Import Car, 11.2012

❯❯ MAF Sensor Testing November 2012

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MAGAZINE

❯❯ TTY Suspension Components

❯❯ Gonzo’s Toolbox

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CONTENTS 32

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Publication

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Volume 34, No. 11

42

Torque-to-Yield

Mitsubishi

MAF Sensor

Suspension Components

Brake & Chassis Repairs

Testing Methods

These bolts and studs that stretch are becoming more common under the car. They can weigh less and still apply the same clamping loads. Plus, the clamping loads are more consistent and controllable.

Problems on these undercar systems can be detected during routine maintenance. Everything from loose ball joints to worn-out brakes can be checked while the vehicle is on the rack and, oftentimes, the driver has no idea there’s a problem.

Troubleshooting MAF sensor problems can become a major headache for diagnostic technicians because the failure is usually one that involves a calibration error, rather than an outright electrical or mechanical failure.

ImportCar Staff Publisher Jim Merle, ext. 280 jmerle@babcox.com

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

Graphic Designer Kelly Gifford, ext. 249 kgifford@babcox.com

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

Editor Mary DellaValle, ext. 221 mdellavalle@babcox.com

Technical Editor Larry Carley lcarley256@aol.com

Advertising Director Cindy Ott, ext. 209 cott@babcox.com

Circulation Assistant Kim Hedgepeth, ext. 260 email: khedgepeth@babcox.com

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DEPARTMENTS Columns 06 Editor’s Notebook

Publication

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Contributing Writers Larry Bailly, Quality Foreign Auto, Mill Creek, WA

07 News Update

Bob Dowie, Village Auto Works, Chester, NY

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12 Guess the Car Contest

Gary Goms, formerly of Midland Engine Electronics & Diagnostics, Buena Vista, CO Scott “Gonzo” Weaver, Superior Auto Electric, Tulsa, OK

Editorial Advisory Board

16 Gonzo’s Tool Box

Bob Dowie, Village Auto Works, Chester, NY Bob Howlett, The Swedish Solution, Orange Village, OH

48 Import Tech Tips

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Chris Klinger, Precision Incorporated, Tucson, AZ Steve Louden, Louden Motorcar Services, Dallas, TX

54 Essentials (New Products)

Frank Scandura, Frank’s European Service, Las Vegas and Henderson, NV Joe Stephens, Stephens Automotive, Palatine, IL

56 Classifieds

John Volz, Volz Bros., Grass Valley, CA

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59 Ad Index

Babcox Media, Inc. 3550 Embassy Parkway Akron, OH 44333-8318

60 NASCAR Performance

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President

Bill Babcox bbabcox@babcox.com

Vice President/ Chief Financial Officer

Greg Cira gcira@babcox.com

Vice President/ Group Publisher

Jeff Stankard jstankard@babcox.com

Controller

Beth Scheetz bscheetz@babcox.com

In Memoriam

Become a fan on Facebook

Follow us on Twitter

Founder of Babcox Publications

Edward S. Babcox (1885-1970)

Chairman

Tom B. Babcox (1919-1995)

IMPORTCAR (ISSN 1069-4714) (November 2012, Volume 34, Number 11): Published monthly by Babcox Media, Inc., 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: Send address changes to IMPORTCAR, 3550 Embassy Parkway, Akron, OH 44333. IMPORTCAR is a trademark of Babcox Media, Inc. registered with the U.S. Patent and Trademark office. All rights reserved.

A limited number of complimentary subscriptions are available to individuals who meet the qualification requirements. Call (330) 670-1234, Ext. 260, to speak to a subscription services representative or FAX us at (330) 670-5335. Paid Subscriptions are available for non-qualified subscribers at the following rates: U.S.: $69 for one year. Canada: $89 for one year. Canadian rates include GST. Ohio residents add current county sales tax. Other foreign rates/via air mail: $129 for one year. Payable in advance in U.S. funds.

Mail payment to IMPORTCAR, P.O. Box 75692, Cleveland, OH 44101-4755. VISA, MasterCard or American Express accepted.

Member BPA International, Inc. Founded 1979. 䊚2012 by Babcox Media, Inc.

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[ Editor’sNotebook

By Mary DellaValle|EDITOR

Maintenance Matters!

Vehicle Checks and Customer Education Yield Unperformed Maintenance Dollars

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hat’s the value of the uneducated consumer mindset toward preventive maintenance and its link to betterperforming, safer, longer-lasting, more fuel-efficient vehicles?

It’s a whopping $60 billion-plus.

One of the main contributors of unperformed maintenance is consumer neglect due to the lack of knowledge about vehicle system operation, and the need for system checks at specified intervals.

We want to help you garner

Mary DellaValle, mdellavalle@babcox.com

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some of those overlooked maintenance dollars. See the special Maintenance Matters supplement that’s adjacent to this page. This 24-page piece includes special articles that help define the profit potential available within the maintenance category, and provides useful information to help you sell maintenance services to your customers.

In the “Maintenance Chronicle” sections we feature an eight-bay shop located in Alexandria, VA, and a threebay shop in Akron, OH. We’ve documented their

maintenance service workflow over a two-week process, as a means to showcase the sales and profit potential in vehicle maintenance services.

Preventive maintenance checks and thorough inspections by shop owners and technicians can drive the purchase and installation of filters, wiper blades, lighting, oil, shocks and struts, batteries, antifreeze, tires, belts and hose, and other maintenance-related parts and equipment.

So what are you waiting for?

Tout the advantages and value of preventive maintenance.

Showcase your expertise in restoring the integrity of vehicle systems. Earn your customers’ trust and repeat business. In the process, you’ll boost your shop’s profitability in automotive maintenance services.

Maintenance really does matter — in more ways than one. IC

NewsUpdate] Multi Parts Supply Announces First Significant Corporate Rebrand was and is opportunity. The sum of our efforts is Multi Parts Supply (MPS) announced that the focused on bringing them opportunity.” company has recently undergone the first signifiThe final component in the cant corporate rebrand in its corporate rebrand is the MPS nearly 25-year history. The website, that will be rolled rebrand centers on the tagline out globally by the end of and brand theme: Opportuni2012. Multiple language verty. The Sum of Our Parts. The sions of the rebranded webrebrand was motivated by site are also slated for 2013.

MPS’ desire to distinguish its brand and better reflect its singular focus as a developer and manufacturer of afStatement of Ownership, Management and Circulation termarket auto parts for (Act of August 12, 1970; Section 3685. Title 39. United States Code.) full-line manufacturers and their leading global brands.

Publication Title: ImportCar Publication Number: 1069-4714 Filing Date: Sept. 20, 2012 The new brand and associIssue Frequency: Monthly Number of Issues Published Annually: 12 Annual Subscription Price: $69 Complete Mailing Address of Known Office of Publication: 3550 Embassy Parkway, Akron, Ohio 44333ated collateral communi8318, Summit County.

Contact Person: Pat Robinson Phone: 330-670-1234 cates the corporate Complete Mailing Address of Headquarters of Publisher: Same as above.

Publisher: Jim Merle (address same as above). Editor: Mary DellaValle (address same as above). philosophy and illustrates Managing Editor: Jennifer Clements (address same as above). what MPS defines as its key Owner: Babcox Media, Inc., William E. Babcox (Owner) 3550 Embassy Parkway, Akron, OH 44333.

Known Bondholders, Mortgagees and Other Security Holders Owning or Holding 1 Percent or More differentiators: culture, of Total Amount of Bonds, Mortgages or Other Securities: None. people, facilities, process, Publication Title: ImportCar Issue Date for Circulation Data Below: August 2012. products and quality.

Extent and Nature of Circulation: Average no.

Actual no.

Commenting on the copies each copies of issue during single issue rebrand, President Brian S. preceding nearest to 12 months filing date Cohn stated, “Early in our history, it was important for A. Total Number of Copies 30,131 30,376 B. Paid and/or Requested Distribution people to recognize our – Outside County Paid/Requested Mail global capability and operSubscriptions Stated on PS Form 3541 28,968 27,991 C. Total Paid and/or Requested ations. While this message Circulation 28,968 27,991 D. Nonrequested Distribution is still vital to the MPS – Outside County Nonrequested Copies Stated brand story, over time, it on PS Form 3541 113 1,355 – Nonrequested Copies Distributed Outside the Mail 787 765 has become more critical E. Total Nonrequested Distribution 900 2,120 that our industry recognize F. Total Distribution 29,868 30,111 G. Copies Not Distributed 264 265 what benefit MPS repreH. Total 30,132 30,376 I. Percent Paid and/or Requested sents.” Cohn continued, Circulation 97.0% 93.0% “We dug deep to get at Publication of Statement of Ownership will be printed in the November 2012 issue of this publication. the heart of what we bring I certify that the statements made by me above are correct and complete. our customer and supplier Pat Robinson, Circulation Manager September 20, 2012 partners. The clear answer Import-Car.com

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[ NewsUpdate Longtime Babcox Media Executive Becky Babcox Passes Away Babcox Media is saddened to announce the passing of Mary Rebecca “Becky” Babcox, a longtime automotive aftermarket industry veteran. Becky died peacefully on Oct. 15, 2012, in Akron, OH, after a long battle with Multiple System Atrophy (MSA). She was 60 years old.

For many years, Becky was coowner of Babcox Media, along with her brother, Bill Babcox.

Together, they were the third generation of the Babcox family to run the company founded by their grandfather, Edward S. Babcox in 1920. Becky retired from the company in 2006, after nearly 30 years in the business. She was named “Woman of the Year” by the Car Care Council Women’s Board that same year.

In addition to serving as Corporate Secretary of Babcox, Becky was Publisher of Automotive Rebuilder magazine, known today as Engine Builder magazine. She was an active participant in the rebuilding industry, serving as a board member of the Production Engine Remanufacturers Association (PERA) and numerous other aftermarket associations, including the Engine

Builders Association (AERA), the Automotive Parts Remanufacturers Association (APRA) and the Car Care Council Women’s Board.

Becky was well-known and respected for her contributions to the industry and made many friends among aftermarket professionals during her years of service. With her warm and friendly nature, Becky couldn’t walk down the aisles at trade shows without receiving abundant hellos from admiring industry peers. All those who knew her would say her generosity was unmatched. She lived life with a positive attitude and even in the end stages of life never relinquished her characteristic grace and humility.

In addition to her significant career accomplishments, Becky served her beloved Akron community by giving time and energy to Goodwill Industries, Planned Parenthood, Junior League of Akron, The Akron Garden Club, Old Trail School and many others.

Becky was a graduate of Emory University and received her MBA from The Ohio State University. She is survived by her son, Rob.

MAHLE Clevite Launches New Website MAHLE Clevite Inc. recently launched its new MAHLE Original filters website — www.mahleoriginalfilters.com.

The site includes detailed information, advanced search features and informative videos

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that are specific to the MAHLE Original filter product line.

“This new site allows us to transfer detailed information on our extensive filtration program and technical information to our customers,” said Ted Hughes,

manager – marketing, MAHLE Clevite.

The website includes a secondary search function dedicated to the repair shop owner that is location specific. With the input of a zip code, the shop owner will receive the percentage of European VIO that is specific to that area.

[ NewsUpdate ImportCar Congratulates Clint Fryman as Winner of the LIQUI MOLY Pit Crew Contest As the winner of the 2012 LIQUI MOLY Team Engstler Pit Crew Contest, Clint Fryman experienced racing action at its best on Sept. 23 in Sonoma, CA, when the World Touring Car Championship came to the States for the first time ever!

Said Fryman of his experience, “I’ve always wanted to know what it was like to be on a team. Having that opportunity at an FIA World Touring Car Championship event was beyond what I could hope for. Everything from the pre-race festivities on the grid, to pushing the worn race tire cart up to the garage at the end was memorable.

“The next time I’m at a race enjoying myself, I’ll remember how much hard work and dedication it takes from behind the wall and in the garages, not just on race day, but every day taking cars and equipment all over the world.”

An avid race fan, Fryman says he can’t miss the vintage races at the Mid-Ohio Sports Car Course and camping out for the Indy cars has become a tradition with his friends.

He’s also been to a few U.S. Grand Prix races, and has attended several Moto X races. He works at Blagoi’s International Car Service in Columbus, OH. Part of the shop team for 15 years, he services and repairs the shop’s main vehicle lines, VW/Audi, Mercedes-Benz and BMW, in addition to Jaguar, Land Rover and Asian imports.

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MITCHELL 1 ANNOUNCES ‘SURETRACK’ RESOURCE FOR REPAIR INFORMATION Mitchell 1 announced the release of SureTrack, a new all-in-one repair information resource to help aftermarket automotive shops increase accuracy and efficiency from diagnosis to completed repair. “SureTrack combines a powerful suite of resources that will set a new standard for automotive repair excellence by bridging the gap between symptom and accurate repair,” said Ben Johnson, director of product management for Mitchell 1.

The result of a collaborative development effort between Mitchell 1 and Snap-on, SureTrack is the industry’s most comprehensive source of expert knowledge for professional technicians, combining diagnostic experience with repair timesavers and detailed parts replacement records, all wrapped in an interactive forum. Vehicle-specific data is generated from millions of successful fixes and consolidated from multiple sources — parts data, diagnostic troubleshooting procedures and repair experience — eliminating the need to access multiple databases and webbased forums to gather and analyze the information.

SureTrack will be available by subscription as a standalone product and as an optional module within ProDemand from Mitchell 1. Visit www.mitchell1.com or call 888-724-6742.

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[ NewsUpdate Federal-Mogul Introduces Interactive Local Market Technician Support Platform at AAPEX Federal-Mogul unveiled an extensive new in-market product, brand and technical support platform for vehicle service providers at AAPEX. The new platform features a team of ASE-certified specialists and sophisticated technical support vehicles that will be deployed throughout North America with the capability to reach thousands of service professionals each year. The platform was featured in Federal-Mogul’s AAPEX exhibit.

“Automotive service professionals face new diagnostic, repair and customer service challenges every day,” said Jay Burkhart, senior vice president, global markets, Vehicle Component Solutions, Federal-Mogul.

“We believe it’s our responsibility

as a leading manufacturer to offer a comprehensive two-way communication platform that provides valuable daily support of these professionals on a one-toone basis. This platform will serve as a hands-on, in-market interface with the thousands of professionals who specify and install our products on the job.”

“Technicians will be able to hold our products in their hands and see how and why they’re the best choices for their customers’ vehicles,” Burkhart continued.

“This one-to-one connection has been missing for too long in the aftermarket, yet it’s more important than ever given today’s increasingly sophisticated vehicle

systems and rising consumer expectations.”

Federal-Mogul also offers a real-time electronic information system, www.fme360.com, which enables service professionals to access the latest news regarding the company’s products and programs, as well as an extensive virtual library of technical resources and other businesscritical tools.

GUESS THE CAR! WIN $50! #9

What vehicle MAKE does the picture on the left represent? Submit your guess with our online contest form by visiting www.Import-Car.com/guessthecar.

#8

The winner will be randomly selected from correct entries and awarded $50. Entries must be received by December 1, 2012.

October Solution: Hyundai Sonata Solved by: Bill Rogers, president, The Auto Clinic of Mansfield, Mansfield, OH

CONGRATULATIONS Bill!

Employees of Babcox Media, industry manufacturers and ImportCar advertisers are not eligible to enter.

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[ NewsUpdate DENSO Highlights Expansion Plans at AAPEX Press Conference

By Ed Sunkin, editor, Underhood Service

Sales California, made the announcement at an AAPEX press conference, saying the change mainstreams the comDENSO Sales California, pany’s aftermarket operations Inc., announced its plans in the Americas and is aligned to reorganize its aftermarwith the global aftermarket ket operations and estabgrowth that was lish an Aftermarket Richard Shiozaki (left) and Fran Labun discuss DENSO’s announced at last Business Headquarters for reorganization plans at an AAPEX press conference. year’s AAPEX. the Americas in Long Beach, “This organization change will allow us to CA. The move will be completed on April 1, develop and launch products more quickly for 2013, and will include a new name — DENSO our customers in the region,” Shiozaki said. “The Products and Services Americas, Inc. new organization will be responsible for the engiRichard Shiozaki, senior vice president DENSO neering, procurement sales, service and planning for the aftermarket, heavy-duty OES and non-automotive products.”

Fran Labun, vice president sales group, also took the podium and addressed DENSO’s expanded coverage plans for eight of its aftermarket product lines — O2 sensors, A/C compressors, radiators, condensers, fuel pumps, alternators, starters and coil-on-plug units.

“We have experienced tremendous growth in our aftermarket product sales in the last three years,” said Labun. “This expansion of our product line coverage, especially domestic model coverage, is the next step to achieve our goal of more than 10% growth each year by 2015.”

Labun also highlighted product statistics about DENSO, saying, “Now, with 30,000 applications and 1,227 part numbers, we offer coverage for 99.9% of all vehicles through model year 2012.”

Labun also said DENSO’s thermal business represents two-thirds of the global market share, that it’s the largest supplier of A/C compressors in the world, and that DENSO is the world’s largest manufacturer of starters and alternators with more than 50 years of engineering and manufacturing expertise.

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NewsUpdate] ALLDATA’s Online Training Garage Facilitates Product and Career Training ALLDATA LLC has entered into an agreement with Raytheon Professional Services to provide a comprehensive training site for the automotive industry.

“ALLDATA has always included training as part of a customer’s product subscription,” said ALLDATA Group Vice President Kevin Culmo.

The ALLDATA Training Garage will offer unlimited access to 67 technical and 26 business courses, in English or Spanish. Subscriptions come in two configurations: single user or enterprise, which allows up to 10 users per shop. The 93 courses cover important business topics on all vehicle systems to help professionals further their careers, while helping shops optimize productiv-

ity, enhance customer relations and boost profitability. All courses meet the requirements of the National Automotive Technicians Education Foundation (NATEF) and are suitable for every skill level, beginner through expert. ”We work with shop owners every day and we know how important they feel training is, yet how hard it is for them to balance training and production,” said ALLDATA President Jeff Lagges. “With Training Garage, we’re giving them the relevant training they want, but making courses affordable and accessible online — 24/7.”

For more information, visit www.alldata.com/ training-garage or call 800-697-2533. IC

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[ Gonzo’sToolbox

By Scott “Gonzo” Weaver, owner Superior Auto Electric, Tulsa, OK

Brain Damage How Many ‘Brains’ Does it Take to Fix a Car?

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hroughout the evolution of the modern vehicle, there have been an increasing number of duties taken over by computers. These computers have not only made the engine more fuel efficient, but also more environmentally friendly. Nowadays, these systems are starting to “think” for themselves and make decisions for the driver. Things like park assist, keeping a safe distance between cars on the road and collision avoidance are just a few examples of the capabilities of the modern computer-driven automobile.

In some ways, the car has become a thinking, reasoning and quite capable robotic apparatus. You’re not so sure of that? Well, let’s define robotic function and a robot’s task. A robot is a device that manipulates its surroundings by way of certain inputs, which are dictated by the software or information instructions set into its protocol. In a sense, the information is its brain.

Not all “robots” are in a form of the walking-talking version; a robot can be stationary and perform one task over and over again.

Take, for example, the Anti-lock Brake System (ABS). This can be considered a robotic function.

The ABS module (or brain) is given a task by way

of its programming, and, in turn, watches for certain input signals from various sources such as the wheel speed sensors, brake pedal application, and engine and transmission inputs. It’s a stationary robot in a non-stationary setting. If the system fails to follow the preset instructions, it gives the driver an indication of its condition by way of a service light.

The necessary repair is still left up to the technician. I’m kind of glad for that, as I don’t know if I’m up to dealing with the “Terminator” mentality of a walking, talking robotic device that inevitability figures out it’s smarter than its creator. These days, a modern technician uses a computer to talk to the vehicle’s computer. That makes it three “brains” involved in determining the reason for the service light: two cyber brains and one human brain. And, each one of them has to do its job correctly.

Scott “Gonzo” Weaver, gonzostoolbox.com

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[ Gonzo’sToolbox When one or more of these “brains” malfunctions (and, yes, I do mean the technician’s too), the whole process of figuring out the problem becomes a lesson in futility.

I recently had a car in the shop that wasn’t communicating with any of my scanners. As the technician, aka “The Human Brain,” it was my task to figure out why and where the lack of communication was originating. It wasn’t long before I tracked down the culprit. Not only was the main PCM in the car dead, but so were several other processors. It looked like a case of brain damage to me. All the usual suspects for this type of problem, such as power sources, grounds and communication lines, checked out to be in good condition. The test results showed that the car had been struck by lightning. It appeared that this little robotic wonder of modern technology had

been done in by Mother Nature herself. Even in the electronic age…Mother Nature still rules.

But among the variations of problems a technician can run across, there are those occasions where the car is fine, but its second brain (the “scanner”) is damaged in some way. On occasion, I’ve had to deal with an uncooperative scanner. After getting in and out of a car countless times, and the endless twisting and manipulating of the cords and connections, the scanner can come down with its own form of brain damage. Sometimes, it’s the service cord at fault, while other times it’s the scanner itself. (I keep the shipping boxes just in case I have to send one in for repair.)

The big problem for the consumer these days is the modern car can’t function without these computers, nor can the modern technician diag-

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[ Gonzo’sToolbox nose or repair a lot of the functions without a computer to talk to the car. We’ve become so dependent on the electronic wizardry of these modern conveniences, that our world today couldn’t function as we know it without them.

Sometimes, I feel like I’ve got brain damage myself when I’m trying to figure out the multitude of problems brought on by all these electronic components.

There are numerous problems that exist only in today’s cars because of all of these technical advancements. You wouldn’t

see some of these problems in a car without a computer under the hood.

In years past, a lot of car components were rebuilt right in the shop, and most everything was a “hands-on” repair. A tech removed a part, would take it down to its individual compo-

really need both to be a good tech these days.

Our technical advancements and electronic world is moving closer and closer to a place that our forefathers of just one generation ago would never recognize.

It won’t be long before the automatous car is the norm (which

To day’s au tomot ive re pa irs re qu ire a h igh er de gree of un de rs ta n di ng of elec tron ic s, as wel l as mech a n ic a l ap ti tu de .

Yo u re a ll y ne e d b o th to b e a g o o d te ch th e se d ays.

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nents, replace one or more parts of the original component, and then reassemble it. That is not the case today. Most parts are electronic or have been manufactured in a way that the individual parts can’t be taken apart.

Most of today’s automotive repairs require a higher degree of understanding of electronics, as well as mechanical aptitude. You

is nothing more than a robot on wheels), and imagine what they would think of those!

These innovations are enough to give me brain damage if I ever get a chance to stop and think about them long enough. Technology will continue to evolve and dealing with those changes is what today’s successful technician must expertly do. IC

[ TechUpdate

TTY FASTENERS

By Andrew Markel, Editor, Brake & Front End Magazine

To r q u e -To -Yi e l d Suspension Components

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hat do some ball joints, tie rods and suspension components have in common with engines? The answer is Torque-to-Yield (TTY) fasteners. These bolts and studs that stretch are becoming more common on vehicles not just under the hood, but also under the car. TTY fasteners are mounting fasteners that are torqued beyond the state of elasticity and, therefore, undergo plastic transformation, causing them to become permanently elongated.

Some ball joints and almost all tie-rod ends use a tapered stud and hole with a nut on top to secure the stud to the knuckle. The 7-10ยบ angled taper, along with a threaded stud and nut, lock the components together by tensioning the nut and stud. TTY ball joint and tie rod studs

have two advantages. First, they can weigh less and still apply the same clamping loads. Second, the clamping loads are more consistent and controllable.

TTY fasteners were first used for engine head bolts because they required less torque and the torque that was applied was more evenly distributed. This resulted in even clamping forces on the head gasket and less distortion in the block and head.

Some of the first TTY head bolts were used on bi-metal engines with aluminum heads and castiron blocks. The same is true for suspensions; the first vehicles to use TTY studs used aluminum knuckles, like those found on the Corvette. But now, these types of ball joints and tie rod ends can be found on an increasing number of vehicles. Also, more bolts for shock mounts, bushings and control arms are now using TTY fasteners. They are also used in vehicles with castiron knuckles.

Identifying TTY Ball Joints and Tie Rods The metallurgy and heat treatment of TTY bolts and

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[ TechUpdate

TTY FASTENERS

*

If a ball joint or tie rod is not properly installed, it could cause damage to the vehicle and the reputation of your shop.

regular bolts are different, and you can sometimes tell one from the other by their appearance.

TTY ball joints and studs have an inset hex head at the end of the stud. This can be used when tightening to the specified torque and setting the torque angle.

Always make sure to check the service information to get the right torque for a suspension component, no matter what type of fastener it has. If you see an initial torque spec along with

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an angle in degrees, it’s a TTY fastener.

Installation If a ball joint or tie rod is not properly installed, it could cause damage to the vehicle and the reputation of your shop. Even worse, it could cause a crash. TTY fasteners just add an extra step to the torqueing process.

TTY ball joints and tie rods are usually installed dry. Do not

apply any oil, grease, assembly lube or sealer on the stud or tapered bore. The reason why is because lubricants reduce friction when a bolt is tightened.

This actually increases the torque load on the bolt or stud, which may overload and stretch a TTY bolt too far, causing it to break.

Do not use an impact. Most impacts can generate twice the torque needed for the initial torque setting. If a TTY fastener is over-tightened, it can stretch

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[ TechUpdate

TTY FASTENERS

beyond its limits and break. The increased torque can also cause the female part of the taper to crack as too much clamping force is applied.

Likewise, aluminum knuckles, upper control arms and ball joints can be damaged if they’re not tightened using the correct procedure. Knuckles and upper control arms can also be damaged if you don’t use a torque wrench and torque angle gauge. Whether you go too tight or too loose, if you fail to use the correct tools and procedures, you could be buying a knuckle for your customer’s vehicle and working

for free to install it.

Many ball joints may have an initial torque spec as low as 15-30 ft.-lbs. and torque angles that are between 140º and 225º.

Never guess or try to use your calibrated elbow; always look up the spec and use a torque wrench.

The same procedure is also required for tie rod ends. Also make sure the washers on the studs are in good condition and installed in the right direction. If a washer splits or fails, it could cause a catastrophic failure.

If a TTY fastener is over-tightened, it can stretch beyond its limits and break.

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[ TechUpdate

TTY FASTENERS

Reusing TTY Items Make sure you check the service information to see if a TTY ball joint or tie rod end is reusable after it has been removed. Some manufacturers recommend a joint should be replaced, while others do not indicate if it should.

For the technician who’s trying to avoid dealing with this conundrum, it may be better to remove the control arm with the knuckle or separating tie rods between the inner and outer shaft.

It’s easier and less expensive to sell an alignment, than to face the possibility of a ball joint replacement, in some cases. IC

Andrew Markel is the editor of Brake & Front End and Servicio Automotriz magazines. He has been with Babcox Media for more than 12 years. He is a technician and former service writer and holds several automotive certifications from ASE and aftermarket manufacturers. He can be reached at amarkel@babcox.com.

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[ MitsubishiService

BRAKE & CHASSIS

By Bob Dowie, Import Specialist Contributor

This month, we’re going to take look at the Mitsubishi line of cars and some of the more common problems you’ll see while looking at the undercar area. Since this automaker offers a solid vehicle lineup at a reasonable price, there are plenty of Mitsubishis on the road, and it’s safe to assume that they will find their way to your shop. There’s no reason they shouldn’t be welcomed.

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Circle #33 for Reader Service

[ MitsubishiService The brake and suspension systems on Mitsubishi’s popular line of cars and SUVs are undercar systems where problems can be detected during routine maintenance. From loose ball joints to worn-out brakes, it’s all there to be checked while the vehicle is on the rack for service and, oftentimes, the driver has no idea there’s a problem. That’s why it’s so important that we recommend routine maintenance to our customers. Preventive maintenance not only helps your bottom line, but also lets the customer know that the safe operation of their vehicle is your primary concern.

Noise Issues If the driver has a noise concern, many times, the best tactic is to have a tech road-test the car with

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BRAKE & CHASSIS

the customer to help pinpoint the noise you’re chasing. At the same time, it’s a good idea to do a thorough safety inspection.

As stated earlier, many times the owner is not aware that they have a worn suspension component, or need to have the brakes replaced. It’s up to us to point out these problems and advise the customer on the best course of action.

Grab the wheel at the 9 o’ clock and 3 o’ clock positions and shake the wheel side-to-side, checking for looseness in the steering system. It doesn’t take a violent shake to feel the looseness, just a firm input. If you feel some play, have an assistant look for the movement, concentrating on the inner and outer tie rod ends, side movement of the ball joint, control arm bushings and wheel

bearing play. Move your hands to the 12 o’ clock and 6 o’ clock positions and do the same thing. Here you’ll pick up play in the strut shaft or mounting, ball joint and control arm bushing, and if there was any wheel bearing play in the shake test, it will also be noticeable. Finally, spin the wheel to check for noises and brake drag.

If play in the bearing is noticed, it should be taken care of whether it’s quiet or not. Check the torque on the axle nut; if it’s loose you’ll have to make a judgment call — has someone been in there or is the bearing or hub showing wear? If the play is excessive, retorquing has no effect and the bearing isn’t growling, it would pay to be sure a hub is available before the car is disabled on the lift.

Suspension noises will usually

Circle #35 for Reader Service

[ MitsubishiService

BRAKE & CHASSIS

ment will result in a very noticepresent themselves in a couple of able knocking noise. ways; knocking, squeaking and The only repair warning on the creaking are the most common. mounting bushings is to be careful Squeaking noises are often the when removing the bolts that result of tie rod ends and ball secure the horseshoe bracket to the joints binding up as a result of subframe. Don’t be stingy with rust buildup. Tie rod ends can be penetrating oil and use heat, if checked with the car in the air by necessary. Breaking the bolts will twisting the rod; ball joints can usually be confirmed with a knee turn a good job ugly in a hurry.

Removing the nuts on the links to the bumper or rocking the vemight be a challenge, as the rust hicle side-to-side. on studs will cause the stud to While you’re pushing, you can’t help but check the struts’ dampening Suspension noises will condition, but it’s rare usually present themselves to have a noise caused by the strut itself. in a couple of ways; Using your technicians’ stethoscope, it’s not difficult to find the and are the offending joint and don’t overlook the most common. sway bar links. spin. If faced with that situation, Many Mitsubishi models use separate the joint exposing the ball-and-socket-type links that ball end of the stud. A strike with are also prone to the same type a well-placed pry bar or air of failure and creaking noise. chisel is usually all it takes. With Like the tie rod end, a quick the ball exposed, grab it with a twist with the pliers should pick pair of locking pliers, making it up. We’ve had cases where quick work of the replacement. putting the car up on a frame While doing your visual contact lift and allowing the inspection, keep an eye out for suspension to droop, temporarrust around the mounting hardily eliminates the noise. ware. Where there’s rust there is Don’t overlook the sway bar movement, and where there’s and its attaching hardware. Any movement there will be noise. looseness here will result in a When checking for tightness, noise that is louder than you’d exalways loosen the bolt, then pect. Check the chassis mounting retighten to the proper torque so bushings by gently prying against you’re not tricked into thinking the sway bar and look for any it’s tight, when it’s actually stuck movement; there should be none. in the threads.

Same with the links; any move-

knocking, squeaking creaking

Circle #36 for Reader Service

Circle #37 for Reader Service

[ MitsubishiService

BRAKE & CHASSIS

While doing your visual inspection, keep an eye out for rust around the mounting hardware. Where there’s rust there is movement, and where there’s movement there will be There are some other common suspension issues that will drive customers to your shop, the most common of which are vibration, drifting or pulling complaints. If the tires are in poor condition or are mismatched, or if you notice excessive or uneven wear, suggest that they be replaced.

Like noise complaints, it’s always a good idea to road test vibration complaints with the customer because a vibration can be interpreted differently among customers.

Even after you ask all the right questions — When does it shake? Where do you feel it? Is it in the steering wheel, or through the seat, on the brakes, under load or while coasting? — there’s still a good chance for miscom-

munication, but a road test will help clarify things.

Since Mitsubishis have a FWD configuration, we have to keep in mind that axle problems will be presented as suspension complaints. The customer only knows that he/she hears a noise or feels a shake that seems to be coming from under the car.

That’s why the initial road test is so important.

When road testing, make note of when the shake occurs and how it reacts to driver inputs. If you can drive through the vibration, suspect a tire balance problem. If the vibration seems to change with the load, look for worn inner CV joints. On highmileage cars, it can be difficult to pick out the offending joint. If

Circle #38 for Reader Service

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November 2012 | Import-Car.com

noise.

both inner joints show excessive wear, the best course of action is to replace both.

Most poor-handling complaints will have the customer requesting a wheel alignment.

Hyundai gives us very little alignment adjustment; on most models, only toe is adjustable. Of course, having the proper toe setting is important to handling as well as tire wear. But, it won’t usually change enough to cause a handling problem.

Ask if there were events that led to the car’s handling problem.

Were the tires recently replaced or rotated, or did your customer have a flat repaired or put air in the tires? Here in the Northeast, suspension-damaging potholes are a very real threat, but it sometimes takes a reminder for the customer to relate them to their problem.

Handling complaints can vary, but most come down to the car doesn’t go straight or it wanders. The first place to look is at the tires’ condition and pressure. Don’t overlook tire sizing; it takes minutes to measure the circumference and the ideal situation is they’ll all match.

But anything more than a

BRAKE & CHASSIS

1/8-in. variance will cause a pulling problem. Wandering problems, caused by loose parts, should have been found during the initial inspection, but if nothing was found there, check the toe.

Brake System Another undercar system that can be responsible for more noise complaints than the suspension are the brakes. Most complaints will be squeak-related, with

MitsubishiService] the common metal-on-metal grinding taking a close second. Both of these noises relate to the pad. The grinding noise is almost always the result of worn pads and the backing plate contacting the rotor, and we all know how to deal with that. To a lesser extent, you’ll also get some knocking complaints.

Squeaking can be the most challenging and is often evident after the brakes have been serviced. The best way to deal with brake squeal is to prevent it in the first place. While we’re all familiar with brake service, it never hurts to review good practices.

By now, I’m sure we’re all aware of the risk involved with pushing contaminated brake fluid backward through the anti-lock brake system. The risk of creating blockages in the ABS modulator is just too great to overlook. There’s really no reason not to open the bleeders and slowly retract the pistons, catching the bad fluid in your bleed bottle.

You’re going to bleed and flush the system as part of the service, so you might as well get rid of the most abused fluid right off the bat.

No matter where you live, there’s no debating that brakes live in a hostile environment that results in rust and corrosion that have to be taken care of to ensure a quality and quiet repair.

As the pads are being removed, it’s important to look for anything that isn’t moving freely and for pads that are worn evenly. Anything else indicates that the workload isn’t being distributed evenly and there’s a good chance that the pads are hanging up.

As the pads are being replaced, the system inspection should continue. Open the bleeder and push back the pistons on the calipers. On the front, we use a C-clamp between the outer pad and the back of the caliper. It should take little effort to retract the piston and move the caliper away from the outer pad. If excessive effort is required, don’t force it; instead look for an indication of what’s binding and remove the caliper to further investigate. If the slides are frozen, it will be evident if the piston retracts easily with the caliper removed.

Make note if the pads are sticking in the carrier; Import-Car.com

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[ MitsubishiService either way, lubricate and service the sliders as well as the carrier. Be sure to remove the anti-rattle hardware in the bracket to clean the rust behind them; it’s that rust that will bind the pads, and any binding will result in noisy operation, as well as poor brake performance. When installing the new pads, be sure to lubricate any area where the pad contacts the bracket, and insulate the pad backing from the piston and caliper.

Squeaks are the result of the pads vibrating against the piston and bracket when the brakes are partially applied. If possible, always install new insulator shims with a little brake lube between the shim and the pad.

It’s always a good noise-prevention practice to replace or machine the rotors when pads are replaced. Of course, we live in the real world and that’s not always possible. If you’re installing new pads against the old rotors, be sure the pads aren’t going to contact an area of the rotor that the old pads didn’t. In some cases, the unused area of the rotor can be cleaned up. In others, it’s best to advise the customer and note on the invoice that without replacing the rotors noisy operation is a possibility.

You’ll also see many of these cars equipped with drum brakes in the rear that will add to the noise issues. The most common is a grinding noise caused by accumulated brake dust that’s most noticeable when the vehicle’s driven after a prolonged stop.

The debris will collect at the bottom of the drum causing a noise that will go away as the car is driven. The repair is as simple as cleaning the drums and brakes, and giving the system a good visual inspection.

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Don’t overlook the hardware in that inspection. You can avoid a future noise complaint caused by broken hardware being ground up in the drum by identifying any bad hardware now.

Another concern is a buildup of rust on the drum that causes interference with the backing plate. Depending on the extent of the rust, it can be cleaned off, but it’s often more cost-effective to simply replace the drums.

The last noise we’ll talk about is a knocking noise, and it’s caused by the brake pads rattling in the brackets. It takes very little movement to result in a fairly big noise. Diagnosis is straightforward and can be performed on the initial road test.

As you’re driving over that potholed road, apply light pressure to the brake pedal; not enough to slow the car, but just enough to hold the pads tight. If the noise is gone, you can bet the pads are moving. This driving scenario will also highlight any brake squeal noises you weren’t able to duplicate. If the pads are moving, a hardware kit should provide you with all the parts you need to quiet the noise. IC

Bob Dowie has been in the automotive service business for 43 years, and his shop, Village Auto Works in Chester, NY, specializes in Honda, Toyota, Mazda and Nissan repair. Dowie owns and runs a Honda Civic and Nissan Sentra SER in SCCA GT Lite Class racing, and gets his technicians involved in various aspects of the sport.

Circle #41 for Reader Service

[ DiagnosticSolutions

MAF SENSOR

By Gary Goms, Import Specialist Contributor

T

roubleshooting mass air flow (MAF) sensor problems can become a major headache for diagnostic technicians because the failure is usually one that involves a calibration error rather than an outright electrical or mechanical failure. Because calibration errors tend to be “gray-area” types of problems, let’s begin by looking at the basics of how a “hot-wire” MAF sensor measures airflow through an engine running at various speeds and loads.

BASIC PRINCIPLES In general, a “hot wire” MAF sensor produces an input to the PCM when a low-amperage electrical current is passed through a metal-film resistor suspended in the MAF’s air stream. The amperage flow through the resistor changes because the electrical resistance of the resistor is responding to the cooling effects of rapidly moving air. This variation in current flow, which is a base data input, is then translated into a voltage or frequency signal that is sent as a secondary data input to the PCM. In some applications, the PCM translates the base

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Photo 1: The metal film resistor pictured at the center of this photo is the heart of the hot-wire MAF sensor.

data input into a grams-per-second (GPS) data line indicating the metric weight of the air flowing into the engine. See Photo 1.

Some MAF sensors also include an intake air temperature (IAT) sensor that helps the PCM calculate air density. In other MAF designs, the IAT is located downstream from the MAF sensor. Although there are different configurations of MAF

MAF SENSOR

DiagnosticSolutions]

sensors, most current hot-wire MAFs share the same basic operating principles.

FACTORS AFFECTING CALIBRATION “False air” leaking through cracks in the ducting that connects the MAF to the throttle body is a common problem affecting MAF sensor calibration. In most cases, false air leaks will cause low-speed stalling or rough-idling complaints.

Contamination of a MAF’s resistors is, by far, the leading cause of MAF calibration errors.

Oil, dirt or even paper filaments detaching themselves from poorquality air filters can accumulate on the metal-film resistors suspended in the intake air stream.

In most cases, contamination tends to insulate the metal-film resistor from the air stream, which makes it run hotter than normal. This generally forces the MAF to underestimate the engine’s intake airflow. On the other hand, a large particle stuck on the resistor, such as an insect or particle of vegetable chaff, can cause the metal-film resistor to radiate more heat than it should, causing the MAF to overestimate intake airflow. See Photo 2.

Turbulence in the intake air stream can also affect MAF sensor calibration. For example, a reverse pulse wave in the intake duct caused by a poorly seating intake valve or cylinder misfire can momentarily reverse the airflow

Photo 2: When not serviced correctly, some types of oiled-media aftermarket air filters tend to contaminate hot-wire MAF sensors.

Photo 3: The primary function of this MAF inlet screen is to reduce turbulence occurring in the intake air stream.

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[ DiagnosticSolutions into the MAF. While diagnosing such problems are beyond the scope of this text, remember that intake manifold tuning valve failures, valve-timing problems, and restricted intake or exhaust systems usually reduce airflow through the engine. See Photo 3 on page 43.

At the other end of the turbulence issue, remember that the original equipment air filter and intake air box are specifically designed to reduce turbulence

into the MAF sensor assembly.

Replacing the original equipment air intake system with various customized intake systems can increase air turbulence and, thereby, cause a calibration error resulting in an engine performance complaint.

DIAGNOSTIC STRATEGIES It’s obvious that MAF calibration errors can be difficult to diagnose because the PCM’s pro-

MAF SENSOR

Why Do MAF Sensors Fail?

Contamination is a key reason why MAF sensors fail and require replacement. As air, dirt and other debris get into the sensor, the parts become contaminated and fail. Drivers often notice sluggish performance, rough idling, poor acceleration or even stalling. There may also be a more frequent need to refuel.

Contamination could even occur as early as at every 18,000-25,000 miles, depending on the vehicle model. For example, with small or compact cars, the MAF sensor can clog quicker, as it is placed in a smaller engine bay subjected to more risk in critical areas (oil vapor flows and combustion debris). In this case, a replacement becomes the equivalent of a long drain oil service…it almost becomes a service-style repair.

Other common failure problems include: • Contact fault at the electrical connections; • Damaged measuring elements; • Mechanical damage (vibrations, accident); and • Measuring element drift (exceeding the measuring framework).

A problem with the mass air flow sensor often causes the ”check engine” or ”service engine soon” light in the vehicle instrument panel to illuminate.

These lights come on when the engine computer detects some fault in one of the components of the emission control system.

Symptoms of failure include: • “Check engine” or “service engine soon” light is on; • Hesitation/stall on rapid acceleration; • Poor engine running at idle and/or surge; • Excessive vibrations when stationary; and/or • RPM’s changing noticeably without driver input.

How to troubleshoot a MAF sensor: The following steps should be taken into account during MAF sensor troubleshooting: • Check the connector for a correct fit and good contact.

• Check the MAF sensor for damage.

• Check the measuring elements for damage.

• Check the voltage supply with the ignition switched on (circuit diagram for pin assignment is necessary).

Ref. value: 7.5-14V • Check the output voltage with the engine running (circuit diagram for pin assignment is necessary). Ref. value: 0-5V • Check the connection cables between the removed control unit connector and sensor connector for transmission (circuit diagram for pin assignment necessary). Ref. value: approx. 0 ohm.

• Conduct an electronic test of the MAF sensor by the engine management control unit. If a fault occurs, a fault code is stored in the control unit and can be obtained using a diagnostics unit.

Courtesy of Delphi Product and Service Solutions.

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Circle #45 for Reader Service

[ DiagnosticSolutions grammed diagnostic strategy often doesn’t have enough data inputs from other sensors to rationalize or analyze MAF sensor performance. Consequently, many master diagnostic technicians have devised a number of diagnostic strategies that, in one form or another, can be used to diagnose MAF calibration errors. With “indicative” saying “maybe” and “definitive” saying “pass or fail,” I’ll give you my opinion of how effective each method of analyzing MAF performance might be.

GRAMS PER SECOND Off the top, I’ll say that a few entry-level Asian nameplates use the GPS method to analyze MAF performance. For example, an OE procedure might include GPS readings at idle, at 1,500 rpm, and perhaps at 2,500 rpm, to analyze MAF performance. Some aftermarket trainers have also suggested that the GPS number on a good MAF will equal the engine’s displacement in liters at idle speed. In other words, 3 GPS at idle would be correct on a 3L engine. According to my own experience, grams-per-second is an indicative, rather than definitive, analysis of MAF performance.

MAF SENSOR

of the MAF and of the engine and exhaust system.

In my opinion, voltage and frequency testing yields indicative rather than definitive results when attempting to diagnose MAF calibration problems.

VE TESTING Volumetric efficiency (VE) testing assumes that the indicated GPS should agree with the calculated air volume or GPS flowing through the engine. A metric VE calculator using grams-per-second airflow can be located by using an Internet search engine. Keep in mind that VE calculators applied to naturally aspirated, stock engines generally produce definitive results.

Many master diagnostic technicians have devised a number of diagnostic strategies that, in one form or another, can be used to diagnose MAF calibration errors.

VOLTAGE AND FREQUENCY Voltage tests are similarly more indicative rather than definitive. In many applications, idle speed voltages should hover around 0.7 volts. The “air gulp” test uses a labscope to display the MAF output voltage increase during a snap-throttle test, and should show the voltage rising from about 0.7 to a higher voltage that’s dependent upon the condition

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CALCULATED VALUES Some on-board diagnostic systems display a calculated barometric pressure value and/or a calculated load value. Calculated load is a value produced by the PCM by rationalizing inputs from (among others) the MAF, engine speed and throttle position sensors.

While calculated load varies among most vehicles, the calculated load at wide-open throttle at higher engine speeds should be at least 80%. If recorded calculated load can be compared with an identical engine configuration, so much the better. Since it’s less likely that the throttle position and engine speed inputs are faulty, calculated load values of less than 80% are indicative of a calibration problem with the MAF sensor or of a restriction in the engine’s fuel, air intake or exhaust system. See Photo 4.

Circle #46 for Reader Service on BendPak insert

MAF SENSOR

DiagnosticSolutions]

Photo 4: A calculated load of 55% at 43 mph cruising speed could be considered normal for this 2002 Toyota 4Runner.

Some applications also use the MAF, TP and engine speed inputs to estimate barometric pressure (BARO). The BARO value might be expressed as a frequency (Hz) or as inches of mercury (“Hg). In any case, if the recorded barometric pressure isn’t equal to local barometric pressure, it’s indicative of a calibration problem with the MAF sensor or a restriction in the engine’s intake or exhaust system.

BASIC FUEL TRIM ANALYSIS Engineers program a “fuel map” into the PCM that indicates the exact amount of fuel required to meet hundreds of different operating conditions. Since this fuel map is monitored by the oxygen or air/fuel ratio (AFR) sensors, fuel might need to be added or subtracted to bring the oxygen or AFR sensors back to “center” or to a chemically correct stoichiometric value. More fuel being added to the programmed fuel map value results in a positive “fuel trim” number, while subtracted fuel results in a negative fuel trim number.

Most MAF calibration problems are indicated by the classic P0171 and P0174 DTCs. Fuel trim analysis can be tricky because intake manifold vacuum leaks and insufficient fuel supply can also set these DTCs. Negative fuel trim numbers caused by minor intake vacuum leaks generally disappear under heavy engine loads. Positive fuel trims caused by leaking fuel pressure regulators and injectors also tend to disappear under increased engine loads.

Short-term fuel trims reflect the immediate demands of the engine, while long-term fuel trims are an average of short-term fuel trims. Fuel trims Circle #47 for Reader Service on BendPak insert

of plus or minus 10% are considered normal, while plus or minus 25% will generally set an appropriate DTC. See Photo 5.

But negative fuel trims at higher engine loads can also be caused by dirty MAF sensors or by low fuel pressures. Consequently, it’s important to eliminate fuel delivery issues by testing fuel pump pressures and volumes before assuming that the MAF sensor is truly defective. In most cases, a defective MAF sensor will reveal itself through a combination of the evaluation techniques mentioned above.

Photo 5: Short-term fuel trims of 16-17% indicate that the PCM on this 2001 Mazda is adding fuel to maintain a normal 14.7:1 air/fuel ratio.

Last, it’s important to understand that the metal film resistors generally lose their calibration due to normal wear and tear. While a careful cleaning might restore a MAF sensor’s basic calibration, that level of calibration might not pass one of the many different exhaust emissions tests enforced throughout the U.S. So, if you’re in doubt, it’s best to always replace a MAF sensor suffering from a suspected calibration defect. IC Gary Goms is a former educator and shop owner who remains active in the aftermarket service industry.

Gary is an ASE-certified Master Automobile Technician (CMAT) and has earned the L1 advanced engine performance certification. He also belongs to the Automotive Service Association (ASA) and the Society of Automotive Engineers (SAE).

Import-Car.com

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[ ImportTechTips HYUNDAI RESETTING PCM/TCM ADAPTIVE VALUES

Caution: After replacing a transaxle or reprogramming the PCM/TCM, to improve the shift quality condition, follow this procedure to reset and relearn the adaptive learning.

The PCM or TCM contains logic to adjust solenoid duty and line pressure as needed to compensate for normal clutch wear over the life of the transaxle. This bulletin provides the procedures necessary to reset (erase) and “relearn” the PCM/TCM adaptive values.

After the following repairs have been completed, the PCM/TCM adaptive values must be reset in order to provide optimum shift quality: – Replace automatic transaxle – Reprogram or exchange a PCM/TCM from another vehicle.

I. Reset PCM/TCM Adaptive Values with GDS: 1. Attach a GDS and select VIN and A/T menu. See Fig. 1.

2. From the main screen, select “Option Treatment.”

3. Select “Resetting Auto TIA values” and follow the screen prompts.

Turn the ignition key off for 10 seconds.

Hyundai ATF Temperature Ranges Model

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Engine

TPS

ATF Temperature for Learning 122–194°F (50–90°C)

50-122°F (10-50C)

2000 Accent

1.6L

25-35%

All

2001-’06 Elantra

1.6L

25-35%

All

2007 Elantra Sedan 2009 Elantra Touring

2.0L 2.0L

25-35% 25-35%

11/21/2001

11/21/2001 All

2003-’08 Tiburon

2.0L, 2.7L

25-35%

1997-2001

MY 2003 MY

2005-’09 Tuscon

2.0L, 2.7L

25-35%

2005 MY

2010 Tucson

2.4L

15-20%

140-240°F (65-115° C)

2001-’06 Santa Fe

2.4L 2.7L 3.5L

25-35% 25-35% 25-35%

2007-’09 Santa Fe

2.7L, 3.3L

25-35%

2010 Santa Fe

2.4L, 3.5L

15-20%

1999-2005 Sonata

2.4L, 2.7L

25-35%

2006-’10 Sonata

2.4L, 3.3L

25-35%

2006MY

2011 Sonata

2.4L, 2.0L

15-20%

140-240°F (65-115° C)

2011 Sonata Hybrid

2.4L

15-20%

104-174°C (40-90° C)

2001 XG300

3.0L

25-35%

2001MY

2002-’05 XG350

3.5L

25-35%

2002MY

2006-’10 Azera

3.3L, 3.8L

25-35%

All

2011 Azera

3.3L, 3.8L

15-20%

2007-’08 Entourage

3.8L

25-35%

2007 Veracruz

3.8L

25-35%

151-230°F (66-110° C)

2009 Genesis Sedan V6

3.8L

25-35%

122-248° F (50-120° C)

2009 Genesis Sedan V8

4.6L

13-17%

122-248° F (50-120° C)

14 2.0L

10-13%

68-248° F (20-120° C)

2010 Genesis Coupe V6

3.8L

15-20%

122-248° F (50-120° C)

2011 Equus

4.6L

13-17%

122-248° F (50-120° C)

2010 Genesis Coupe

Fig. 1: Hyundai

II. Relearn Adaptive Values: Note: After the adaptive values have been reset (erased), an “adaptive learning” procedure must be completed.

4. Attach a GDS and select

2001-’02 MY 01/17/2002

2003 MY 01/17/2002 2003 MY All

140-240°F (65-115° C) 11/20/2001

11/30/2001

140-240° F (65-115° C) All

[ ImportTechTips VIN and A/T. 5. Select Current Data and “Throttle Position.”

6. Drive the vehicle until the ATF temperature is within the range shown. See chart on page 48.

7. Ask an assistant to monitor the GDS. Accelerate from a stop at the specified IPS specification while the transmission shifts through gears 1-2-3-4-5-6 and decelerate slowly to a stop.

Stop for five seconds. Repeat five times.

Note: Hold the accelerator pedal steady during the upshifts.

Caution: Do not exceed legal speed limits.

If additional adaptation is needed, perform the following additional procedures: 8. Perform several sequential downshifts (5-4, 4-3, 3-2 and 2-1) at small-to-moderate throttle openings.

9. Perform several skip shifts (6-4, 5-3, 5-2, 3-1, etc.) at moderate-to-large throttle openings.

10. With the vehicle stopped, move the shift lever from P to N to D and back, stopping three to five seconds in each gear. Repeat five times.

Note: Adaptive learning occurs only within the ATF temperature ranges shown in the chart.

Courtesy of ALLDATA.

BMW ELECTRIC POWER STEERING IS NOT WORKING PROPERLY

Vehicle Application: 2003 Z4 2.5L and 3.0L, and 2004 Z4 2.5L Customer Concern: The electric power steering is not working properly.

Potential Causes: Defective electric motor power steering (emps), blown fuse or damaged wiring harness.

Tests/Procedures: 1. The electric power steering system on this vehicle is a one-piece unit that has the control module and the power steering assist motor.

2. Check for proper power and grounds at the module. Fuse 22 and fuse 64 both feed the assembly. They provide battery voltage on the red wire and the green/white wire.

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3. The brown wire should be chassis ground.

4. Other wires are for communication and a signal from the steering angle sensor. These values can be checked in the datastream of a scan tool, but should not be a problem if there are no related codes stored for them.

Tech Tips: The power steering assembly should always have a centering clip installed on the shaft whenever it’s removed from the vehicle.

Once installed, the clip can be removed. A new module should have the clip installed; if not, return the module and get another one. Never install a used one because they will not be centered and clipped properly. New modules also require coding and steering angle initialization after installation.

Courtesy of Identifix.

SUBARU IMPREZA WITH DTCS P0705, P0851, P2746, P2750 AND/OR NO CRANK, NO START

If you receive a customer concern of a Check Engine light, AT Temp light or a no engine-crank condition, the wiring harnesses to the transmission range sensor (inhibitor switch) should be closely inspected for damage or a short circuit to the CVT transmission case. In addition, Slow-Blow Fuse (SBF)-6 in the Main Fuse Box (M/B) may also have failed.

The new-style inhibitor harness assembly was incorporated into CVT production starting with transmission #048056 in the following vehicles.

Model VIN 4-Door C*025294 5-Door C*233297 Harness Assembly Inhibitor: New Part #: 31911AA041; Old Part #: 31911AA040 Service Procedure: 1. If any of the above DTCs are stored in memory, inspect the harnesses closely for damage or chaffing in the areas shown in Fig. 2 on page 52.

If no harness damage is found, diagnose each DTC per the appropriate service manual.

2. If DTC P2746 or P2750 is stored in memory

Circle #51 for Reader Service

[ ImportTechTips

52

at the same time, the freezeframe data shows vehicle speed (VSP) to be “0� and the service manual troubleshooting results do not indicate a current fault is present, check to see if the inhibitor switch wiring harness is out of position as shown in Fig. 3.

Another possible cause is application of the accelerator before full engagement of the CVT is complete. This can occur when shifting between N and D, N and R or P and R, combined with an extended pause between selecting of these ranges and might be confirmed during a road test with the customer. TCM reprogramming will be available in the future for this condition, but, until then, suggest avoiding the described driving pattern.

3. If DTC P2746 and P2750 are stored in memory at the same time, review your findings with the customer and try to determine exactly when the CEL illuminated. Ask if there were any driveability issues or opera-

tional concerns with the CVT, such as unusual shift shock or possibly a harsh engagement when shifting into gear. If you are not familiar with normal CVT operating characteristics, it’s recommended you compare with a like vehicle before proceeding. If you confirm a driveability concern as described, and ruled out any normal CVT characteristics,

Fig. 3: Subaru

Fig. 4: Subaru

November 2012 | Import-Car.com

Fig. 2: Subaru

there may be a concern with the control valve body. In this case, replace it and then perform the Learning Control procedure to complete the repair.

Any damaged wiring harness must be replaced following the procedures listed in the service manual and routed as shown in Fig. 4. If the casting reinforcement bars of the transmission case are found to have sharp edges, carefully smooth them out using a file prior to installation of the replacement harness.

The revised harness and retaining clip position have been incorporated into production and replacement parts to provide additional clearance between the protective outer covering and the transmission case.

Courtesy of Identifix. IC

Circle #53 for Reader Service

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ACDelco is growing its portfolio of competitively priced Advantage batteries with two new part numbers for Kia and Hyundai models — further enhancing ACDelco’s non-GM model coverage. The 121RA and 124RA ACDelco Advantage battery part numbers for Kia and Hyundai are available for order now. These batteries come with an 18-month, free replacement warranty. For more information about the ACDelco family of batteries, visit www.acdelco.com/parts/batteries.

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November 2012 | Import-Car.com

OTC has introduced the Genisys Touch, which can be used as a fullfunction, OE-level graphical diagnostic scan tool, or a J2534 Class 1 & 2 communication device for OE flash pass-through reprogramming. This tool features a 10.1’’ resistive, highresolution touch-screen display, Windows 7 operating system, Internet browser, USB and video-out connectivity. Technicians can touch-navigate screen-by-screen even when wearing shop gloves. The AutoDetect software automatically detects and alerts the technician of on-tool or web-based repair information.

Circle #72 for information

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NAPA Holiday Tool Promotion — NAPA is the handy place to get gifts for a handyman this season. Starting November 18, stop into a participating NAPA AUTO PARTS Store and pick up a GearWrench 7-piece Ratcheting Wrench Set — in standard or metric, for just $29.99. Or pick a Crescent 5-piece Locking Plier Set for just $26.99. Promotion ends Dec. 31, 2012, while supplies last. Visit www.NAPAOnline.com.

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BendPak Inc. has added a new heavyduty lift to its lineup.

The new PCL-18 portable column lift system features a design that’s easier to use and reduces operator fatigue.

Six-inch diameter Cush-Ride front wheels feature an adjustable active leaf spring design that provides variable up-front ground clearance for smooth traveling over uneven floors, deteriorating asphalt, expansion seams and thresholds. Intuitive touchpad controls allow you to operate, view and change operation parameters directly from each individual touch-sensitive display.

Raybestos brand brake parts, a member of the Affinia family of brands, has added brake rotors to the Raybestos brakes catalog for the following models: 2006-’12 Volvo C70, 2005 and 2009-’12 S40, 2005’11 V50: P/N 980552R, Brake Rotor – Front; 2005-’07 Mercedes-Benz CL65 AMG, 2006 S65 AMG: P/N 980657, Brake Rotor – Rear; 2011-’12 Infiniti M37 and M56 and 2009-’12 FX50: P/N 980951, Brake Rotor – Rear; 2012 Honda Civic: P/N 980952R, Brake Rotor – Front; and 2011-’12 Hyundai Elantra and 2012 Veloster: P/N 980957R, Brake Rotor – Rear.

Circle #73 for information

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November 2012 | Import-Car.com

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November 2012 | Import-Car.com

Call now to order or to receive a free 2012 catalog 1-800-434-5141 www.autobodysupplies.com

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59

Track Talk NASCAR Tech Graduate Finds Home with Roush Yates Racing Engines When Vic Russell first toured the Universal Technical Institute-Avondale campus in 2002, he had no idea that decision would change his life forever.

It was during this initial campus visit that Russell mentioned his love for racing, and it was that conversation that ultimately led him to NASCAR Technical Institute (NASCAR Tech) in Mooresville, NC. “I wasn’t always interested in a career in racing, but when I first saw the campus in Mooresville, I was hooked,” said Russell. “I was really

2012

NASCAR Series Awards Banquet Schedules

interested in a career in forestry, so at the time I was just more of a racing fan.”

After some thought and discussion with his family, Russell made the move from Stanfield, AZ, to Mooresville to pursue an education at NASCAR Tech. It was his time on campus that helped bring out his passion for the sport, but even after graduating in August 2003, Russell still wasn’t convinced that a job on a race team was possible.

“After graduation, I thought a lot about applying for jobs with notable manufacturers such as BMW and Volkswagen,” said Russell.

“The racing industry is so niche with so little spots available; I thought I would have a

better opportunity finding employment with a mainstream brand.”

Luckily for Russell, he got the help he needed to break into the industry he had always loved.

“I was talking to a friend one night and he mentioned he knew somebody with Roush Yates Racing Engines who said there was a spot available and thought I should apply,” recalled Russell.

After a friend made the initial introductions, Russell was in the shop interviewing, and a short time later, he was a full-time employee with a major team. Starting in a teardown position, Russell had to work his way up the ranks.

“When I first started I was responsible for taking engines apart and inspecting them when the team would return

NASCAR Sprint Cup Series Wynn Las Vegas Friday, Nov. 30

NASCAR Nationwide Series Loews Miami Beach Monday, Nov. 19

NASCAR Camping World Truck Series

Working on engines that could potentially win the Daytona 500 is what motivates Vic Russell. Photo Courtesy of Scott Hunter, NASCAR Productions

Loews Miami Beach Monday, Nov. 19 Follow NASCAR Performance on Twitter and Facebook www.twitter.com/NASCARauto www.facebook.com/NASCARPerformance

from a race,” said Russell. “I was willing to do whatever it took to be a part of the team, so I was excited for the opportunity.”

Now almost 10 years and a few different job descriptions later, Russell is on the subassembly crew where he is tasked with maintaining oil pumps, oil lines, distributors, bell housings, plug wires and clutch assemblies.

Day in and out, Russell helps put the horsepower under the Ford powerplants in NASCAR’s top three series. He, alongside coworkers, has helped Roush Yates Racing Engines earn top honors like the 2011 MAHLE Clevite Engine Builder of the Year Award in both the NASCAR Sprint Cup and NASCAR Nationwide Series.

Regardless of his career success, Russell always remembers where he got his start.

“NASCAR Tech did a lot for me and it was a positive experience that helped me get where I am today,” said Russell. “I met a lot of great people and will always remember the camaraderie among fellow students and instructors. Those are my greatest memories of all.”

Russell remains motivated about what the future holds with Roush Yates Racing Engines.

“Each day I think about the idea that the engine I am working on is the one that could possibly win the Daytona 500, and that’s what continues to motivate me.”

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