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■ SAE J2928: Rotor Test Procedures ■ Gonzo: Bay Invaders ■ Splicing ABS Sensor Wires

MAGAZINE

BrakeandFrontEnd.com January 2013

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CONTENTS 14

Alignment Specs: 20002010 Ford Focus In 2000, the Ford Focus represented a radical change in the domestic small car segment. The sec-

ond-generation Focus used the same suspension configuration as the 2000-2007 models. Editor Andrew Markel, ext. 296 email: amarkel@babcox.com Managing Editor Tim Fritz, ext. 218 email: tfritz@babcox.com

979th Issue, Volume 85, No. 1

SAE J2928 Rotor Testing

Hub Flange Service

The aftermarket rotor testing procedure, titled J2928 Brake Rotor Thermal Cracking Procedure for Vehicles Below 4 540 kg GVWR, is a standardized test that can evaluate an aftermarket rotor’s ability to resist cracking using a dynamometer.

The hub flange is ground zero for pulsation problems. Any runout in the flange will be magnified by the rotor. But, when do you replace a flange, stub axle or an entire hub unit? The answer can be confusing and will take some math and a micrometer.

Technical Editor Larry Carley Contributing Writers Gary Goms, Scott “Gonzo” Weaver, Larry Bailly, Bob Dowie and Randy Rundle

January 2013 | BrakeandFrontEnd.com

Publication

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

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Circulation Assistant Maryellen Smith, ext. 288 email: msmith@babcox.com

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DEPARTMENTS Columns 08 Gonzo’s Tool Box

18 Hand Wire Splicing

28 Tech Tips

36 Classifieds

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06 Viewpoint

12 Industry Review

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BRAKE & FRONT END (ISSN 0193-726X) (January 2013, Volume 85, Number 1): 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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Viewpoint

By Andrew Markel | EDITOR

IGNORANCE IS INTENT: Fatalities on the rise due to driver apathy to inspection and repair.

ast month, the National Highway and Traffic Safety Administration (NHTSA) announced that traffic fatalities were up by nine percent. This number has consistently been declining every year since the 1970s by at least two percent. The last increase was blamed on a computer problem due to the implementation of a new crash reporting system. The blame this time was not placed on drunk driving or texting. The age of the drivers did not indicate the baby boomers were the cause. The weather was also the mildest in decades. Also, miles driven rose only one percent during the same time.

My Theory Nine percent is a huge jump. My theory is that the rise in fatalities is the apathy of American motorist towards maintenance and proper repair of their vehicles. I would not say the spike was due to the economy or fuel prices. On the internet, it is possible to look at hundreds of local newspapers documenting car crashes in their respective communities. Over the past 12 months, I have seen the rise of crashes where the mechanical condition of the vehicle played a part in a crash.

January 2013 | BrakeandFrontEnd.com

In one report, a driver with bad brakes was killed and injured three members of his family. But, he is praised for taking the brunt of the impact on the driver’s side to “save his family.” In another report, a driver ran over two pedestrians (they were jay walking at night) and the police discovered the front brakes were not working (he received only five days in jail). I could go on and on. In all the cases, the drivers ignored their vehicle’s condition to the point where it put everyone’s safety at risk. It was not that the drivers’ intent to injure or kill, it was ignorance and optimism that made them get behind the wheel. There are very small penalties for some drivers and their transgressions because ignorance does not mean intent to law enforcement and the courts. A driver could injure or kill an entire family, but if it was a mechanical problem that contributed to the crash, there are no criminal charges. It has gotten so bad that some people cry “brake failure” rather than admitting they knew their vehicle was unsafe or they were distracted. One driver tried to use the excuse his brakes failed after killing two construction workers in

Colorado. The police found that his 2007 Subaru had nothing wrong with the brakes.

Bitter Sweet Irony The irony is that shops get punished for using legitimate fear as a sales technique. If a service advisor behind the counter at a shop tries to inform a person on how their neglect could cause a crash, they are accused of fraud. Something is not right about this. What some people call an accident, I call negligence. It is a negligence that can be avoided with proper vehicle inspection and repair. There is just something not right about people dying and the ones that can save them have their hands tied.

New Reader Service! Since the September 1954 issue of Brake & Front End, there has been a reader service card (often called the bingo card) and reader service numbers under the ads. After almost 60 years, we are switching to a new and more interactive service. The new Rapid Response system (see page 35 or www.bfeRapidResponse.com) delivers information faster by cutting out the mailman. ■

Gonzo’s Tool Box

Temporary Helpers: Dealing With Customers Who Find Their Way Into Your Bay

here are times when I find I have more helpers in the shop than I have on the payroll. I didn’t ask for this extra help, but there they are, right in the middle of the shop. Who are they, and where did they come from? Ah, yes, it’s those customers who want to keep an extra eye on their ride. It’s pretty sneaky how they manage to get past the front desk, the waiting area, through the service door and then squeeze by the tire racks. For safety reasons, it’s best that customers stay in the waiting room. But some of these adventurous individuals are compelled to help me out, no matter what. There are too many hoses, cords and dangerous types of equipment to be spending the afternoon in a place with which you are not familiar. A lot of times, an unsuspecting “helper” won’t notice that floor jack, or those sharp tools at the edge of the workbench. The possibility of encountering danger just

January 2013 | BrakeandFrontEnd.com

doesn’t matter to some of these new helpers. They’ll still want to wander into the bay and “help” me out. I can usually spot who’s going to be the next shop helper. All I have to do is pull their car into the shop. If there’s a fresh, icy drink in the cup holder, an open pack of cigarettes and lighter lying on the passenger seat, and a book or a laptop, there’s a good chance they’ll be popping their head around the corner. “Do you mind if I get my drink out of the car?” my new shop helper will ask. Well, I just can’t say no. Now, sometimes they’ll grab their drink and head right back to the waiting room. Other times, I’m not that lucky. It’s their perfect excuse to hang around the car. Soon, the new shop helper is leaning over the fender with their ice-cold drink, watching the

By Scott “Gonzo” Weaver Gonzosae@aol.com

Gonzo’s Tool Box process of me figuring out what’s up with their ride. At times, it’s rather interesting; at other times, it’s simply annoying. I can never tell until the conversation starts. If the first question is, “What do you think it is?” I know it’s going to be one of those days. Like most new helpers, they’re unaware of the dangers of posing such an inappropriate and pointless question at this point in time. I’d rather not guess at this stuff. If I’m wrong, the next thing you know is that I’m trying to explain why whatever I thought it was is “not the problem.” Thinking just gets me into trouble. It’s always best to verify, diagnose and then repair the problem. “Let’s run some tests, and then we’ll know for sure,” I tell them. Some realize that they’re out of place and should probably stick to watching the ice in their drink melt. But, for others, it wouldn’t take much to have them reach over and pick up a wrench or two. They’ll lean on the A/C recovery machine while it’s running as if it’s an old-fashioned hitching post, or stick their head through the passenger window while I’m under a dash. I have to keep from laughing as I watch their

10 January 2013 | BrakeandFrontEnd.com

jumpy reactions to the recovery machines’ unexpected clicks and groans, while they stand there trying to act casual. And, no matter how clumsy they may look with all of their uncoordinated antics, they’re still going to keep a firm grip on that drink. This little trip into the back of the shop isn’t so much to check up on their car, but a way to observe the process of diagnosing the problem. It’s as if it were some sort of exhibition. They’ll look high and low throughout the shop, take a few sips from their drink and then pay attention to what I’m doing to see how I determine what’s wrong. The new help will concentrate on what I’m doing, so they can go home and tell their friends about some sort of crazy-looking machine, or detail a technique they watched me perform on their car. I guess in another decade or two, I’ll be the old guy hanging around the next generation’s repair tech. There’s no doubt I’ll be that unwanted temporary helper telling stories about how I used to fix cars, too. Yep, that day is coming. I don’t know when, but it’s coming. Guess I better prepare. Now where did I put that ice-cold drink? ■

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Industry Review

B.R.A.K.E.S. Teams Up With Brembo As Newest Presenting Sponsor Since it was founded in 2008, B.R.A.K.E.S. (Be Responsible and Keep Everyone Safe) has provided its Teen Pro-Active Driving Course to thousands of young motorists across the country, teaching them — free of charge — to be more conscientious, alert and competent behind the wheel. B.R.A.K.E.S. has announced an exciting new partnership with Brembo, a leader in the manufacturing of high performance brake products. Brembo will be the presenting sponsor of the Panic Stop Exercise, a relationship which will help to enhance and increase B.R.A.K.E.S.’ efforts to save the lives of teenage drivers. “For over 50 years, Brembo has been dedicated to building high-performance brake products that emphasize safety and reliability,” stated Dan Sandberg, president and CEO of Brembo North America. “So it seems perfectly natural that we support the training efforts of B.R.A.K.E.S. For additional information on B.R.A.K.E.S., log onto www.putonthebrakes.org.

Federal-Mogul

Receives Aftermarket Auto Parts Alliance Outstanding Training Support Award The Federal-Mogul Vehicle Component Solutions organization received the 2012 Outstanding Training Support Award from the Aftermarket Auto Parts Alliance during the group’s winter shareholder meeting in December in Aventura, FL. The Outstanding Training Support Award recognizes the supplier that best supports the technical training needs of each Alliance shareholder business and the more than 2,300 affiliated auto parts stores and over 2,900 certified service center locations. Federal-Mogul provides an extensive range of training programs at its state-of-the-art Technical Education Center (FM TEC) in St. Louis as well as at thousands of customer locations across North America. For more information, contact your Federal-Mogul distributor or visit www.federalmogul.com/training. ■

GUESS THE CAR! WIN $50! #11

What vehicle MAKE does the picture on the left represent? Submit your guess with our online contest form by visiting www.BrakeandFrontEnd.com/guessthecar The winner will be randomly selected from correct entries and awarded $50. Entries must be received by February 1, 2013.

#10

December Solution: Volkswagen (Touareg) Solved by: Tim Howland of Burt Brothers Tire & Service in Park City, UT

CONGRATULATIONS TIM!

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Alignment Spec

2000-2010

Ford Focus I n 2000, the Ford Focus represented a radical change in the domestic small car segment. Not too much changed in the alignment department in 10 years, except the specs from year to year. The second-generation Focus used the same suspension configuration as the 2000-2007 models. The restyled second generation was available as either a two-door coupe or four-door sedan â&#x20AC;&#x201D; the hatchbacks and wagon were discontinued.

Front Suspension The front suspension has no major problems or design flaws. 2000-2001 models were recalled for the a problem with the ball joint stud pinch bolt. Also, Ford issued two TSBs on inspecting the front suspension and re-torquing of the components. It has been reported that the bushings in the control arms are starting to degrade to the point where they are causing alignment and noise problems. Also, check the SAI and other diagnostic angles. It has been reported that the steering arm on the knuckle can bend causing shuddering and excessive tire squeal at parking speeds. In 2000, the Focus set the aftermarket buzzing with the lack of factory adjustment built into the front suspension. Some adjustment kits work better than others depending on the amount in increment of camber or caster required. If you are replacing the front struts, it might be the right

January 2013 | BrakeandFrontEnd.com

Alignment Spec knuckle while lowering production costs. But, one of the first recalls was for the bolts that secure the wheel bearing hub unit to the control arm.

Inner edge tire wear has been an issue for some vehicles. The source of the wear is related to the state of the bushings and the ride height in the rear. The align-

time to recommend a set of upper strut mounts that can adjust camber and caster. But, also keep in mind that the front cradle can be shifted to alter and optimize camber and caster.

Rear Suspension The rear independent multi-link suspension, marketed as Control Blade suspension, combines the packaging of a trailing arm with the geometry of a double wishbone suspension at considerably lower cost. Control Blade uses a wide pressed steel trailing arm with hub carrier that takes the place of two longitudinal locating rods. The long rear lateral arm controls toe, a pair of shorter front lateral arms, vertically above each other, control the camber, and the Control Blade reacts to brake and traction loads. Ford advises that final torquing of the rear suspension components should be carried out with the suspension loaded. This eliminates an expensive cast Reader Service: Go to www.bfeRAPIDRESPONSE.com BrakeandFrontEnd.com 15

Alignment Spec

ment angles maybe within specs, but the wear problem may still wear out the tires in 15,000 miles. The bushings may change camber dramatically as the vehicle drives down the road. The deflection will cause negative camber and a toe-out condition.

TSB 07-4-2: Pull Drift Corrected with Cradle Shift Models: 2000-2007 Focus

Some Focus vehicles may exhibit a light drift/pull concern due to front subframe misalignment. Previous vehicle repairs that required front subframe removal may require the subframe to be realigned to correct light vehicle drift/pull conditions. Aligning the front subGo to www.bfeRAPIDRESPONSE.com

frame to correct misalignment can optimize camber and caster alignment angles.

TSB 03-13-5 Suspension — Rear Inner Edge Wear Models: 2000-2004 Focus

Some vehicles may exhibit rear tire inner edge wear. If a vehicle exhibits rear inner edge tire wear, and the rear camber reading is beyond the negative end of the specification (max. 2.2 Wagon, -2.3 Sedan & ZX3/5), then install revised +1.0 degree rear upper control arms. Editor’s Note: Aftermarket adjustable upper control arms, cam bolts and shims will work just as well as the revised upper control arms. ■

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Hand Wire Splicing

long time ago, I learned a method of splicing wire that has stuck with me since those early days. I actually picked this method up while I was in the military (USMC), so I can't take credit for inventing it or perfecting it. The resistance from a weak connection or poor connection can produce a tremendous amount of centralized heat. This heat can build the longer the current is flowing, which also increases the resistance even more. Electricity does not flow “in” the wire, it actually travels “on” the surface of the wire. This is one of the many reasons why there are so many small strands in a given wire. A butt connector is one surface area, the surface area of the strands in a wire are not entirely used. The strands in the middle of the wire are trapped between the other strands and have no chance to pass their electrical effort. This forces the current to travel only through those strands that are actually touching the surface of the butt connector. The fewer wire strands being used, results in more heat buildup. Using this hand splice method will allow a great deal more strands from each wire section to be touching the spliced area as possible. First thing to do is strip back about 3/4 of an inch of insulation from both wires that you're going to be splicing. Add a section of shrink tubing onto the wire. (Don’t forget this step… or you’ll regret it after you’ve finished the splice.) Divide the bare strands into two equal sections and form them into a “Y.” Hold a wire in each hand, now take the “Y” and interlock the two wires together. But, (very important) leave room between the two “Y”'s large enough for the outer insulation from the “none” strip section of wire to easily pass through. Lay the

January 2013 | BrakeandFrontEnd.com

By Scott “Gonzo” Weaver Gonzosae@aol.com

“Y” sections down along the wire without bending them backwards, straight and even with the wire. Find the edge of the gap you left in the “Y”'s (That thickness measurement of the outside insulation, just about halfway between the two wires). Using one hand, pinch down on that spot while taking the legs of the “Y” from the same side and stand them straight up 90 degrees from the splice. Now, using your other hand, with firm finger pressure rotate the two legs of the “Y” around the splice towards the opposite wire. If done correctly, the spacing you left between the two “Y”s will actually lie down and end up right where the insulation begins. Also, as you pinch and roll the bare wire, keep it snug as possible. You want to end up with it no larger than the outside diameter of the insulated sections. Now switch procedures from the right hand to the left hand and stand the other set of “Y” legs 90 degrees and do the same crimp and turn all the way to the other insulated section of wire. Once you've got the hang of it, you'll find that the splice is extremely strong even without solder or shrink tubing. When soldering, be sure not to soak the splice with solder. The solder is only to aide in holding the splice in place so it won't unravel. Obviously the shrink tubing is for overall weather protection, and to shield the bare wire. Done right, the splice should have plenty of mechanical hold without soldering. I don’t recommend this for battery cable (4 gauge and larger). Crimp or soldered connectors are still the best method for them. But for the average gauge wire, this method works extremely well. Give it a try, and when you've mastered the technique, try it on your friends and see how much effort it takes them to pull it apart, even without soldering it. ■

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Rotors

SAE J2928 The new rotor test procedure will be a hot topic in 2013

n 2012, an aftermarket rotor testing procedure was approved by the Society of Automotive Engineers (SAE) titled J2928 Brake Rotor Thermal Cracking Procedure for Vehicles Below 4 540 kg GVWR. The document was a marriage of current industry tests and best practices. The goal of the document was to make a standardize test that could evaluate an aftermarket rotorâ&#x20AC;&#x2122;s ability to resist cracking using a dynamometer. For technicians and drivers, J2928 might change the way you decide what rotors go on a vehicle.

By Andrew Markel

also covers how to document and classify cracks. Unlike a USDA grade or a PG movie rating, SAE J2928 is just a document and procedures. It is up to the industry to adopt and embrace these tests. It can help the supply chain to compare and evaluate rotor manufacturers. It can add consistency and accountability to the supply chain. This will benefit shops directly.

What is an SAE Standard? An SAE standard testing procedure is a document that lays out procedures and sometimes standards for testing procedures. The goal of issuing an SAE standard is to get everyone on the same page so everyone can save money by reducing development and testing costs. Typically, there are no lawyers or government officials involved. Often, competitors help to author a standard. SAE is not the USDA or the FCC. SAE is not performing the tests. The test can be performed on a brake companyâ&#x20AC;&#x2122;s own dynamometer or at an independent laboratory.

The Test

The Marketing of J2928

SAE J2928 test procedures subjects a rotor to 150 heat cycles. A heat cycle is when a rotor is cold and brought to a high temperature. During a heat cycle, a rotor will expand and contract. This can create fatigue in a rotor that can cause cracking and structural failure. During the 150 heat cycles, the rotor is inspected; this includes dimensions and a inspection for damage. The objective of the test is to thermally and mechanically stress the rotor so any deficiencies in the metallurgy or structure are exposed. J2928

Chances are you will never get your hands on a SAE J2928 report. But, you may have to deal with a supplier or manufacture using J2928 to sell you a brake rotor. This could be where some marketing departments and field reps could get themselves in trouble. No one can claim their rotors are SAE J2928 certified. No rotor manufacturer can make the claim that by being able to pass the 150 stops that their rotors stop sooner, make less noise or last longer. J2928 does not test for this. Nor can a manufacturer make the claim that since their rotors are tested

January 2013 | BrakeandFrontEnd.com

with J2928 that they meet a government standard set forth by DOT or NHTSA. What a rotor manufacturer can claim is that their rotors were tested using the SAE J2928 and assessed using accepted industry performance criteria. Or, their rotors meet industry-accepted pass/fail criteria regarding number of cycles without severe cracks.

Bottom Line SAE J2928 is a step forward because it helps everyone in the supply chain speak the same language and it sets criteria when it comes to measuring aftermarket rotors.

What SAE 2928 is: • An aftermarket rotor testing procedure.

• A series of 150 heat cycles performed on a dynamometer. • The test procedure measures the thermal and structural adequacy of a rotor • A method of measuring, classifying and documenting cracks in the rotor. • A tool for supply chain to perform quality control on the products it sells. • A way to compare an aftermarket rotor to the OE rotor. • It measures rotors for runout and thickness variation. • It does specify a rotor must meet a percentage of the original rotor’s weight • It does specify a rotor must be within certain dimensional tolerances.

What SAE 2928 is not: • A way to police bad rotors. • It is not mandatory for all manufacturers including OEMs. • It does not measure on-vehicle performance or stopping distances. • It does not measure noise or durability. • It does not “certify” or “approve” a rotor. • It is not performed on a vehicle • It does not determine the design of the rotors fins. ■ Photos Courtesy of SAE

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BrakeandFrontEnd.com 21

Suspension

Wheel End: When Should The Flange Be Replaced

By Andrew Markel | EDITOR

he hub flange is ground zero for pulsation problems. Any runout in the flange will be magnified by the rotor. But, when do you replace a flange, stub axle or an entire hub unit? The answer can be confusing and will take some math and a micrometer. All flanges have some degree of runout. This is why there are tolerances in the service specification and in manufacturing. Most vehicles can tolerate a certain degree of runout before pulsation is felt by the driver. A flange may have up to .005â&#x20AC;? of runout and the bearings may have zero end play or noise. It is impossible to see damage with the naked eye. This is why measuring with a dial indicator as part of a brake job is important. Damage to the flange is usually

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January 2013 | BrakeandFrontEnd.com

found on the backside of the flange where it meets the shaft and inner race.

How Did Damage Occur? A flange can be damaged by curb strikes, installation errors or even corrosion. Extreme or catastrophic flange damage due to a

Suspension curb strike is rare. But, some curb strikes can tweak the flange and cause runout. In most cases, the wheel and knuckle will deform before the flange or stub axle. If a hub or bearing is over torqued, it can damage the flange and cause runout. It can also damage the bearings and the axle shaft. This type of runout can not be corrected by re-torquing the axle nut. The damage is permanent. Pitting and corrosion where the rotor mates to the flange can induce runout. If the corrosion is too great, replace the flange or bearing. Also, the flange can be damaged by excessive and uneven lug nut torque.

How Much Is Too Much? When diagnosing runout in a flange, a few things have to be taken into consideration before replacement. First, take into consideration the vehicle. On a small vehicle, .003” of runout in the flange may be too much. On a full-sized pickup this may be acceptable. Some OEMs may have a specification and replacement criteria for the flange runout, many do not. Always check for service information. Another consideration is the rotor. If you are using an on-the-car brake lathe, there is only so much meat on the rotor to remove to compensate for lateral runout. If too much material is removed, it could create a rotor that is thermally unbalanced. Most on-the-car brake lathes with automatic runout compensation will not allow the user to continue if the amount of lateral runout is too large. Either the machine will cite an error with the rotor or mounting of the lathe. One option to save a flange is the

rotor correction plate or shim. Flange runout can be corrected with tapered shims that are available to correct a runout of 0.003 inch (0.075 mm) to 0.009 inch (0.230 mm). A runout of more than 0.005 inch (0.125 mm) at the bearing flange cannot be corrected by the use of a shim. The combination of rotor and bearing flange could prevent the rotor from being turned. Checking bearing flange runout should be performed after friction surface runout. Change the rotor position 180 degrees on the flange and check runout. If the high spot changes 180 degrees, the rotor could be OK or ready to turn after the bearing is shimmed. Check the bearing endplay. Mark the relation of the rotor to the bearing flange. Mark the rotor high and low runout spots on the rotor friction surface; the low spot marked as zero and the high spot as the maximum value. Mark the high and low runout spots on the bearing flange with the same method and the rotor friction surface. Once you collected the data, the following comparisons should be made. Compare bearing flange to rotor runout position. If the shim cannot correct the runout, the bearing should be replaced. Check the rotor thickness.

Replacement As a rule of thumb, runout greater than .005” for a light vehicle is a sign that the flange may be damaged or out of specification and further corrective action must be taken. If all attempts have been made to correct runout and it can’t be brought below .002” or recommended specification, the final option is replacement of the flange, stub axle or wheel bearing hub unit. ■

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BrakeandFrontEnd.com 23

Ride Control

By Andrew Markel | EDITOR

Servicing Intelligent Systems

ir ride diagnostics is more than a spray bottle of soapy water. On todayâ&#x20AC;&#x2122;s latemodel vehicles, it requires a scan tool, meter and scope. Swaping components will only lead you down a diagnostic black hole that leads to an angry customer and parts supplier.

Ride Height Sensors In the past decade, the ride height sensor has changed dramatically. In the past, it was nothing more than a switch that engaged a relay to turn on the compressor so the vehicle would rise to the correct height. The next step in the evolution was a potentiometer that would change the voltage to tell the air ride control module the position of the suspension. The most sophisticated systems use a Hall effect sensor. This sensor can be used to show the position of the suspension with more precision. The sensors typically use two sensors in one unit for redundancy. The wave pattern will overlap much like a steering position sensor.

Valves and Compressors Modern air ride systems have a compressor and a module to control the flow of air to the struts or shocks. Control modules can have as many as 10 valves. They can also have three or more sensors to measure the pressure. Purge and other valves can have sensors that measure the position. These sensor measure the position of the valves to detect problems that could cause an over or under inflation condition.

scope or scan tool. With a meter, it is possible to observe changes in the voltage or resistance on both resistance and Hall effect sensors. It can also be used to measure voltage drop and the health of the grounds. Using a scope can yield more accurate information. A scope can be used to graph the voltage, resistance and even the wave pattern of a sensor as it is actuated. Scan tools are essential for working on some systems. Some enhanced scan tools can observe PIDs for the air ride system like valve operation, modes and vehicle position. Some new vehicles, like GM, have a calibration process for the ride control system.

Information Another key diagnostic tool is service information. Information on how the system behaves is critical in testing and diagnosing the system. Information like pin-out valves, thermal protection and serial data bus communications can help you diagnosis the system right the first time. Some customers may complain of intermittent stiff ride or bottoming out after they get off the freeway. Or, they could complain that the vehicle does not handle well at high speeds. Without the service information, you could be behind the wheel a long time trying to repeat the customerâ&#x20AC;&#x2122;s complaint. With service information, you would realize that the system could have a highway mode that lowers the suspension for handling and fuel efficiency. Some air ride systems even drop the nose.

Diagnostics

The Reality

For any type Hall or resistance-type of ride height sensor to work, it requires the correct voltage and a good ground. If the ground is shorted or open it will produce a faulty reading or no information at all. Testing these sensors can be done with a meter,

With the complexity of some air ride systems, repair of the system may not be economically viable. Some companies are offering conversion kits which switch the vehicle to a conventional system with hydraulic units and springs. â&#x2013;

January 2013 | BrakeandFrontEnd.com

TPMS

GM TPMS By Andrew Markel

eneral Motors (GM) TPMS systems on Buick, Pontiac, Chevy (Chevrolet), GMC, Cadillac and Hummer models are some of the easiest to service if you have the right tools and knowledge. Shops should use a TPMS tool to reset the sensor positions after rotation. There is a method in the owner’s manual to “match” the sensors that involves deflating a tire for eight seconds. On vehicles without a driver information center, you will know you have a code set if you turn the key on, without starting the engine, and the TPMS light blinks for one minute and then stays on solid with a Service Tire Monitor System message (on vehicles equipped with a DIC). If that occurs, a TPM system problem exists and the system will

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have set a DTC. On vehicles equipped with a driver information center, it will also display a SERVICE TIRE MONITOR-type message. When the road tire is repaired and reinstalled in the original location, the TPM indicator icon illumination and DIC message may remain displayed until the DTC is resolved and cleared. The initial “low tire” light is similar to the “low fuel” indicator and adding air to the low tire will extinguish the light. If the driver re-inflates the low tire, they must drive a short distance for at least 30 seconds before the sensors recognize the increase in pressure and turn the light off again. If the deflation is rapid, it will give a more immediate warning by flashing the warning light. A GM TPMS sensor has pressure, temperature and acceleration sensors. The unit also has a radio transmitter, receiver and battery. The antenna and receiver are the same ones that are used for the keyless-entry system. The antenna is typically sandwiched between the layers of glass in the front or rear glass. But, some vehicles have dedicated antenna mounted in various places. The keyless entry module communicates with the TPMS sensors and relays the information with the Body Control Module (BCM) on the CAN BUS. If the Keyless entry module is replaced, the sensors must be relearned; same with the key fobs. Each sensor has its own unique ID number. If a new sensor is fitted, the body control module must be reprogrammed with its unique ID and its position on the vehicle. Each sensor takes a pressure measurement sample once every 30 seconds while in stationary mode. If the tire pressure increases or decreases by more than 1.2 psi from the last pressure measurement, another measurement will occur immediately to verify the change in pressure. If a pressure change has indeed

TPMS occurred, the sensor transmits in learn mode.

Relearn Tips • It is best to perform the TPMS relearn procedure away from the shop in the parking lot. This decreases the chance of other radio signals interfering with the relearn process. • Aim at the sidewall below the valve stem, and not at the stem. • If you can not get a sensor to initialize, try pushing the vehicle forward a foot or two. The signals can be blocked by components like rotors, calipers and knuckles. By repositioning the sensor, it may unblock the sensor. This is far more common on the front wheels.

TPMS Sensor Matching 1. Set the parking brake. 2. Turn the ignition switch to ON/RUN with the engine off. 3. Press and hold the keyless entry fob transmitter’s LOCK and UNLOCK buttons, at the same time, for about five seconds to start the TPMS learn mode. The horn sounds twice indicating the TPMS receiver is ready and in learn mode. 4. Starting with the left front tire, activate the sensor by holding the TPMS tool aimed upward against the tire sidewall close to the wheel rim at the valve stem location. Press and release the activate button and wait for a horn chirp. 5. Once the horn chirp has sounded, the sensor information is learned and the turn signal in the next location to be learned will illuminate. On most models, the driver side front turn signal also comes on to indicate that corner’s sensor is ready to be learned. Once the learn mode has been enabled, each of the sensors unique identification codes can be learned. 6. When a sensor ID has been learned, the module sends a serial data message to the BCM to sound a horn chirp. This verifies the sensor has transmitted its ID and has received and learned it. The module must learn the sensor IDs in the proper sequence to determine sensor’s location. The first learned ID is assigned to the left front location, the second to right front, the third to right rear and the fourth to left rear. On most models, the turn signals will individually illuminate indicating which location is to be learned in the proper sequence. The learn mode will cancel if the ignition is cycled to OFF or if more than two minutes have elapsed for any sensor that has not been learned. If the learn mode is cancelled before the first sensor is learned, the original sensor IDs will be maintained. If the learn mode is canceled after the first sensor is learned, the following will occur: • All stored sensor IDs will be invalidated in the module memory; • If equipped, the DIC will display dashes instead of tire pressures; and • DTC C0775 will be set. These conditions will now require the learn procedure to be repeated for the system to function properly. ■

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Tech Tips

GM This month is sponsored by:

GM Release Bearing Installation The design of the release fork on many GM applications can contribute to a very common installation error.

Correct Installation

The GM release fork has two spring steel fingers attached to the back side of the release fork. These fingers have a radius on the tips at the end of the fingers. When installed onto the release bearing correctly, the radius or rounded tips of the fingers allow the release bearing to â&#x20AC;&#x153;rockâ&#x20AC;? or pivot.

Incorrect Installation

When the release fork is installed incorrectly onto the release bearing, it will not allow it to pivot and will cause the release bearing to bind on the release fork. This binding will damage the back flange of the release bearing.

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Tech Tips

Bearing damaged from incorrect installation

Hydraulic seal damaged from incorrect installation

Uneven finger wear from incorrect installation

Other symptoms of improper installation can include a binding or hard pedal at mid stroke of the clutch pedal as the release bearing will bind or dig into the release bearing retainer on the transmission. Hard shifting or no release can also occur because the release bearing will not contact the clutch diaphragm fingers evenly. This can cause uneven wear on the release bearing and clutch diaphragm fingers. In extreme cases, the hydraulic release system components can be damaged. â&#x2013; Courtesy of Schaeffler Group USA / LuK. Reader Service: Go to www.bfeRAPIDRESPONSE.com

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Track Talk NASCAR Short Track Aces to Light Up Daytona For 2012 NASCAR Whelen AllAmerican Series national champion Lee Pulliam, being locked into the starting field for the Late Model race at the 2013 UNOH Battle At The Beach is the opportunity of the young racer’s lifetime. “The opportunity to go to Daytona, for me as a driver is a really big deal,” Pulliam said. “This is probably going to be my only opportunity to run at Daytona, so it’s going to be a big deal for a lot of us.” Pulliam, a Semora, NC, native, will be among many of NASCAR’s up and coming stars getting a chance to compete at the legendary Daytona International Speedway during Speedweeks 2013. The bright lights of the “World Center of Racing” will shine on the stars of NASCAR’s regional and touring series, as Daytona International Speedway hosts the inaugural UNOH Battle At The Beach on Feb. 18-19, 2013. The two days of racing will be headlined by three nonpoints special events — the NASCAR K&N Pro Series, NASCAR Whelen Modified tours, and the Late Model division of the NASCAR Whelen All-American Series. Joining Pulliam at the event will be many of NASCAR’s up and coming stars including: NASCAR K&N Pro Series East champion Kyle Larson; 17year-old Dylan Kwasniewski, the youngest K&N Pro Series West Champion in history;

Chase Elliott, son of two-time Daytona 500 champion Bill Elliott; and Joe Gibbs Racing developmental driver Darrell Wallace Jr. “This is all about the stars of tomorrow vying for glory at Daytona International Speedway,” said George Silbermann, NASCAR vice president of regional and touring series. “During two days and nights of intense competition, fans will be able to see today’s aces of short track racing and some great young talent.” Racers will compete on a 0.4-mile oval track on the famed Superstretch of Daytona International Speedway. The ultimate prize — a piece of throwback hardware. Inaugural “Battle At The Beach” trophies are replicas of the trophy bestowed upon infamous throttle-stomper Fonty

Back to the future: NASCAR’s next generation of drivers will compete for 1954 trophy replicas at the Battle At The Beach.

Flock for winning on the Daytona beach circuit in 1954. “I always like old trophies, the history of NASCAR and where it comes from and what it began as,” said Pulliam who lists Dale Earnhardt Sr. as his racing inspiration. “I think that’s an important part of this sport. To see that trophy being a replica of one of the first ones given out, that’s really neat. It would be pretty sweet to take that thing home.”

With the addition of the Battle, Daytona International Speedway is the first track to feature every level of NASCARsanctioned racing at its facility, as the short-track teams join the three national NASCAR Series and the Grand-Am Series at the famed speedway. “It’s our first foray into short-track racing,” said Daytona International Speedway President Joie Chitwood. “Now we’ve got this new twoday event on Monday and Tuesday of race week, and we’re really excited.” Tickets for the UNOH Battle At The Beach, along with all other Speedweeks 2013 events, can be purchased online at www.daytonainternationalspeedway.com or by calling 1-800PITSHOP. Stay up to speed on the latest news by using hashtags #NASCAR, #DAYTONA500 and #NASCARBattle.

By Kimberly Hyde, NASCAR The inaugural 2013 UNOH Battle At the Beach will be the destination for fans to get a glimpse of NASCAR’s stars of tomorrow. Follow NASCAR Performance on Twitter and Facebook www.twitter.com/NASCARauto www.facebook.com/NASCARPerformance

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Brake Lights Reader Ron Decker sent this in after he removed it from the brake system. It goes to prove that plumbers should not be technicians. Could you imagine having to bleed this contraption?

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