced for a coolant leak condition, unless a rare instance of physical damage is found. Even if the throttle body surface shows a slight warpage, the upper intake should not be replaced unless a driveability concern is noted or a relevant engine DTC, such as a code for an unmetered air leak, is set and the upper intake manifold can clearly be shown as the cause of the concern.

Thoroughly check for any external leaks. If none are found, then replace the intermediate intake manifold gasket and the throttle body gasket. When changing the throttle body gasket, the nuts that retain the throttle body should be replaced with a new design that improves torque retention. Medium-strength thread locker should be applied to the studs before installing the new nuts.

Courtesy of Identifix. ■

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» Shop The Ultimate Import Wire — Genuine Intermotor Import Ignition Wire Sets are unrivaled for quality, coverage and original match. According to Intermotor, no one provides more extras like factory-installed separator clips, anchors, protective loom and trays to keep wires sorted properly and safely. Intermotor ignition wire sets install with ease for exceptional power, performance and extra-long service life. Visit www.IntermotorImport.com.

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Increasing vehicle fuel economy and engine performance while decreasing vehicle exhaust emissions backed by unmatched product quality and after-sale support, Spectra Premium’s new line of O2 sensors feature fully waterproof, climate-resistant electrical connectors that are an exact match to the vehicle harness. They are 100% performance-tested to meet vehicle requirements with all accessories included for installation.

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ToughOne Absorbent Glass Mat (AGM) batteries are uniquely designed to meet the demands of today’s vehicles, providing superior performance in vehicles with multiple electronic devices and dependable power and longer life in all climates.

Providing twice the battery life of a standard battery, ToughOne Platinum AGM batteries utilize PowerFrame Grid Technology to deliver up to 70% better electrical flow.

ToughOne, available exclusively from Advance Auto Parts Professional, offers industry-leading coverage for foreign and domestic applications. For the latest promotions on ToughOne products, visit AdvanceCommercial.com/seasons or call your local Advance delivery store.

Reader Service: Go to www.uhsRAPIDRESPONSE.com The Perfect Brake Job — Because not all brake parts wear at the same rate, it can be difficult for a driver to know when or what parts need replacement. Whether doing a routine inspection or replacing worn parts, The Perfect Brake Job from NAPA Brakes provides reliable, step-by-step inspection and replacement procedures. To learn more, visit theperfectbrakejob.com.

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Based on recent Google keyword search analysis, approximately 823,000 local Google searches for “AUTO REPAIR” are done on mobile devices each month. However, more than 90% of small business websites do not display properly on smartphones. MoFuse Local, a provider of mobile web content, has an affordable solution to help auto service businesses reach these mobile customers. For businesses with a standard website, MoFuse Local provides a re-direct code that detects when a visitor is on a phone and automatically serves the mobile-friendly site to maximize the auto repair shop’s opportunity for new business. If a business does not have a website, the MoFuse Local site can work as a primary website.

Visit mofuselocal.com/deal/uservice.

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» Shop The 2001-’04 Dodge/Chrysler vehicles that trudged through the ice, snow and salt this past winter are especially susceptible to Electronic Automatic Transmission Control (EATX) Module problems. This is evident through poor shift quality, hesitation, decreased fuel mileage or even the vehicle switching into Limp Mode. CARDONE now offers 11 exclusive part numbers of A1 CARDONE Reman EATX Modules, which offer OE performance without the high price. These modules are in stock, ready to ship.

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WORLDPAC recently launched a series of redesigned parts-focused web pages, which feature enhanced information about available products, product categories, carlines, supplier brands, tools & equipment and more. The new web pages offer more product content with enhanced navigation tools for an improved user experience. Visit www.worldpac.com/parts. The complete WORLDPAC inventory includes more than 110,000 automotive replacement products for more than 40 carlines.

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Avoid the costly, timeconsuming replacement of the connections between a metal line and A/C reduced barrier hose. The new Smart Splice Line-to-Hose Connector from AirSept offers a permanent repair with only a five-minute installation and no waiting for special-order OE lines. Repairs can be made often without line removal, saving labor time and increasing job profitability. The Smart Splice Line-to-Hose Connector is based on proven, advanced seal and vibration-resistant technologies that make it superior to traditional compression fittings, according to the company.

Smart Splice Line-to-Hose Connectors are available in standard metric and SAE sizes for most automotive applications.

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The new TechSmart Technician Bench Guide includes more than 160 of the most popular and innovative products with all TechSmart categories represented. Products are highlighted with features, benefits and vehicles in operation (VIO) information. QR codes have also been integrated into the guide. The digital version can be downloaded at www.TechSmartParts.com.

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Quaker State is introducing the new, reformulated Quaker State Ultimate Durability Full Synthetic Motor Oil, designed to deliver motorists a fuel economy savings of an average of 5 cents per gallon, while providing unsurpassed protection against friction-related wear. Using a proprietary moly formulation, the new full-synthetic additive package of Quaker State Ultimate Durability helps to keep oil fresh, benefitting fuel economy. With the average vehicle age currently at 11 years, the new Ultimate Durability motor oil contains additional anti-oxidation additives to help fight engine oil aging, and fight against thermal and viscosity breakdown, helping to increase the overall length of an engine’s life.

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Get FREE PRODUCT AND SERVICE INFO from the companies featured in this issue of Underhood Service. >> VISIT www.uhsRapidResponse.com and click on the company from which you want information. >> OR, go to www.UnderhoodService.com and click on the Underhood Service Rapid Response Logo.

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AAPEX 23 Advance Auto Parts Professional 12, 13 Affinion Group Insert Airtex Corporation 11, 48 ALLDATA 62 Auto Value/Bumper to Bumper Cover 4 Bar's Leaks 64 BlueDevil Products 50 Delphi Products & Service Solutions 20, 21 DENSO Products and Services America, Inc. 7, 43 Dipaco Inc. 38 Drew Technologies 25 Federated Auto Parts 36, 37, 63 Intermotor/SMP 3 Jasper Engines & Transmissions 59 King Electronics 26 MAHLE Clevite 35, 55 Melling Engine Parts 57 Motorcraft,Ford Motor Company 33 NAPA Cover Card, 5, 49 Nissan Motor Corp. USA Cover 3 NTK Oxygen Sensors 15

O'Reilly Auto Parts Parts Plus Permatex Inc Schaeffler Group USA Solv-Tec Inc. TechSmart/SMP Toyota TYC/Genera Corp.

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DIRECT CLASSIFIEDS

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» MemoryLane

CORVETTE

Continued from page 57

330 hp in limited-edition Corvette models, is the finale for the Gen 2 engine.

• 2008: The 6.2L Small Block debuts on the Corvette with 430 horsepower.

• 2009: New Corvette ZR1 receives a 638-hp, super-

• 1997: New Gen 3 Small Block debuts in the allnew C5 Corvette, carrying the LS1 name and features an all-aluminum construction, deep-skirt block and 350 hp.

• 2001: Higher-performance LS6 engine with 385 hp powers the new, track-oriented Corvette Z06.

Horsepower increases to 405 in 2002.

• 2005: The Corvette’s new, 6.0L LS2 engine with 400 hp introduces the Gen 4 Small Block.

• 2006: Racing-inspired 7.0L LS7 engine debuts in the Corvette Z06 with 505 hp and features forged titanium connecting rods, high-flow cylinder heads, titanium intake valves, dry-sump oiling system and more.

charged LS9 small block – the most powerful production-car engine ever built by GM and enabling a 205 mph top speed.

• 2011: GM builds its 100 millionth small block on Nov. 29. It is an LS9 engine built at the Performance Build Center, in Wixom, MI. • 2012: Final year for the Gen 4 engine in the Corvette.

• 2013: New LT1 Gen 5 Small Block debuts in the seventh-generation, 2014 Corvette with preliminary output of 450 hp (335 kW) – 231% more power from only 42% larger displacement. It is the most significant redesign in the small block’s nearly 60-year history.

350 engine, including a stronger cylinder block with four-bolt main caps, forged aluminum pistons, a high-rise aluminum intake manifold, a baffled oil pan for reduced windage, a transistorized ignition system and high-volume oil and fuel pumps.

Only 1,287 Corvette’s left the factory in 1970 with the LT-1 engine. It remained in production for another couple of years, but lower compression ratios and other regulation-conforming changes resulted in lower horsepower.

The LT1 (no hyphen) returned to the Corvette in 1992, launching the five-year lifespan of the Gen 2 small block. It’s built on the successful design of the L98-code Gen I small block that debuted in the 1985, featuring the port fuel injection design that most automotive engines still use today. Like the original LT-1, the Gen 2 version displaced 350 cu.in. and featured a four-bolt-main block.

The Gen 2 LT1’s most significant update over the Gen I small block was a reverse-flow cooling system,

which cooled the cylinder heads first to achieve lower cylinder temperatures. (http://bit.ly/12lVel8) That allowed a higher, 10.4:1 compression ratio that helped achieve greater power: 300 hp at 5,000 rpm and 330 lb.-ft. of torque at 4,000 rpm. It helped the Corvette achieve 0-60 acceleration comparable to the 1970 model, while also helping propel the 1992 model to a top speed of more than 160 mph.

To mark the final year for the C4 Corvette generation and the final year for the Gen 2 small block, a pair of special-edition models was offered in 1996 with a higher-power version of the engine, dubbed LT4. It was rated at 330 horsepower and is easily identified by its red cast-aluminum intake manifold.

After an 18-year hiatus, the LT1 returned to the Corvette for 2014, matching an all-new car with the all-new Gen 5 engine. With a preliminary output of 450 hp (335 kW), the new LT1 builds on a heritage of high-winding, power-dense small blocks that have become high-performance legends. ■

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