Brake & Front End by Babcox Media

■ SAE Brake Testing: What To Look For ■ Catalytic Converter Killers ■ TPMS Diagnostics

MAGAZINE

BrakeandFrontEnd.com March 2013

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CONTENTS 30

Loaded Struts and Coilovers

Wheel Bearing Hub Unit Q&A

Could they be the best option? Loaded shock and strut lines are expanding to meet the needs of an aging vehicle population.

The most asked questions about installing and diagnosing wheel bearing hub units. AVI Play content on lubricating wheel studs.

TPMS Diagnostics What if it is not the sensors? Larry Carley examines TPMS errors related to the module and antenna. Additional AVI Play content on relearn problems. Publisher Jim Merle, ext. 280 email: jmerle@babcox.com

Managing Editor Tim Fritz, ext. 218 email: tfritz@babcox.com

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

Editor Andrew Markel, ext. 296 email: amarkel@babcox.com

Technical Editor Larry Carley

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

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

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DEPARTMENTS Columns 6 Publisher’s Perspectives 8 News: Counterfeit Pads 10 Viewpoint 12 Gonzo’s Toolbox 16 Guest Editorial 20 Industry Review 24 Brake Job: Ford Explorer 26 SAE Brake Testing 40 Catalytic Converter Killers 42 TTY Ball Joints 50 Alignment Specs: Kia Soul 52 Tech Tips 56 Product Showcase 59 RAPID RESPONSE 64 Brake Lights

Publication

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Brake and Front End is a member of and supports the following organizations:

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BRAKE & FRONT END (ISSN 0193-726X) (March 2013, Volume 85, Number 3): Published monthly by Babcox Media, 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 BRAKE & FRONT END, P.O. Box 13260, Akron, OH 44334-3913. BRAKE & FRONT END is a trademark of Babcox Publications, 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 BRAKE & FRONT END, 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

EXPERIENCE THE MAGIC of AVI PLAY And Watch Me Come Alive!

rint is alive and well! However, advancements in technology with smart phones and tablets continue to amaze most of us and, with you in mind, we have taken advantage of these opportunities, hence the launch of our App; AVI PLAY! I could spend the next few paragraphs describing the value of AVI PLAY that will now unlock bonus content from select pages of each issue, but instead, I’m asking you to experience the magical technology of Augmented Reality by following these two easy steps:

1. From your Apple or Android smart

2. Open the AVI PLAY App once it’s

phone or tablet, visit www.AVIplayApp.com to download AVI PLAY.

downloaded and hold your device over this page to unlock a message from me, including some fascinating graphics that will appear on your device’s screen.

Look for the AVI PLAY App logo and callouts identifying technical features and advertisements powered by AVI PLAY beginning with this issue, and every issue of Brake & Front End moving forward. It’s all about expanding the amount of relevant information for you with each issue of Brake & Front End. Share your thoughts by contacting me at 330-670-1234 ext. 280, or by e-mail at jmerle@babcox.com. Onward! Jim

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Bad Brakes Counterfeit Brake Pads Found in New Jersey Case brings to light the power of brands in the aftermarket

March 2013 | BrakeandFrontEnd.com

he FBI raided three auto part warehouses in February looking for counterfeit parts that were being sold to cab fleets as an OES brake pads. The warehouses were Worldwide Auto Parts, S&S International Products and Cypros Trading and Shipping. The raids and three-year investigation found the warehouses were repackaging cheap no name parts and putting them in premium aftermarket and OEM branded part boxes they printed. The charges allege that the two men internationally trafficked stickers, badges, wrappers and tags used to identify aftermarket and OEM brands. The FBI was alerted when some cab fleets were sold bad brake pads and ignition coils under the OES brand. This is going to be big news when they start to uncover the depth of their counterfeit operation and what parts were being sold as premium for an inflated price. These warehouses also sold to distributors that sold to the public. The counterfeit brake pad raid has a lot of technicians, shops and consumers asking how can they tell if what is in the box matches the pads or did someone pull the old switcheroo like what happened in New Jersey and New York. There is a way to tell, but it is not foolproof. Just about every brake pad or

shoe you install has a cryptic code printed on the side of the friction material. As a technician, being able to read this code is just as important as the Dewy Decimal system is to a librarian. The “Edge Code” can tell you information about the product you are about to install including the cold and hot friction levels and who made it. The edge code is a language written by engineers, federal entities and industry associations. Like any language, edge coding has its own “grammar.” The first few letters usually indicate the manufacturer. Some companies use their full name or a two or three letter acronym. Some companies print a logo on the shim or backing plate. Deciphering some codes can be difficult and you need a key. At www.brakeandfrontend.com you can download a PDF with a list of edge codes and manufacturers or email amarkel@babcox.com for a copy. Many brake pad brands are not manufactured by the name that is on the box. Some of this products are sold under private labels. But, these companies or retailers selling the pads usually make an effort to put their name somewhere on the pad. The same is true for some brake lines that source premium friction materials and specific pad sets for difficult applications. ■

Viewpoint

By Andrew Markel | EDITOR

Words and Pictures

remember it like it was yesterday. I was in 8th grade and the class had to take a standardized test to measure math, verbal and spatial relations skills. I knew I was not the brightest child and the math and verbal test scores proved it. But, the section on spatial reasoning was off the charts. I sat there very proud of myself. Some â&#x20AC;&#x153;over achieversâ&#x20AC;? were in awe of the score. The notes for the test said I would be a great mechanic. My guid-

ance councilor at the time tried to push me in other directions. I always struggled in school with some subjects. I was labeled learning disabled, hyperactive and even had to take medication for attention deficit disorder. But, there were certain topics that came to me with little or no effort. If I could visualize or tinker parts in my mind, I could master the subject. Conjugating a verb for Spanish or even spelling some

English words was a monumental task. It was frustrating and did not do anything for my self-confidence. But, if you asked me to solve geometry, physics or organic chemistry problems, I could rattle off an answer faster than any honors student. When I was in college, I worked at shops during the summers and part-time during the fall and winter. I was a porter, service writer and a technician (thanks Dad for letting me borrow the tools).

Viewpoint Hanging out in the bays was the best education I ever received. I soon came to the conclusion that my method of learning was a talent and I was not alone. I realized that many top technicians learned the way I learned, and talked the way I thought.

relevant illustrations or a video, the material would fly off the page. The information would then reside in the top drawer of the toolbox of the mind, fresh and never forgotten. In this issue, we are rolling out a new technology called Augmented Reality powered by our AVI Play app. If you learn

“I can read the pictures, but it is the words I am having a problems with.” We would struggle with some sources of repair information. One repair manual we had to use to rebuild a transmission was written like a cookbook and devoid of all logic. One Romanian-born technician said it best, “I can read the pictures, but it is the words I am having a problems with.” With the right training or repair information paired with

like me, it can be the most powerful training tool since the VHS cassette. By using the AVI Play app on your smartphone

or tablet, you can harness the power of words, pictures and videos to help you learn. Augmented reality is like throwing a computerized layer over what you are viewing. It can connect you to videos, 3D drawings and more information. This issue has three articles that are augmented with video from the AVI Video Training library (pages 38, 45 and 52). Also, some pictures on page six come alive and advertisements pages 15 and 39 are augmented by AVI Play. Download the app and unleash the power of your mind. ■

AUGMENTED REALITY CONTENT IN THIS ISSUE: Publisher’s Perspective . . . . . . . . . . . . . . . . . . . . . . . . . .6 Hub Diagnostics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .38 TPMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .45 TechTips . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .52

Gonzo’s ToolBox By Scott “Gonzo” Weaver Gonzosae@aol.com

BEING A TRUE PROFESSIONAL When Your Knowledge & Expertise Are Victorious Over the Challenges of the Day

n the automotive repair profession, ASE certifications, manufacturer certifications and years of service are just some of the ways to distinguish one as a pro vs. a partsswapping technician. I try to approach each and every job as a professional. This includes detailing my repair work and striving to make each repair as neat and orderly as possible. (Sloppy work usually means sloppy results.) It doesn’t matter whether the job is for a customer off the street or for another repair shop, it’s important that you do the most professional job possible. I recently got a car from a small motor swap shop that I used to visit once in a great while. They never sent me a lot of work, but their techs would call me constantly asking for information on how to repair something; a very rude practice in my opinion. Grudgingly, I told them I would look at this one particular car, even though it didn’t sound like one I wanted to deal with. The car had a zil-

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lion miles on it with a turbo/intercooler engine under the hood. The car definitely had seen better days. While checking under the hood, I found a lot of new parts slapped on and several things that were out of place, most of which were not fastened down correctly with their retainers or clips. You could tell they had no idea what was wrong or what they were doing, and were only throwing parts at it, hoping it would start. The first thing I found were several wires that were poorly spliced together, and most of the relays were dangling off their brackets. I had to fix the wires even before I could check the rest of the systems. The main complaint was the fuel pump wasn’t coming on. They had already replaced the fuel pump relay, and even though it had all the correct signals (at the relay), it refused to cooperate. I found something that I rarely see, but it does happen — the relay was assembled backward. For now, the easiest

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Gonzo’s ToolBox solution was to reverse the leads at the relay. Once I switched it over, the car started. It ran terrible, the service light was flashing and a misfire code was stored. Upon further diagnosis, I found a broken wire at the #1 coil. I had the scope hooked up to a pressure transducer, and it was showing some weird exhaust pressure readings. Sure enough, a compression test on one of the front cylinders confirmed my suspicion: the converter was also clogged. Every single intake bolt, intercooler bolt and the fasteners had never been properly tightened. Instead of pulling the intake section and intercooler lines off to get to the #1 cylinder and fix the wire, I thought it was time to call these guys and give them the news. “We can handle it from here,” they told me. They paid for my time, and, as expected, it wasn’t long before they needed more help. I could tell there was already some tension from the tone of their voices on the other end of the phone, and I was going to be the scapegoat for this car’s demise. “I’d check the fuel pressure since it sounds like that might be part of the original problem, before all this other stuff went wrong,” I told him before he rudely hung up the phone. I always thought these guys were a little shifty, and it wasn’t long before I found out for sure. The owner turned out to be just as unprofessional as his hired hands. What was my clue? He stopped payment on the check. I was furious. But, I cooled down a bit and did not stoop to their level. Let’s be professional about this, I told myself. I kept my cool and called them. My comments went like this… 14 March 2013 | BrakeandFrontEnd.com

“I’m not here to lie, cheat or steal, and I’ve never-ever done that to you or anyone else. Your lack of handling things in a professional manner portrays the caliber of a person you really are. If you had a problem, all you had to do was call me or bring the car back. But, trying to save a few bucks on your part, after the efforts I put in this, is not acceptable. I don’t want your money. I also don’t want your techs calling me to pick my brain for answers. It’s not about the money now; it’s about the principle.” I said my peace, and hung up the phone. Case closed. Shops like these give the rest of us a bad name. I felt 100% better after handling it this way. I didn’t see any reason to stand there toe-to-toe, and try to get compensated for my professional time. My professionalism means more to me than a few bucks. Let’s face it, for a repair shop to insult another shop, especially when they couldn’t figure out the problem on their own, shows that their true colors definitely came shining through. ■

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Guest Editorial April Is National Car Care Month What’s In It For You?

here is no better time than National Car Care Month in April to reach out to consumers to take better care of their vehicles. We caught up with Rich White, executive director, Car Care Council, to ask him about the advantages of getting involved with National Car Care Month to build loyalty with current customers and attract new ones.

Brake and Front End: Please give us a brief overview of National Car Care Month and how the Car Care Council promotes the program. Rich White: National Car Care Month in April is the ideal time for the Car Care Council and the industry to work together to focus the attention of motorists on the benefits of routine and proper vehicle care, maintenance and repair following winter and before the summer driving season. It’s also a chance to remind everyone that our industry keeps Americans on the road and makes a significant contribution to the economy, safety, performance, energy use, the environment and society overall. Central to celebrating National Car Care Month are community car care events hosted around the country by repair shops, parts stores and

March 2013 | BrakeandFrontEnd.com

other aftermarket organizations that include free vehicle checkup events or inspections. Since the auto service and repair experience for the consumer is a local one, these types of community events are extremely popular with consumers and can be powerful business-building events, building loyalty and attracting new customers. The Car Care Council really goes “all out” to promote National Car Care Month. While we believe that every month is car care month, we crank up intense media outreach for many weeks prior to April to ensure National Car Care Month is on the consumer media’s radar screen. We work with the trade media to publicize and encourage industry involvement and leverage the widespread public attention to vehicle care being driven by the council. We also conduct a robust social media campaign

utilizing Facebook, Twitter, Pinterest and YouTube to reach motorists of all ages in a variety of ways.

BFE: Is it easy for a shop to participate in National Car Care Month? RW: The Car Care Council has a variety of resources and tools available at www.carcareindustry.com to make it easy for repair shops to celebrate National Car Care Month. For example, a repair shop could get a banner from the council to celebrate Car Care Month, hang it over a bay and then invite current and prospective customers to come by for a free inspection and pick up a free Car Care Guide

Guest Editorial from the council. A shop could also partner with other shops or their jobber or distributor to host a larger event with free vehicle inspections. Community car care events can become more elaborate by including police safety seat demonstrations, custom/race/antique cars on display, a local radio station remote broadcast, refreshments from a nearby restaurant, a moon bounce for the kids and tables with educational materials such as worn-out wiper blades and hoses, dirty engine oil and fluids, dirty filters and worn tires. There is no one-size-fits-all template for participating. Businesses that get involved in National Car Care Month at any level can make their organization more visible to the vehicle owners in their community.

BFE: Can you tell us a little more about the council’s newly introduced online industry “ToolBox”? RW: Our new Industry ToolBox is available to the industry in advance of National Car Care Month at www.carcareindustry.com, and makes it quick and easy to get involved. It is a one-stop site designed to help shops, stores and other industry organizations reach out to customers in their communities. One popular feature of the ToolBox is the video titled “Drive Customers to Your Shop,” which highlights the benefits of participating in Car Care Month. The site also features “how to host” a community car care event instructions, printable materials, downloadable images and Car Care Clip videos. Ordering information to obtain “Be Car Care Aware” point-of-sale kits, brochures, merchandise and the popular Car Care Guides in English or Spanish can also be found there.

BFE: You have said the Car Care Council’s website, www.carcare.org, is designed to fuel confidence regarding auto repair among vehicle owners. What are some of the most popular features of the site? RW: We make a concerted effort to ensure that

vehicle maintenance and repair information. With National Car Care Month upon us, the site’s Car Care Event Finder has a map feature to make it easier for motorists to find a vehicle check-up event in their area. It’s quick and easy for a shop to enter its community car care event information. The site features a customized service interval schedule and an e-mail reminder service, a frequently updated blog to share the latest tips and advice and a comprehensive vehicle systems overview. The council’s popular Car Care Guide and the new “Ask a Tech” and “Go Green” sections offer insight and guidance for motorists. Among the many instructional videos housed on the site, we offer a new video titled “Auto Service and Repair: What to Expect” which takes the guesswork out of auto service by giving consumers a behind-thescenes look at the repair shop experience. All in all, www.carcare.org is a one-stop site that shops can share with their customers to help them drive smart, save money and make informed vehicle repair decisions. ■

our website is the “go to” place for preventive BrakeandFrontEnd.com 17

Industry Review Gabriel Launches

'The One

To Watch' Sales Event Gabriel (Ride Control LLC) has announced the launch of its national “The One to Watch” sales event, offering consumers a mail-in rebate for up to $125 when they purchase four qualifying Gabriel-branded ride control products between March 1 and April 30, 2013. The “The One to Watch” sales event also offers consumers the opportunity to win one of up to 15 60-inch flat screen TVs. Consumers are eligible for a sliding-scale mail-in rebate when they purchase a combination of any four qualifying ReadyMount, Ultra, MaxControl or Strut Mount products between March 1 and April 30, 2013, so the more consumers spend, the more they can save. Plus, when customers submit a valid rebate claim, they will automatically be entered in the drawing for one

of the flat screen TVs. Gabriel has created “The One to Watch” Sales Event kits for participating shops, which includes a poster and rebate pad. To receive a kit, call 1-800251-5932. Details of the sales event, qualifying products, rules and rebate forms are available at www.Gabriel.com.

WORLDPAC Offers 'All Brakes, All Brands' WORLDPAC offers an "all brakes, all brands" parts program including more than 31,000 part numbers cataloged under 120 different brakerelated product categories. Available brands include Akebono, ATE, Aisin, Advics, Brembo, Bosch, Hella Pagid, PBR, Mountain, Nissin, Pilenga, Sangsin, Textar, TRW, WBR, Zimmermann and many more. WORLDPAC also offers specialty brake tools and equipment. The complete WORLDPAC inventory includes more than 110,000 automotive replacement parts for import and domestic vehicles sourced from original equipment manufacturers. To learn more contact (800) 888-9982 ext. 5470 or visit www.worldpac.com. BrakeandFrontEnd.com

Industry Review Tenneco Launches Free Mobile App v

Designed To Connect Consumers, Trade Partners With Monroe Tenneco has announced the launch of its new Monroe Shocks and Struts mobile app, designed to bring consumers and trade partners even closer to the ride control brand. Loaded with functionality, the new app quickly and easily delivers the entire Monroe product line to the user, making catalog lookups and part number searches fast and simple. In-depth product specifications, features, benefits and more are returned to the user in seconds. The app also makes it easy to locate nearby dealers for trade partners and motorists. “We are eager to bring this exciting digital interface to our customers and trade partners. We’re delivering the Monroe product line to the palm of your hand,” said Carri Irby, brand manager, Tenneco. “This new app makes it fast and easy to get the information you need, wherever you need it – in the waiting room,

at the service counter or in the service bay.” Available on iPhone, iPad, BlackBerry and Android mobile devices, the Monroe app gives trade partners and consumers the ability to access an exciting array of newtools and information, including an e-Catalog, a Part Search, a Shock Selector and a Dealer Locator. To download the app on your SmartPhone, visit www.Monroe.com to connect to easy download links. The Monroe app also is available for free download from the iTunes App Store, Google Play and BlackBerry World.

Get Dirty With Kenny And The 'Two Guys' It’s time to “Get Dirty with Kenny” and this year Kenny Schrader is bringing along his friends, Kevin Byrd and Willie B., the hosts of the Federatedsponsored SPEED show “Two Guys Garage.” Kenny and the Two Guys will be taping a special on-location episode of “Two Guys Garage” as Federated entertains the winners of this exclusive Federated Car Care promotion. Go to www.bfeRAPIDRESPONSE.com

“We want to thank the Two Guys for joining Kenny to host our annual ‘Get Dirty with Kenny’ Federated Car Care promotion,” said Phil Moore, senior vice president of Federated Auto Parts. “It will be great to have them with us for the weekend of fun, and as an added bonus, the ‘Get Dirty’ winners may be part of a future episode of ‘Two Guys Garage.’ I have warned Kevin and Willie B. that Kenny

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Industry Review

Schrader takes no prisoners when it comes to dirt track racing, so they better be prepared on race day. With all this excitement, we know our winners will have the time of their lives.” The annual “Get Dirty with Kenny” dirt track driving extravaganza will again take place this year at the Federated Auto Parts I-55 Raceway in Pevely, Mo., outside of St. Louis. Winners of this Federated Car Care promotion will receive the opportunity to race with NASCAR driver and dirt track legend Schrader as well as get a behind the scenes look at the racing business. To be eligible

to win a chance to “Get Dirty with Kenny and the Two Guys,” a shop must be enrolled as a Federated Car Care Center member by June 1, 2013. All Federated Car Care Center members in good standing are automatically registered to earn a chance to win an all-expense paid trip. To find out if you are up to the “dirty” challenge, visit www.federatedautoparts.com.

WAGNER THERMOQUIET

'THE ULTIMATE STOP' BRAKE PROMOTION OFFERS CONSUMER REBATES OF UP TO $50 Consumers can earn a mail-in rebate of up to $50 when they replace their worn brake pads and/or shoes with Wagner ThermoQuiet products this spring. Available Feb. 25 through April 30, the Wagner ThermoQuiet “The Ultimate Stop” promotion offers cash-back rebates for qualifying purchases of Wagner ThermoQuiet and Wagner ThermoQuiet CeramicNXT brake pads. Consumers who have Wagner ThermoQuiet brake pads and/or shoes professionally installed on their vehicles can earn a mail-in rebate of up to $50 ($15 per front and/or rear set plus $10 installation per Go to www.bfeRAPIDRESPONSE.com

set). Those who install Wagner ThermoQuiet products themselves can earn a mail-in rebate of up to $30 ($15 per front and/or rear set). Rebate submissions must be postmarked within 14 days of purchase. Visit www.WagnerTQRebate.com for additional rules and to register and track a rebate. ■

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Brake Job

2002-2008 Ford Explorer O By Andrew Markel

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n the test drive, listen for any driveline noises. Many older Explorers are known for having problems with the differential, shafts and axles. The most common symptom is a binding or chattering front differential while the vehicle is turning or braking. When inspecting the vehicle on a lift, take a close look at the upper control arm bushings. Many customers will associate the rattle and clunking worn bushings can make when the brakes are applied as a brake problem. Verify the symptom with the service writer or customer. Look at the brake pads for any sign of abuse. Look for signs of rust jacking between the backing plate and friction material. This causes edge lift and material separation. The customer may also notice noise and vibration. Make sure to measure the thickness of the pads. The minimum thickness is 3mm; this is a lot of material to the naked eye. Ford specifies that the pads can not vary in thickness from inner-toouter pad by more than 2mm. Also, Ford specifies that there can only be 3mm of tapered wear. If the vehicle has too much thickness variation or tapered wear, it is a sign that there could be problems with the brake hardware or the caliper pistons. Explorers have dual-piston floating calipers with phenolic pistons. Inspect the boots for any damage

March 2013 | BrakeandFrontEnd.com

or cracks. When pushing the pistons back in, it is advisable to use a tool that will push the pistons back with equal force. Damage can result to the pistons and seals if the proper tool is not used. There are a number of tools on the market that can help you be more productive. Technicians are often confused by Ford’s rotor specs. In the past, Ford printed or stamped the minimum and “discard” thickness of the rotors. Now they call it “thickness to machine.” Confused? The

minimum thickness is the thickness that the rotors should not drop below before or after machining the rotor. The discard or “thickness to machine” specification is a number (usually 0.7.9mm added to the minimum thickness) that should be used to determine if a rotor can be

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Brake Job

machined. The rotors should have no more than 0.001” of runout and 0.0004” of thickness variation. While the rotor is off, measure the runout in the wheel bearing hub unit’s flange. The hub unit is one of the first items to fail on the vehicle. In most cases, the first sign of a failure will be an open, erratic or weak wheel speed sensor trouble code.

BRAKE ROTORS SPECS • Front brake rotor minimum thickness: 24.5mm (0.9646") • Rear brake rotor minimum thickness: 11.0mm (0.4331") • Front minimum thickness to machine (Discard): 25.1mm (0.98") • Rear minimum thickness to machine (Discard): 11.6mm (.45")

REPAIR PROCEDURE When selecting new friction material for the Explorer, keep in mind the original pads were ceramic. The brake system is set up for this type of material and how the pads and rotor generate and absorb heat. For the caliper anchor pins, use a silicone-based brake grease. Make sure it is compatible with all rubber compounds including nitrile, Teflon, nylon and other synthetic rubbers. For the shims, abutment clips and slides, use syntheticbased boundary-type lubricants that have a high solids content and typically contain a variety of friction-reducing ingredients.

TORQUE SPECS: • Bleeder Screws: 16 ft/lbs • Front/Rear Hose Banjo/Flow

Bolt: 26ft/lbs • Hard Brake Lines Fittings: 13 ft/lbs • Front Caliper Bolt: 24 ft/lbs • Rear Caliper Bolt: 24 ft/lbs • Front Caliper Bracket Anchor Bolts: 100 ft/lbs • Lug Nuts: 100 ft/lbs.

EMERGENCY BRAKE ADJUSTMENTS 1. Remove the rear rotor. 2. Inspect the parking/emergency brake mechanism. Lubricate the parking brake shoes at the point where they contact the brake disc shield using silicone grease. 3. Use a brake adjusting gauge/caliper to measure the inside diameter of the drum position of the rear brake disc. Adjust the parking brake shoe clearance of 107 mm (0.142 inch) less than the inside diameter of the drum portion of the rear brake disc. Make sure that the parking brake shoes are correctly centered and measure across the center point. 4. Rotate the parking brake shoe adjuster wheel to achieve the correct parking brake shoe-to-brake disc.

BLEEDING Ford says that manual bleeding is possible after caliper replacement. But, if you are going to bleed the entire system, start at the right rear and move the left rear, then finish with the left front. If an ABS hydraulic component is replaced, it will require a scan tool with bi-directional control to get all the air out. ■

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Brake Buying Smarts

SAE Brake Testing: Understanding the value of a standardized test for brake pads

n engineer once said to me, â&#x20AC;&#x153;a test is worth 100 expert opinions and a million marketing claims. But, a documented and standardized test that can be carried out by any manufacturer is worth 500 expert opinions and a billion marketing claims.â&#x20AC;? This is the true value of SAE J2430. There are no governmental or mandatory safety standards for brake pads. You could make a brake pad made of marshmallows, and as long as it had an edge code, it could be sold to the public. If the marshmallow brake pad causes a crash, it is up to the civil courts, and maybe criminal courts, to decide if it was unsafe. Even with no regulation in place, the supply chain has been able to keep most unsafe brake pads off the market because reputation of a brand is very important. One tool used by brake pad manufacturers are standardized SAE test procedures to characterize friction materials. The reports are used by the manufacturers and buyers to

Instrumented vehicle for FMVSS brake testing.

March 2013 | BrakeandFrontEnd.com

make sure they are selling a quality product. SAE J2430 is set of standardized test procedures designed to replicate a Department of Transportation FMVSS 135 and 105 tests in a laboratory and not on a car. It helps to characterize how a friction material would perform on a vehicle platform. This type of testing has been developed in cooperation and is endorsed by the Brake Manufacturers Council (BMC) of the Automotive Aftermarket Suppliers Association (AASA) and the Motor & Equipment Manufacturers Association (MEMA). This is not a certification or a gold seal from a governmental body. The dynamometer driven tests simulate government mandated FMVSS 135 and 105 tests. These tests have nothing to do with noise, vibration or brake dust.

FMVSS135 & 105 FMVSS135 and 105 specifies braking and parking brake systems requirements to ensure safe braking performance under normal and emergency conditions. The law/rule says that NHTSA can pull a vehicle from the production line or dealerâ&#x20AC;&#x2122;s lot to perform an FMVSS test and it must comply. The test is performed at a test track that has a surface with a specific coefficient of friction and hills with a defined incline. The vehicle is instrumented for stopping distances, pedal pressure and other sensors to measure forces. An FMVSS test is designed to be technologically neutral and free of human error. It is not concerned with caliper design, friction material composition or even vehicle configuration. The FMVSS specs state a distance a vehicle must stop under using amount of pedal force or effort

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Brake Buying Smarts on the emergency brake. They also test braking distances if the engine stalls or the booster fails. There is no way to cheat or ask for an exception. Newer FMVSS tests measure the stability of the vehicle under braking and varying load conditions and how the ABS and brake balance work under emergency conditions. FMVSS tests are OEM level tests that require a brand new vehicle and a test track. If an aftermarket brake pad company does not have either the car or testing grounds, they cannot perform it.

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Vehicles are loaded for FMVSS tests.

other hydraulic components from the vehicle. But, with some control systems, these can be simulated with a computer.

LABORATORY TESTING

WHAT DOES IT MEAN TO YOU?

SAE J2430 is designed to replicate the FMVSS brake test in a laboratory without a vehicle. Most testing laboratories have a database of current vehicles and their original friction material. They also have the jigs and calipers to simulate a corner of the vehicle. The test has many cycles that start with burnishing the new pads and rotor and typically end with the tests that measure fade performance. The most important piece of equipment is the inertial brake dynamometer. This type of dynamometer is more expensive and more complex than an engine dynamometer and is designed to put energy into a component instead of absorbing it. A brake dynamometer simulates the mass and inertia of a vehicle. It can duplicate a variety of stops and environmental conditions. When an application is tested, they will attach a rotor, caliper and in some cases the entire knuckle of a vehicle. Some tests involve using the master cylinder, booster and

If you see an aftermarket brake pad manufacturer claiming there products meet, exceed or pass FMVSS 135 or 105, be very, very skeptical. Only a handful of aftermarket friction material manufacturers that have OEM business can make this claim, and they can typically only make this claim on an application if they are the original supplier or have access to the on-vehicle test data. No supplier can make this claim about its entire line, it is not economically feasible. If you see a manufacturer claiming they test using SAE J2430, it is a good selling point but it should never be a deal breaker. Reputation and quality is still more important. This means that they have taken the time and expense to test their friction materials and applications and they have the data to prove it. It is not a certification or mandated test from a governing body, but it is a good sign the company might be doing the right things to make sure you get the best possible brake pads. â&#x2013;

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Loaded Struts

or a vehicle, having a loaded strut or coilover available for installation can be a badge of honor or a badge of shame. If a vehicle is popular enough and has lasted the ravages of time and salt, it will get an application in a strut manufacturerâ&#x20AC;&#x2122;s catalog. If a vehicle is popular, but had problems with the original units, aftermarket ride control manufacturers can turn that badge of shame into a longterm fix. When loaded struts were first introduced, the target market was the DIY crowd. But, it was clear that being able to source a spring and related hardware in one box was a big advantage for shops. These units can be a produc-

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tivity gold mine that can help you bill more hours in a bay by eliminating the disassembly and assembly when transferring the spring and upper plate. In the past five years, we have seen an explosion of not only applications, but manu-

facturers who offer these products. The coverage and pricing is getting better and it is always a good idea to look for load options when pricing out a job. On the business side, it does not take an MBA to realize that if you are able to sell a

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Loaded Struts more expensive part, chances are that under normal parts pricing policies, you will have more money in the bank. Also, by not having to do the strut compressor waltz, you will get the vehicle out of the bay faster so you can move on to the next job. On a practical note, worn upper mounts are the leading reason for a comeback after the struts are replaced. Upper mounts and bearings can be hammered to death. The upper strut mount essentially supports the vehicle weight and counters both braking and acceleration torque. Most mounts are sandwiches of rubber, metal and bearings. Over time, the rubber can lose its ability to isolate the suspension from the body. Bearings can also seize and bind, causing the vehicle steering problems.

1997-2004 GM W-CAR: BUICK REGAL+CENTURY, CHEVY MONTE CARLO+IMPALA, OLDSMOBILE INTRIGUE AND PONTIAC GRAND PRIX

car fleets. There are a ton of them on the roads and they continue to last for decades. The Achilles heal of this strut is the upper strut mount and the bearing. Customers may report memory steering, tight spots while turning or a knock while driving straight.

2004-2008 GM EPSILON PLATFORM FRONT STRUTS: CHEVY MALIBU, SAAB 9/3 AND PONTIAC G6 This is a recent edition to some catalogs, but it is starting to become a big seller. If you are replacing a set of these, check the lower ball joint for wear.

The GM W-Platform is one of the most popular and toughest vehicles on the road. Almost every ride control manufacturer has an application for the front struts. These cars are well built and will require at least one spring change in its lifetime.

2002-2008 GMT360 CHEVROLET TRAILBLAZER, GMC ENVOY, OLDSMOBILE BRAVADA AND BUICK RAINIER 1999-2010 CHEVROLET COBALT/CAVALIER AND PONTIAC SUNFIRE/G5 The front struts on the J-Car and Delta compact platform sold well with young drivers and rental 32 March 2013 | BrakeandFrontEnd.com

While not a strut, the coilover strut in this midsize SUV is a fast mover from some parts stores. This loaded coilover can cut more that an hour off the job and trips to the spring compressor. At prices ranging from $130-$180 retail, this is a definite cost savings that can increase your productivity while giving the customer a more complete job.

Loaded Struts 2002-2006 FORD EXPLORER FRONT COILOVER This coilover can save your shop time and money. The upper and lower bushings on the original units can wear out over time and cause

noise. Also, rust and corrosion can cause the lower spring mount to separate from the body.

2000-2006 FORD FOCUS FRONT STRUT This is a popular car with its fair share of problems. The springs have a history of breaking at the tops and bottoms. Also, upper strut mounts wear out over time.

2000-2006 TOYOTA TUNDRA The front suspension of the Tundra uses a coilover unit that can be difficult to compress. Loaded units can drastically extend the life of the unit, while returning the vehicle to like new condition. The driver will notice.

2005-2009 DODGE DAKOTA If you do not have a decent spring compressor that can handle this spring, a loaded unit can save you time and money. â&#x2013; Reader Service: Go to www.bfeRAPIDRESPONSE.com

34 March 2013 | BrakeandFrontEnd.com

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Bearing Hub

Wheel Bearing Hub Unit Q&A W hile it may appear to be easier to use an impact wrench, it is not recommended. We recommend the use of a certified, calibrated torque wrench. Impact wrenches can damage the wheel speed sensor. It can also create a false sense of security when adjusting a nut or bolt, which may be under or over torqued. This can leave a hub assembly susceptible to failure.

What types of noise will a bad wheel bearing hub unit start to make? The first symptom of wheel bearing trouble is usually noise. A rumbling, growling, chirping or cyclic noise of any

kind from the vicinity of the wheels is a good indication that the bearings need to be inspected without delay. Wheel bearing noise is usually proportional to vehicle speed, and does not change when accelerating, coasting or decelerating (which distinguishes it from differential, transmission or U-joint noise). The noise may change when turning, or become louder or even disappear at certain speeds.

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How much runout on the rotor’s face can rust cause? Rust on the hub’s mating surface is a leading cause of runout. The rust can form to a point where it actually pushes the rotor away from the hub even with the wheel bolted on. This process has been termed “jacking.” As little as .001” of rust at the outside edge of the rotor will result in .002” to .004” of runout when measured at the outside edge of the rotor.

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Bearing Hub What triggers an erratic signal code in a wheel speed sensor of a hub unit?

What happens when the wheel speed sensor in a hub unit affects the ABS system? If a sensor becomes damaged or has malfunctioned, the system is meant to revert to normal braking mode. This means the ABS system will shut down if trouble is detected. The wheel hub unit will continue to operate in its normal function. It is safe to drive on the hub unit, but the ABS system should be checked at your earliest opportunity. Since a wheel cannot be steered unless it is rolling, a locked wheel offers no steering control of the vehicle. ABS restores steering control by quickly applying and releasing pressure on the affected wheel or wheels.

Is it permissible to use a replacement bearing with impulse wheel on a vehicle that does not have ABS? Yes, a bearing with impulse wheel can be used on both ABS and non-ABS applications. In the cases when the car does not have ABS, the impulse wheel is there, but is not used. It does not affect the function of the bearings. 38 March 2013 | BrakeandFrontEnd.com

Understanding the two types of systems currently in use will help understand what triggers an erratic signal code. Type 1 or “Passive System” uses a couple different types of impulse wheels. One of the most common is the gear-toothed style. This is usually pressed on to the back of a hub unit or CV shaft. A sinusoidal signal is created as the gear rotates past the magnetic sensor. The magnetic senor is usually bolted to the knuckle of the vehicle and the wiring is routed to the ECU. The toothed portion of the gear creates a high magnetic flux and the open portion causes the magnetic field to breakdown. This open type of system is susceptible to grit, dirt, water, heat and vibration. All of these can cause problems and trigger an erratic wheel speed sensor code. After verification of the trouble is complete, a good visual inspection should be done. Type 2 or “Active System” uses an integrated sensor and magnetized impulse wheel built into the carrier portion on a hub unit. These systems are less susceptible to the environment, but they can break down internally either mechanically or electrically. If this occurs, an erratic signal code can be triggered. If the cord is going through the knuckle on the vehicle, make sure it is placed through the gap in the knuckle made specifically for the ABS cord. Testing should be done following the manufacturer’s guide lines for that specific vehicle. An oscilloscope or DVM may be needed along with an ABS scanner. ■

Exhaust & Emissions

Catalytic Converter Killers IGNORING CHECK ENGINE LIGHTS Gas caps are killing convertors. So many drivers have seen the example of the loose gas cap causing the check engine light to come on that they think the light will go out if they twist their gas cap and drive on. The truth is that as they drive, they could be damaging their catalytic convertor.

MISFIRES If a misfire is allowed to go on for too long, it can kill a converter by increasing the temperature of the exhaust gases or adding unburned fuel. Thermal or overheating damage occurs when a cylinder misfire causes excessive amounts of unburned oxygen and gasoline to enter the

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converter. In general, the catalyst begins to function at 550째 F and will begin to lose efficiency at 1,800째 F. Temperatures approaching 2,500째 F will melt the substrate. While many newer vehicles will disable the fuel injector on a misfiring cylin-

der to prevent overheating of the catalyst, others may not.

WORN RINGS OR VALVE SEALS If engine oil is making it past the rings or valves and making its way into the combustion chamber, it will

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Exhaust & Emissions eventually damage the converter. Engine oil contains sulfur, silicon, zinc and phosphorous that can bind to the precious metals of the converters biscuits. These chemicals prevent the converter from braking down unburned hydrocarbons. If the platinum, palladium and rhodium catalysts inside the converter become coated with any of these other elements, it can prevent them from triggering the chemical reactions that are necessary to clean up the exhaust. The efficiency of the catalyst drops way down or ceases altogether, causing an increase in emissions out the tailpipe. Since there is no way to rejuvenate a contaminated converter, replacement is the only repair option.

VACUUM LEAKS A vacuum leak is unmetered air entering into the combustion chamber. This can lean the combustion mixture and increase exhaust gas temperatures. The increase in temperatures can damage the converters. Most vehicles can compensate for a minor vacuum leak by adding extra fuel. But, the fuel injector pulse-width can only be fattened up so far.

LEAKING HEAD GASKETS Any coolant from a leaking head gasket can kill a converter in a short period of time. A head gasket leak could be so minor it may not even cause the vehicle to overheat, but it could kill the converter. This is why you should perform a cooling system leak-down test

before replacing a suspect converter. Coolants contain phosphate, silicates and other additives to prevent corrosion, but they can block and contaminate the precious metals of the converter. Long-life OAT-based “orange” coolants, such as Dex-Cool, have also eliminated silicate corrosion inhibitors for the same reason (though silicates are still used in many other OAT-based coolants).

WORN OXYGEN SENSORS If an oxygen sensor can not measure the oxygen present in exhaust gases, it can not ensure that the right amount of oxygen is present so the converter can burn off hydrocarbons. Worn or slow oxygen sensors can kill convertors.

LEAKING INJECTORS Thermal failure is most often caused when excessive raw fuel comes into contact with the catalyst, and "burns" in the converter instead of in the engine. The high quantity of fuel generates temperatures well in excess of the capacity of the converter, causing meltdown of the ceramic monolith. The melted ceramic could block the exhaust path, leading to a significant loss of engine power. Visible symptoms include heat-related discoloration of the converter shell.

WORN SPARK PLUGS Worn spark plugs can cause erratic misfires in multiple cylinders. The misfires can physically damage the catalyst. ■

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Tech Tip

Torque-To-Yield

Suspension Components By Andrew Markel

ome 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 7-10º angled taper, along with a threaded stud and nut, lock the components together by tensioning the nut and stud. Torqueto-Yield (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.

IDENTIFYING TTY BALL JOINTS AND TIE RODS

bolt too far, causing it to break. If a TTY fastener is over tightened, it can stretch beyond its limits and break. The increased torque can also cause the female part of the taper to crack as to much clamping force is applied. Many ball joints may have an initial torque spec as low as 15-30 ft/lbs and torque angles are between 140º and 225º. Never guess or try to use your calibrated elbow; always look up the spec and use a torque wrench. 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.

The metallurgy and heat treatment of TTY bolts and regular bolts is different, and you can REUSING TTY ITEMS sometimes tell one from the other Make sure you check the service by their appearance. TTY ball information to see if a TTY ball joints and studs have an inset hex joint or tie-rod end is reusable head at the end of the stud. This after it has been removed. Some can be used when tightening to manufacturers recommend a joint the specified torque and setting should be replaced, while others the torque angle. do not indicate if it should. ■ Always make sure to check the service information to get the right torque for a suspension component no matter what type of fastener. If you see an initial torque spec along with an angle in degrees, it is a TTY fastener. New torque angle tools designed to get into TTY ball joints and tie rods are usually installed dry. Do not apply tough areas behind knuckles any oil, grease, assembly lube or and control arms. This sealer on the stud or tapered bore. tool is from Brown Line Lubricants increase the torque Metal Works and attaches to any wrench. load on the bolt or stud, which

INSTALLATION

may overload and stretch a TTY Go to www.bfeRAPIDRESPONSE.com

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TPMS

DIAGNOSTIC STRATEGIES By Larry Carley

he first step in any diagnostic strategy is to figure out whether or not your customer's vehicle actually has a TPMS problem. Any number of things can cause the TPMS warning light to come on or flash. The light should illuminate when a tire is low, and should eventually go out after the low tire has been inflated to its recommended pressure. If the light remains on after checking/inflating the tires, or if it flashes and remains illuminated, it may signal a TPMS problem that will require further diagnosis.

TPMS PROBLEMS CAN INCLUDE ANY OF THE FOLLOWING: • A tire pressure sensor that has stopped functioning because the battery has died. • A tire pressure sensor that is working intermittently due to a weak or failing battery. • The TPMS module is not receiving a signal from one or more sensors because of an antenna or wiring fault. • The TPMS module itself is not functioning properly or has failed because of a voltage supply, wiring or internal electronics fault. • The tires were serviced or rotated recently and the relearn procedure or was not done correctly.

March 2013 | BrakeandFrontEnd.com

• The vehicle owner does not understand how their TPMS system works.

STEP-BY-STEP One of the diagnostic mantras that is preached by service experts today is "Test Before Touch." Basically, you should always use a TPMS tool to activate and check the response signal from each tire pressure sensor in each wheel before you do anything else. This will tell you (1) whether or not each sensor is capable of generating a signal, and (2) if the sensor is generating a signal whether or not the pressure reading is accurate. The pressure reading from a sensor can be easily verified by checking the actual pressure in the tire with a gauge. If the pressure value displayed on your TPMS tool from a sensor reads 32 PSI (or whatever),

TPMS WATCH OUT FOR BAD VALVE STEMS AND AGING SENSORS Something else to watch out for are corroded or damaged TPMS valve stems. The valve stem on each wheel should be visually inspected for corrosion or other damage that might affect the integrity of the valve stem. Consider the age and mileage of the vehicle when doing your diagnosis. The average life of the battery inside a brand new factory TPMS sensor is around 7 to 10 years depending on use. The more the vehicle is driven, the more often the TPMS sensors generate their signals and the faster they use up their remaining battery life.

HOW TO PROCEED If you find a tire pressure sensor that is not functioning or reading accurately, the natural assumption is that the sensor is the problem and that replacing the sensor will fix it. Usually it will. But until you check the rest of the TPMS system, there's

you should find 32 PSI when you check the pressure with a gauge. A key point here is that your tire pressure gauge MUST be accurately calibrated. Those cheap springloaded stick-style tire pressure gauges often vary up to 5 PSI or more! The most accurate gauges are the electronic digital ones because many have a self-calibrating feature that compensates for changes in ambient air temperature.

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TPMS

no guarantee a bad sensor is the only problem that may be affecting the operation of the system. If all of the sensors appear to be working normally, and all of the tires are inflated to the recommended pressure, but the TPMS warning light is remaining on or flashing, you'll have to dig deeper to uncover the fault. For the next step, you'll need a TPMS tool or scan tool that can communicate with the TPMS system via the OBD II diagnostic connector under the instrument panel. After plugging in your tool, read out any fault codes that are found and write down the code(s) so the information isn't lost when you clear the module's memory. You might find a code indicating one or more bad tire pressure sensors because there is no signal coming from the sensor. But if you already checked each sensor with your TPMS tool and didn't find any problems, you know the problem isn't the sensor. Consequently, the only explanation is that the sensor signal is not getting through to the TPMS module. The problem could be a damaged or shorted antenna near the wheel, or a wiring fault between the antenna and the TPMS module. If you suspect the TPMS module is not receiving a good signal from one or more sensors, check the antenna wiring for continuity and problems such as shorts, opens or high resistance. A voltage drop test across any wiring connections should read 0.10 volts or less. If you find a higher Go to www.bfeRAPIDRESPONSE.com

voltage drop reading, it indicates excessive resistance that is affecting the quality of the signal. If the antenna wiring checks out but the TPMS module is still generating a "no sensor signal" code, the fault is likely within the module itself. But before you condemn the module and tell your customer the TPMS module needs to be replaced, make sure you check the TPMS module voltage supply and ground connections because low voltage can make any electronic module misbehave and act quirky. On some vehicles, the signals to the TPMS module are shared or go through the keyless entry system so a wiring problem that affects the keyless entry system could cause a problem with the TPMS system. The TPMS module may be working fine but is not getting the right information from the keyless entry system. That's why you should always look up the OEM service information for the vehicle you are working on to see how the TPMS system operates â&#x20AC;&#x201D; especially if you are having difficulty figuring out a problem. You should also check for any Technical Service Bulletins (TSBs). Something else that can cause a TPMS system to malfunction or set false codes is EMI (electromagnetic interference). EMI from another source might be messing with the TPMS signals and confusing the system. Electrical crosstalk between adjacent wiring circuits can occur when the magnetic field around a wire that runs parallel to another wire induces a current in the second wire. â&#x2013;

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Alignment Spec

Sponsored by:

he KIA Soul is one of the best selling cars of the past three years. While the usual KIA/Hyundai bits are under the Soul’s trendy exterior, it does have four different strut and spring options that can make ordering the right parts a nightmare. This is the typical “net build” vehicle with no adjustments for camber or caster. The factory manual recom-

mends replacing parts if something is out of alignment, but the aftermarket offers several solutions to bring a Soul into spec.

FRONT SUSPENSION The front suspension is a McPherson strut setup. Always make note of tire wear. If a customer does not rotate the tires, the stock tires would wear the inside edges. This is normal. Like most new vehicles, the Accent does not have any built-in adjustments for caster and camber, but they can be made by installing cam bolts on the strut. Too much positive camber will result in a car that will pull or drift depending on the Go to www.bfeRAPIDRESPONSE.com

March 2013 | BrakeandFrontEnd.com

amount of cross camber. KIA recommends the cross caster should be less than 0.5 degrees. Hyundai recommends checking SAI with an alignment system that can perform a caster sweep. It is useful for checking for damaged components when the SAI difference between left and right sides is more than 1 degree. If SAI is lower on one side of the vehicle, it may indicate a bent lower control arm. If SAI is higher on one side of the vehicle, it may indicate damage to the upper strut mount.

REAR SUSPENSION The rear suspension on the Soul is a trailing beam axle. While this setup is almost bul-

Alignment Spec

let-proof, the axle can be tweaked by moderate impacts with curbs and potholes. There are no built-in adjustments for toe or camber. Adjustments can be made by installing a shim between the axle and wheel-bearing hub. It is recommended by Hyundai to check thrust angle and set back before performing adjustments in the front. Failing to do this could result in an off-center steering wheel.

TPMS The Soul has just a warning light on the dash to indicate the

condition of the tires. If one tire is above or below the inflation threshold, it will turn on the light. The system does not display which tire is low. For a sensor to work, it has to have its ID number entered into the TPMS control module along with the position of the sensor. This requires a scan tool. The sensor enters a sleep mode after 19 minutes. To complete the relearn, the car should be driven above 18 mph until the sensor is able to send a signal multiple times to verify that it is from that sensor and the signal is not from a nearby vehicle. After this, the light should go out. â&#x2013;

STEERING ANGLE SENSOR The recalibration of the steering must be performed after any front or rear toe adjustment. It is highly recommended to do this through the OBDII port. A scan tool can be used or Hunterâ&#x20AC;&#x2122;s CodeLink tool which is programmed to address KIA requirements steering angle sensor calibration. Hunter has simplified the process with a seamless transition from the final front toe adjustment to the required reset. Go to www.bfeRAPIDRESPONSE.com BrakeandFrontEnd.com 51

Tech Tips This month is sponsored by:

RE-FLASH UPDATES: THE ULTIMATE FIX You don’t have to be an IT pro to flash reprogram automotive PCMs, but the process requires a certain amount of know-how as well as special tools and access to the latest OEM software upgrades. What’s more, it’s not a risk-free endeavor. The software tells the PCM how to process its various sensor inputs and other requests so the vehicle operates normally. The software may also include information on how to handle communications from other onboard modules such as the ABS/traction control/stability control system, climate control system, body controller, air bag mod-

ule, keyless entry and so on. You can’t simply swap a PCM from one vehicle into another and expect it to work perfectly. If the VIN in the PCM doesn’t match the VIN number on the vehicle, it can complicate scan tool diagnostics, future software updates and vehicle documentation and tracking. That’s why replacement PCMs need to be flash programmed with the correct and up-todate information.

OE UPDATES

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March 2013 | BrakeandFrontEnd.com

The other reason to undertake a flash programming procedure is to cure an emissions or driveability issue, or to enhance vehicle performance or diagnostics. Sometimes a glitch or oversight in the original factory software leads to problems later on. Whatever the problem happens to be, it may be possible to correct or minimize it by flashing a module with new programming or configuration data. Software or calibration changes can be used to tweak the sensitivity of the OBD II monitors, to add

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Tech Tips

REFLASHING

self-checks that may not have been part of the original programming, to revise various operating perimeters (idle speed, fuel mixture, the timing of various emission functions, etc.) to improve cold start idle quality, idle smoothness or whatever. GM estimates that 70% of 1995 and newer GM cars could benefit from a flash update, yet few cars have received the updates because technicians are not aware the updates exist.

GETTING SET UP Flash programming requires several pieces of equipment. First, you need a laptop or desktop computer with a decent internet connection. You also need the appro-

54 March 2013 | BrakeandFrontEnd.com

priate OEM installation software (which can usually be downloaded from the OEM website) to download or copy their flash updates from the PC to your scan tool or J-2534 pass-through tool. A list of OEM service websites can be found at www.nastf.org. Transfering the software from your PC to the vehicle requires a scan tool, a flash capable aftermarket scan tool, or a J-2534 pass-through tool and cables. OEM scan tools are expensive and cost thousands of dollars, and some aftermarket scan tools may require hardware and/or software upgrades before they can do a flash update on a vehicle. The least expensive way to go is to buy a J-2534 pass-through tool.

BEFORE YOU FLASH ... Before you attempt to flash program a PCM or

Tech Tips other module, you first need to determine if the software in the module is the latest version that’s available. If it is the latest version, then there’s no reason to proceed. Most OEMs will not allow you to reflash the same information over current information.

Some of these re-flashes are going to come as a surprise to some technicians, mainly from the way the information is written in the diagnostic pages. You may not know about the reprogramming until about the last step in the process. ■

FLASH WARNING It’s absolutely essential to maintain a constant, steady voltage supply to the PCM during a flash. If the voltage drops because a cooling fan kicks on unexpectedly, or the EVAP system decides to run a leak test, the voltage fluctuation may interfere with the flash. You don’t want the software scrambled. After a flash procedure has completed, the standard procedure is to turn off the key before you disconnect the scan tool or J-2534 pass-through tool from the vehicle. It can’t be stressed enough that you need to follow every word and follow every command while doing the re-flash. If you run into a questionable area, check the home page of the website for an 800 number you can call and talk directly to someone. On most of the import cars, you will need to obtain the original controller ID from the module you are re-flashing before starting the re-flash. This can be obtained thru Mode 9 of your scanner. These calibration numbers will indicate whether or not there is a re-flash even available or which is the latest calibration for that model. In some cases, the re-flash can take up to 30 minutes, so give yourself plenty of time to complete the process without any major interruptions. Be sure to have the vehicle’s battery fully charged or on a suitable charging unit for the duration of the re-flash. BrakeandFrontEnd.com 55

Brought to you by:

Product Showcase

AutoCareProNews.com

Bartec USA, an industry leader in TPMS tool solutions, introduces a TPMS consumer kit. This consumer kit comes with a counter mat, mouse pad, informative wall poster, large window banner, two versions of consumer-oriented brochures, and an attractive countertop display. To bring it all together, Bartec created a comprehensive reference book. Bartec’s goal in developing this kit: build knowledge and confidence and improve on the abilities of technicians and counter people alike. Using this consumer kit in your tire shop or service center will help consumers better understand TPMS and what is required. Visit www.bartecusa.com. Reader Service: Go to www.bfeRAPIDRESPONSE.com With an estimated 60% of vehicles on the road in need of an alignment, Hunter Engineering Company developed the new Quick Check system to help shops quickly identify these vehicles and drive more traffic to the alignment bay. Quick Check captures toe and camber measurements and produces printed results in under a minute. Service writers can then use the easy-to-understand, color-coded printouts to alert customers of misalignment issues and generate more repair orders for alignment service. Visit www.hunter.com. Reader Service: Go to www.bfeRAPIDRESPONSE.com

BendPak’s TRI-MAX air-compressor is an ASMEcertified powerhouse that features the company’s renowned TRI-MAX extreme-duty 3-cylinder pump, designed and manufactured to operate with maximum efficiency under all load conditions. The 100% cast-iron pump has a “W-3” configuration that provides 360° cooling efficiency and splash lubrication ensures total reliability. A low-rpm pump, combined with a 7.5 hp motor, packs a lot of power but makes little noise. Learn more at www.bendpak.com/compressors. Reader Service: Go to www.bfeRAPIDRESPONSE.com

Clean brake parts without using electricity with the new air-powered Oil Eater professional brake washer, which includes a cover that also functions as a catch basin. It is designed for use on alignment lift/ramp lifts or on the floor and can also be used as a portable parts washer. Eco-friendly Oil Eater Original cleaner/degreaser is included. It is non-toxic, non-corrosive, nonflammable and biodegradable. Visit www.oileater.com. Reader Service: Go to www.bfeRAPIDRESPONSE.com

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56 March 2013 | BrakeandFrontEnd.com

Product Showcase The Original Gabriel (Ride Control, LLC) is introducing more than 50 new ReadyMount SKUs, expanding the line by more than 25%, and bringing its line to almost 200 ReadyMount preassembled struts. Of these new applications, 40 are first- or new-to-market designs covering such high-demand vehicle applications as mid-2000s Toyota Corolla and Camry, and a variety of domestic models. Visit www.Gabriel.com. Reader Service: Go to www.bfeRAPIDRESPONSE.com

ALLIGATOR Sens.it and ATEQ Corporation announce the integration of Sens.it TPMS sensor programming into the ATEQ VT55 diagnostic tool, which provides shops with the option of programming the TPMS sensor online or at the point of service, without the need for an Internet connection. Because a rapidly growing number of repair facilities either have a diagnostic tool or are considering purchasing one in the near future, the integration of Sens.it programming functionality into the ATEQ VT55 offers an economical and convenient solution. ATEQ VT55 tools are able to program Sens.it sensors and older tools can be easily upgraded. Visit www.alligator-sensit.com. Reader Service: Go to

Increasing vehicle fuel economy and engine performance while decreasing vehicle exhaust emissions backed by unmatched product quality and after sale support, Spectra Premiumâ&#x20AC;&#x2122;s new line of O2 sensors feature fully waterproof, climate-resistant electrical connectors that are an exact match to the vehicle harness, the company says. They are 100 percent performance tested to meet vehicle requirements with all accessories included for installation. For more information, visit www.spectrapremium.com. Reader Service: Go to www.bfeRAPIDRESPONSE.com

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BrakeandFrontEnd.com 57

Product Showcase Federal-Mogul has expanded its line of Wagner ThermoQuiet CeramicNXT brake pads with new application-engineered disc pad sets for 2013 Dodge Dart and 2012 Lexus HS250H passenger vehicles. Wagner ThermoQuiet CeramicNXT brake pads feature FederalMogul’s next-generation proprietary ceramic formulations and Dynamic Noise Absorption technology, which is integrated into the brake pad to target and absorb vibration at the point of contact for quieter braking. In addition, these formulations feature thermal-sensitive properties that adapt to the wide range of temperatures encountered during everyday driving conditions to ensure superior stopping performance, the company says. Visit www.TQBrakePads.com. Reader Service: Go to www.bfeRAPIDRESPONSE.com

ZF Services LLC has published its fully updated 2013 SACHS Shocks and Struts catalog with expanded domestic coverage for light trucks and late-model vehicles. SACHS continues to offer solid European coverage and also continues to grow the product line to offer even more coverage for the Asian import market. The catalog now includes 2,198 part numbers. New in 2013, SACHS is offering a fully assembled premium Strut and Spring Assembly program. For more information, visit www.zf.com. Reader Service: Go to www.bfeRAPIDRESPONSE.com

Dill Air Control Products’ new Tire Pressure Monitoring System Look-up and Relearn Guide makes it quick and easy to find: system descriptions, normal operation, service summaries, relearn/initialize procedures, tips and troubleshooting, and information on direct and indirect systems. Just find the model in the applications section, and go to the detail page listed. For additional information, visit www.dillaircontrols.com. Reader Service: Go to www.bfeRAPIDRESPONSE.com

WIX Filters introduced 626 new parts in 2012, with more than 71% of the new part numbers serving the industrial market segment. This total includes 446 industrial and 180 traditional light-duty and heavy-duty filter applications. In addition, WIX will launch 50 new ProTec cabin air filter applications in the domestic and foreign nameplate-passenger car category in first-quarter of 2013. WIX has introduced more than 9,000 industrial filters in the past two years serving the expanding construction, marine, mining, oil and energy-exploration fields. Reader Service: Go to www.bfeRAPIDRESPONSE.com

Running an automotive shop today is more complicated than ever — especially if it’s being run on paper or a system that’s simply not getting the job done. NAPA TRACS has been an industry leader for more than 20 years and delivers estimating, shop management, technical, CRM, accounting and phone solutions to thousands of shops across the country just like yours. Call 800-742-3578 for a no-obligation demonstration today! Reader Service: Go to www.bfeRAPIDRESPONSE.com

58 March 2013 | BrakeandFrontEnd.com

Itâ&#x20AC;&#x2122;s Fast, Easy and Accurate! Get FREE PRODUCT AND SERVICE INFO from the companies featured in this issue of Brake and Front End. >> VISIT www.bfeRapidResponse.com and click on the company from which you want information. >> OR, go to www.BrakeandFrontEnd.com and click on the Brake and Front End Rapid Response logo.

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Brake Lights

This rotor gives a new meaning to â&#x20AC;&#x153;two-piece rotor.â&#x20AC;? According to Andy Polin of AB&S Undercar Specialists, the customer wanted to know why they did not replace the rotors with two-piece rotors like those that were originally on the car.

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March 2013 | BrakeandFrontEnd.com

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