■ Brake Job: Sprinter Van
■ Alignment Update: Chevy Camaro
■ TPMS: Sensor IDs
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MAGAZINE
BrakeandFrontEnd.com July 2013
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DRUM00 BRAKE SERVICE
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CONTENTS 22
Passive Wheel Speed Sensors
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Sprinter Cargo Van Brake Job
The passive speed sensor creates its The 2000-2006 Sprinter cargo van own AC signal that changes frequen- may seem unique for its small discy with wheel speed. placement diesel engine and large hauling capacity. But, at the wheels, the brakes are very conventional.
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Servicing Variable-Assist Power Steering Systems Variable-assist power steering is a way of providing the best of both worlds: finger-tip parking maneuverability at low speed and reduced assist at higher speeds for greater stability and road feel. 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 Viewpoint 8 Suspension Tech Tip 12 ASE Test Prep 14 Industry Review 18 Infrared Thermometers 20 Gonzo’s Toolbox 42 Alignment Specs 46 TPMS Service 52 Selling Ride Control 56 Tech Tips 63 RAPID RESPONSE 64 Product Showcase 66 Classifieds 70 Brake Retro 72 Brake Lights
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Publication
HOME OFFICE 3550 Embassy Parkway Akron, Ohio 44333-8318 330-670-1234 FAX 330-670-0874 www.babcox.com PRESIDENT Bill Babcox bbabcox@babcox.com 330-670-1234, ext. 217 VICE PRESIDENT Jeff Stankard jstankard@babcox.com 330-670-1234, ext. 282 Sales Representatives: Bobbie Adams badams@babcox.com 330-670-1234, ext. 238
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AUGMENTED REALITY CONTENT
IN THIS ISSUE: Passive Wheel Speed Sensors 22 Servicing Variable-Assist Power Steering Systems 40 Auto-Video Inc. 45, 61 Brake and Front End is a member of and supports the following organizations:
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Doug Basford dbasford@babcox.com 330-670-1234, ext. 255 Sean Donohue sdonohue@babcox.com 330-670-1234, ext. 206 Dean Martin dmartin@babcox.com 330-670-1234, ext. 225 Glenn Warner gwarner@babcox.com 330-670-1234, ext. 212 John Zick jzick@babcox.com 949-756-8835 List Sales Manager Don Hemming dhemming@babcox.com 330-670-1234, ext. 286 Classified Sales Tom Staab tstaab@babcox.com 330-670-1234, ext. 224
BRAKE & FRONT END (ISSN 0193-726X) (July 2013, Volume 85, Number 7): 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. 288, to speak to a subscription services representative or FAX us at (330) 670-5335. Paid Subscriptions are available for non-qualified subscribers at the following rates: U.S.: $69 for one year. Canada: $89 for one year. Canadian rates include GST. Ohio residents add current county sales tax. Other foreign rates/via air mail: $129 for one year. Payable in advance in U.S. funds. Mail payment to 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
Service Opportunities Point To Bright Future
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recently reviewed an article from a writer that called replacement TPMS sensors a “$150 mechanical monstrosity.” I’m as cheap as the next guy, but a $150 problem for a consumer is a $150 opportunity for a shop. Furthermore, if you have checked replacement sensor prices, it’s not $150 for most popular applications. It really got my blood boiling. Even if a sensor costs $150, it could prevent a slow leak from turning into a new tire and even save a life! $150 is 0.5% of a $30,000 price tag for the average new car. Even at that price, the TPMS sensor is a bargain. Also, if the vehicle is worth $3,000, the cost of one, or even four sensors, is insignificant when compared to the benefits. This writer also had a persecution complex and thought the NHTSA TPMS mandate was another example of the government going too far and making life more complex for the motorist. In my opinion, TPMS is one of the greatest leaps forward in safety since NHTSA mandated airbags in the early 1990s. It’s one of those rare mandates that has not only made our roads safer, but has also lessened our dependence on foreign oil.
OPPORTUNITY TPMS is one of the greatest sales opportunities for shops since diagnostic fees for computerized vehicles. Even if your shop doesn’t sell tires, you can still make money on sensor relearns and sensor replacement. Some shops have stopped free mounting, balancing or rotations for consumers due to the cost of sensor service kits and the time needed for relearn procedures. Also, after seven to 10 years, the batteries in the sensor die and have to be replaced. This is a sales opportunity that didn’t exist 15 years ago. THE FUTURE IS BRIGHT There are other new sales opportunities. Consider the alignment. For most vehicles you can charge the customer for calibrating the steering angle sensor after the toe is adjusted. When flushing the brake system, not all of the fluid is flushed unless you use a scan tool to actuate the ABS module. These are required services to complete some repairs that were not there a decade ago. The future is getting even brighter when you consider there are late-model vehicles on the roads that require a scan tool to replace the vehicle’s battery. If the car does’t know a new battery is installed, it will overcharge the new battery, causing premature failure. I would like to see a big box store try to explain this to a customer. The future is bright, you just have to charge for it. ■
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Quick Tip Worn Upper Arm Bearings May Cause Suspension Knock
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knocking noise from the front of any vehicle can be a cause for concern. If the vehicle is an old pickup truck with 150,000 miles of hard off-road use, noises usually come with the territory and are sometimes acceptable. But, if the vehicle is a 1996-98 Acura RL, not only will the owner notice it, they will probably want it fixed right away. When an Acura RL owner visits your shop complaining about a knocking noise from the front suspension when driving over bumps, the noise may be caused by worn upper arm bearings. The following tech tip may help you quickly diagnose and repair the problem.
DIAGNOSIS: On the vehicle side where the noise is heard, hit the tire with a large soft-faced mallet while placing your hand over one of the upper arm bearings. Repeat this action with your hand placed over the other bearing. • If you feel looseness or hear knocking from either bearing, go to the Repair Procedure. • If no knocking noise is heard and no looseness is felt, look for other possible causes. • If you heard the noise from both sides of the vehicle, repeat on the other side.
REPAIR PROCEDURE: 1. Remove the ABS wheel sensor wire harness from the upper arm. 2. Remove and discard the two upper arm 12 mm self-locking nuts. The upper arm bearings are
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built into the front anchor bolts. 3. Lower the upper arm, and pull it toward you to access the two front anchor bolts containing the upper arm bearings. 4. Remove and discard the front anchor bolt 10 mm self-locking nuts and the flange bolts, then remove and discard the front anchor bolts. 5. Install new front anchor bolts, making sure the large seal on the bolt faces outward. Secure the anchor bolts with new flange bolts and 10 mm self-locking nuts. Torque the nuts to 22 lb-ft (30 N-m). ■
ASE A5
On-Car Brake Lathes
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n section C of the ASE A5 task list, it states “Machine rotor, using on-car or off-car method, according to manufacturers’ procedures and specifications.” While you do not have to know specific procedures for a certain model of on-car lathe, you do have to know the why, when and how of on-car lathes. In recent years, on-car brake lathes have become a popular alternative to traditional bench-style brake lathes. There are several benefits to using the on-car brake lathe. For one, it allows rotor machining on the vehicle spindle center line, which is the axis of rotation for the rotor. It also stops the stack-up tolerance of related parts from affecting rotor lateral runout. You will find that some bench-style brake lathes may actually induce lateral runout and instead of machining a rotor to the vehicle spindle center line, it is machined to the center line of the lathe. Keep in mind that the cutting bits for the on-car lathe and the bench lathe may not be interchangeable. Whenever using an on-car lathe, first consult the instruction manual that pertains to that particular lathe to ensure proper setup and operation. You should also be aware of other products, such as shims/alignment plates, that fit between the rotor and hub that can reduce lateral runout. ■
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Industry Review ASE Launches Maintenance and Light Repair Certification The National Institute for Automotive Service Excellence (ASE) has launched a new certification test aimed at those technicians primarily involved with vehicle maintenance and light repair services. The Auto Maintenance and Light Repair (G1) test is now available as part of the ASE certification program. The new test was developed in response to requests from the industry for a certification category aimed at technicians performing scheduled maintenance and common bumper-to-bumper repairs. Registration for the new Auto Maintenance and Light Repair certification test is now available, with testing in July and August. “Since about 70% of all work being performed in repair shops across the nation is maintenancebased, this new test category will focus on the knowledge necessary to successfully perform the most common maintenance and light repair tasks,” said Tim Zilke, ASE president and CEO. “If you are a technician performing maintenance and light repair services, the new ASE Maintenance and Light Repair (G1) certification is for you.” Developed by industry experts and the certification professionals at ASE, Auto Maintenance & Light Repair is somewhat different from other ASE certifications. The new test will have a oneyear requirement of hands-on work experience in maintenance and light repair to qualify, and half of that requirement may be
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met by appropriate vocational training. It will also have a unique, smaller shoulder patch. However, like all other ASE certifications, the credential will be valid for five years and will be available through the more than 400 ASE testing locations across the country. Upon passing the G1 test, a technician will receive a shoulder insignia, display certificate and wallet card. The new G1 certification provides an assessment of an individual’s technical knowledge of bumper-to-bumper maintenance and light repairs in the critical areas of engine systems, automatic transmission/transaxle, manual drivetrain and axles, suspension and steering, brakes, electrical, and heating and air conditioning. There are 55 scored questions on the test, plus 10 unscored research questions, and those taking it will have 90 minutes to complete it. The questions, written by service industry experts familiar with all aspects of maintenance and light repair, are entirely job-related. Like any other ASE certification, G1 tests the things you need to know to do the job. Theoretical knowledge is not covered. You can download a free copy of the Maintenance and Light Repair (G1) Study Guide on the ASE website at www.ase.com. The Study Guide contains the test specifications and the task list to provide you with a map of the topics that will be covered on the test. To register for the test and schedule an appointment, go to www.ase.com/register.
Mitchell 1 Names Winner Of 'Shift Into High Gear' Facebook Sweepstakes Danny Fox of Lawrence Automotive Diagnostics in Lawrence, Kan. is the lucky grand prize winner in the Mitchell 1 “Shift Into High Gear” Facebook sweepstakes. Fox won a trip to attend the Mitchell 1 Shop Management System Training Workshop in Minneapolis, Minn., July 18-20. “We would like to thank everyone who ‘Liked’ Mitchell 1 on Facebook and entered our ‘Shift Into High Gear’ sweepstakes,” said Nick DiVerde, senior marketing director for Mitchell 1. “We are very pleased with the response to our Facebook promotion as it exceeded our expectations. We congratulate Danny Fox as the lucky grand prize winner and look forward to seeing him at our next Shop Management System Training Workshop.” As the sweepstakes winner, Fox will receive round-trip airfare for two people to Minneapolis and three nights (July 18-20) in a double occupancy room at the Hyatt Regency Minneapolis hotel, workshop tuition for two people, plus breakfast, lunch and refreshments each day. There is an evening cocktail reception on Thursday, July 18 and training will run all day on Friday, July 19 and Saturday, July 20.
Industry Review Popular Monroe ‘Real Rewards’ Program Back This Summer With $30 VISA Rewards For Monroe Sales The popular Monroe “Real Rewards” promotion returns this July and August, Tenneco announced, rewarding technicians with a $30 Visa prepaid card for each pair of qualifying Monroe Quick-Strut replacement assemblies sold during the promotional period. “This program continues to be an exciting success for our trade partners,” said Sheryl Bomia, North America programs manager, Tenneco. “Consumers get all of the benefits of the premium, original Monroe Quick-Strut assembly that’s designed to help restore each vehicle’s steering, stopping and stability, while our trade partners quickly gain satisfied, repeat customers through the use of these popular, all-in-one strut replacement solutions.” The Monroe Real Rewards quick-cash scorecard promotion will be available from July 1 through
August 31, 2013 for sales of qualifying pairs of the first complete, ready-to-install strut replacement solutions. For additional information about the “Real Rewards” promotion, contact your Monroe supplier. To learn more about premium Monroe ride control products, contact your Monroe supplier, call (734) 384-7809 or visit www.monroe.com.
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Industry Review Saab Automobile Parts North America (SPNA) Marks First Anniversary With Enhanced Warranty Saab Automobile Parts North America (www.saabparts.com) recently celebrated its one-year anniversary by announcing the addition of limited warranty coverage on labor costs, for a term of 24 months/24,000 miles. This added coverage complements the existing 24month/24,000 mile coverage that is standard on all OE Saab genuine parts and accessories the company sells, according to the company. “Our industry-leading limited warranty coverage on parts and labor is an important addition to the products and services offered to Saab owners and only available through the Saab Service Network,” said Tim Colbeck, president and CEO of SPNA. The company also continues to expand its service network, adding Official Service Centers where needed to serve Saab owners; the network now totals 181. A recent addition to the network is a West Coast parts distribution partner, which will improve availability of Saab parts in the important California market. Availability of Saab parts is back to historic high levels, and the warehouse facilities are stocked; ensuring OE Saab Genuine parts and accessories are available to Saab owners and the service network quickly and efficiently.
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Advance Auto Parts Professional Partners With AVI To Offer Commercial Garages Flexible Online Training Solutions Advance Auto Parts announced a new partnership with AVI to provide shops with an expanded offering of online automotive training courses. Advance Shop eLearning powered by AVI features online video content covering topics from basic automotive concepts to advanced technical diagnostic training. All content is available to shops 24/7 through the purchase of training bundles that can be tailored to meet a shop’s specific needs. “AVI has long been recognized as a great solutions provider for training to the automotive aftermarket,” said Walter Scott, vice president of eCommerce and eServices for Advance Auto Parts. “The partnership through Advance Shop eLearning allows us to deliver the wide range of industry-leading online content that our shops need to stay on top of current technologies and better serve their customers.” Online training bundles available from Advance Shop eLearning powered by AVI include basic automotive systems for new service technicians, management courses geared toward shop owners, ASE test preparation, advanced diagnostics, working with hybrid or diesel vehicles, and much more. Shops can select content most relevant to their businesses on an individual basis. Additionally, a Learning Management System allows shop owners and managers to view and track their staff’s progress through the eLearning courses, and includes access to pre- and post-training tests. “Training is a universal need in the aftermarket,” said Paul Louwers, CEO at AVI. “We’re excited to partner with Advance to provide on-demand training solutions that help serve commercial garages on a shop-to-shop basis.” In addition to Advance Shop eLearning powered by AVI, Advance offers commercial customers MotoLogic, a web-based repair and diagnostic tool; and DriverSide, an online marketing suite that helps shops attract new customers, optimize their online reputation, and increase customer service frequency and retention. To learn more about Advance Shop eLearning powered by AVI or other eServices available from Advance Auto Parts Professional, visit eservices.advancecommercial.com or call 855-222-1632. ■
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Tool Tech
Infrared Thermometers F or around $200 you can buy a top-of-the-line infrared thermometer. When diagnosing brake drag problems, this tool can be indispensable. The thermometers generally have a maximum accurate distance so they can’t be too far from the object being measured or the accuracy of the reading will be affected. Most manufacturers will list “angle of accuracy.” Make sure to read the operating instructions for the unit being used. The biggest challenge in using one of these tools is what to do with the information. The information provided by these tools can be even more vague or elusive than hydraulic and clamping pressure readings. Here are some of the reasons why:
• No specifications provided; • No way of knowing how much front-to-rear temperatures should vary; • On side-to-side differences, it can be difficult to determine which reading is the problem; and • Some side-to-side differences can be expected under normal brake operation.
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HERE ARE SOME POINTERS TO FOLLOW WHEN TAKING TEMPERATURE MEASUREMENTS: • Take the measurements close to the object being measured and as soon after the test drive as possible. • Compare side-to-side readings. Look for symptoms of excessive heat such as bluing of the rotor. This will help determine if a wheel is running too hot or too cold.
• Excessive heat on one wheel can be caused by a wheel being overworked, a lack of release or an excessive side-to-side difference in rotor thickness. • Don’t always condemn the high-side reading; it is possible that the low side isn’t working enough. • Remember that excessive heat is a symptom of something else wrong in the system. ■
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Gonzo’s Tool Box By Scott “Gonzo” Weaver Gonzosae@aol.com
Customers Who Ask Too Much
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ccasionally, I’ll have a new customer approach the service counter not just to have their car repaired, but also to interrogate every part of my process in finding the solution. More often than not, these customers are referrals from another repair shop or previous customer. I seldom get interrogated by someone who has seen an advertisement or drove by the shop and stopped in for repair. I know they don’t intend to come across as an interrogator from the German Gestapo, but the electric shocks, brass knuckles and bright spotlights are all that seem to separate their questions and requestioning from the interrogation scenes in those old WWII movies. My guess is the customer probably went to their friend for advice or the first repair shop with the intent of that particular shop being their primary car care facility. However, when the first shop
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refers them to another shop, their suspicions as to the second shop’s abilities become their largest concern.
It’s as if they walk up to the counter armed with large spotlights, black jacks and any other paraphernalia that could be used to badger me into submission to their way of think-
ing. It’s even worse when they bring “friends” as material witnesses because that forces me into the position of answering not just to one person, but to several. I thought I was gathering information on the symptoms of a car problem, but instead I find myself explaining Ohm’s law, defending my mechanical and electrical background, clarifying how I got started in the business, recalling the first wrench I ever used, and answering questions such as, “Are you planning to use a scanner to diagnose my car?” Even though the wording varies, each question is ultimately asking the same thing: “I was referred over here, they said you could fix this, can you? Are you sure? Have you done this before?” These inquiries are usually followed by a stack of paperwork, jotted down notes and Internet information dropped on the counter for me to read. I briefly look at the papers, then inform them they can take it home
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Gonzo’s Tool Box because I have my own information and diagrams. Unfortunately, that generally leads to more interrogations. The customer continues to ask all kinds of questions, ranging from where my information comes from, to how much the repair will cost and how long it will take. To add insult to injury, before I even get the car in the shop they typically repeat everything they just asked, told and informed me about.
problem on a car. The biggest concerns are time, money and parts. A trained tech knows how to repair vehicles and, chances are, it won’t take him or her very long to sort it out. This is a highly skilled trade, not just a bunch of guys and gals that learned “lefty loosey-righty tighty.” It just makes my job more difficult when I have to deal with interrogators continually questioning what I’m doing and
“I was referred over here, they said you could fix this, can you? Are you sure? Have you done this before?” Because their buddies have all been under the hood intensely studying this problem, the interrogation eventually turns into an explanation of how much they already know about the problem and how they can help me solve it. In fact, this isn’t a concern of mine whatsoever, as I’m pretty sure I can take care of the problem myself. Furthermore, I am not, nor have I ever been, a member of the “SAPI (Slap-APart-In) party.” The customer and his “techie” friends may say, “Well, I just need you to check it out and not spend a lot of money on finding the problem because we’ve already spent so much time on it. If it gets too expensive to find out what’s wrong, I’m not going to get it fixed.” If given the symptoms, diagrams and necessary tools, a good technician can solve any
attempting to answer the problems with their own brand of logic. Someday, I’d like to reverse the interrogation and set up a small desk and a single chair in the middle of the lobby, shine a bright light right at them and ask them a series of questions. Just as every job has potential problems, each facet of car repair is unique and requires specific expertise. This is why many repair shops refer certain repairs to other shops. In this business, techs and shop owners all know who is the best in town for certain types of work. So, if a customer trusted the first shop, there’s no reason to doubt their ability in referring another shop with the same kind of integrity. We can interrogate the car, just leave the other interrogations to the WWII movies. ■
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Speed Sensor
Passive Wheel Speed Sensors
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he passive wheel speed sensor has been around a long time. It works quite differently than the active speed sensors that are found on most cars today. The passive speed sensor creates its own AC signal that changes frequency with wheel speed. This signal is only present while the wheel is turning at a rate fast enough to create the AC signal. the ABS control will set a code for that particular sensor (in most cases). Some of the draw backs of the passive-type wheel speed sensor are its inability to operate at very low speeds or in reverse. This is one of the many reasons why most manufactures have gone to active wheel speed sensor systems.
DISTINGUISHING WHICH SENSOR TYPE Vehicles equipped with passive wheel speed sensors generally do not read at or below 2 mph coming from a dead stop. During a wheel spin condition, or under a condition where one wheel is turning slower than the other three wheels, the system will reduce the hydraulic brake pressure (under braking conditions) to allow that wheel to regain its traction with the road surface.
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The signal can be affected by a number of different problems. From a weak sensor, damaged tone ring, debris, rust, wiring issues, or the gap between the sensor and the tone wheel. (One of the most common problems I’ve found is when someone replaces the sensor, but does not push it in all the way causing a fault code for that sensor.) Any variation in the preset values not reaching
Determining which type of speed sensor is on the car you’re working on can be done several different ways. Obviously, checking the manufacturer’s specs is a good way, or with your scanner. Although, looking at the sensor itself won’t give you any clues. They are both twowire sensors and they both look basically the same. The main difference would be the resistance readings. The typical reading for a passive
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Speed Sensor
wheel speed sensor is between 1,000 and 2,500 ohms, while the active speed sensor is 5 to 6 Mega Ohms or more. (I wouldn’t rely on this as the ultimate answer, just in case there is a problem with the sensor itself and what you’re seeing is a false reading.)
BIAS VOLTAGE Some vehicles will send a DC voltage to the sensor through the ground wire of the sensor. The signal will travel up the leads just as the generated AC signal does. This allows the sensor to be tested by the ABS system without the vehicle moving. This can set a code shortly after the key is turned on if there is a problem with the wiring, connection or the sensor itself. This DC signal is not generated by the sensor,
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but by the controller and is only used as a way to verify the sensor is there, not the actual ability of the speed sensor to create the AC signal. That’s entirely up to the rotation of the wheel. High resistance or an open circuit can be immediately detected by the BIAS voltage. Anytime the BIAS (DC) voltage is not received back at the ABS controller, the controller will assume the sensor is not functioning. To measure this BIAS voltage, a lab scope is going to be your best choice. Have the ground lead of the scope on a good battery ground, and the positive lead connected to the signal wire at the sensor. Without the wheel spinning, you can observe the DC voltage being supplied to the circuit.
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Speed Sensor
TESTING THE SENSOR If the signal is viewed on a scope, the voltage will rise above the zero volt line when the key is turned on. A typical BIAS voltage is about 2.5 volts (some manufacturers use a slightly higher voltage). You might be able to read this with your DVOM, but I prefer using a scope myself. I like using a T pin (one of my wife’s quilting pins) tucked into the connector as my test point. Never stab directly into the sealed wiring of the sensor leads as this can cause problems down the road when water, salts and other debris start to seep into the opening you just created. On some vehicles, when the sensor is unplugged, the BIAS voltage is turned off by the ABS controller. So if you are trying to read the voltage, you’ll have to do it without disconnecting the sensor. Basically, any disturbance in the two wires from the conGo to www.bfeRAPIDRESPONSE.com
troller to the sensor can be detected by the controller as a problem and can cause the loss of the BIAS voltage. The controller will “self-save” itself from any damage this way. In these cases, if you do not see the BIAS voltage at the sensor, it’s a good time to start tracing for a bad connection or broken lead.
PRACTICE MAKES PERFECT With a little practice, you can diagnose these sensors quickly and efficiently in no time at all. Understanding how they work and how to properly test these sensors will make your job easier and more efficient. A good method of increasing your skills is to practice hooking up the scope or scanner to a speed sensor on those slow days at the shop. That way when the need arises, you’ll be the sharpest tool in the diagnostic tool box. ■
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Brake Job
2000-2006 Dodge/Mercedes Benz/Freightliner Sprinter
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he 2000-2006 Sprinter cargo van may seem unique for its small displacement diesel engine and large hauling capacity. But, at the wheels, the brakes are very conventional. There are two brake systems on the Sprinter that came with the 2500 and 3500 models. Both systems have four-wheel disc brakes, but the 3500, with a dual rear wheel axle, has larger discs and calipers in the rear. The 3500 version also has a dual wheel rear axle setup. Repair information and parts catalogs call these systems Single Rear Wheel (SRW) and Dual Rear Wheel (DRW). Keep this in mind when ordering parts. Always check to see that the ABS and Stability Control Systems are functioning. Most Sprinters have ABS and some level of traction control standard, while some are equipped with optional stability and rollover mitigation systems. Not repairing the system can put the driver in jeopardy due to the vehicle’s high center of gravity. If the ABS light is on, ask for diagnostic time to resolve the problem. In TSB 08-028-06, Chrysler states that a burned out or incorrect type brake light bulb could result in
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unrelated DTCs in the ECM or ABS/ESP control module. Also, corrosion in the trailer tow connector, as well as on a taillight circuit board, may cause similar erroneous and/or unrelated DTCs. When confronted with unexplained DTCs that affect various modules a technician should perform some preliminary checks to diagnose the condition. Check all brake light bulbs and verify that they are of the correct type (P21/5W - 12V 21/5W). The brake and park light are part of the same bulb. An incorrect type bulb may bridge these two circuits. Ensure
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Brake Job that there are no broken filaments and that the sockets are free of any corrosion. Verify there are no bent connectors or conductors.
FRICTION Many aftermarket brake pad manufacturers have come up with their own application-specific brake pads for the Sprinter. The majority of Sprinters are used in the city; noise and harshness are a major consideration for the engineering of these pads. Ask your parts supplier if they stock a line of fleet brake pads with an application-specific pad for the Sprinter. The Sprinter has wear sensors on the in-board pad. The sensor must be replaced if the light is on. Always apply a thin layer of dielectric grease to the connector to prevent wiring harness problems. If the circuit shorts out, the wear sensor light will not work and the driver could wear down the pad to the backing plate.
BLEEDING The Sprinter requires DOT 4 brake fluid and Chrysler specifies it should be changed every two years regardless of mileage.
ROTORS The front rotor specifications are the same for the SRW and DRW. On DRW models, adapter flange has to be removed to service the rotors. The flange bolts have a torque specification of 133 ft/lbs. While the Sprinter is a large vehicle, the specifications for runout are closer to a small car. In the front, the lateral runout speci-
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fication is .002”. In the rear, the specification .0007”. This is to be expected with a vehicle with four floating calipers. In the rear, the DRW has thicker rotors when compared to the SRW. But the service procedures are the same.
FRONT BRAKES The front caliper on both models are very similar. The caliper bracket bolt has a torque specification of 125 ft/lbs and 20 ft/lbs for the caliper guide bolts. Lubricate all guide pins and bushings.
REAR BRAKES The rear brake caliper bracket has a torque specification of 66 ft/lbs for M12X1.5 bolt and 125 ft/lbs for M14X1.5 bolt. Caliper guide pin bolts have the following torque specs: the guide bolt is 19 ft/lbs for the M8 bolt; and 22 ft/lbs for the M10 bolt. When replacing the parking brake shoes, do not remove the parking brake cables. The shoes will come off when the springs are removed. To adjust the parking brake, remove the rear wheels. Turn the adjusting wheel through the hole of the wheel lug bolt until it is no longer possible to rotate the rear wheels. Loosen the adjusting wheel 3 to 4 teeth divisions. Check for any drag. ■
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Rear Brakes
Drum Brake Service
Focus on Single-Anchor, Floating Shoe Designs By Gary Goms
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lthough four-wheel disc brakes currently dominate the import brake service market, millions of drum brakes are serviced each day in independent shops. Thanks to their age, many drum brakes present problems related not only to normal wear, but also to extended age and mileage. Because an incorrectly serviced drum brake can cause noise, pulling, grabbing and pulsation complaints, we’ll look at how drum brakes operate and how they can best be repaired. We’ll limit our discussion to the single-anchor, floating shoe designs we currently see on modern production vehicles, and leave designs like dual-anchor, dual-cylinder drum brakes to the pages of history.
SERVO ACTION The upside of single-anchor drum brakes is that they create a “servo action” that multiplies the hydraulic force applied against the brake lining. When applied, the wheel cylinder piston forces the primary shoe against the rotating brake drum surface. The primary shoe tends to rotate with the brake drum, which forces the secondary shoe against the brake drum surface. The secondary shoe is held in place by the anchor pin located at the top or bottom of the backing
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plate. This creates an “internal expanding” or self-activated “servo” braking action. The simplicity of the drum brake allows it to act as a park brake by using a cable, lever and strut assembly to expand the primary and secondary shoes against the drum. Thanks to servo action, the parking brake feature in a drum brake works better going forward than backward. The downside of drum brakes is that, because the brake linings aren’t exposed to moving air, they don’t easily dissipate heat during extended braking or shed water after being driven
through a flooded intersection.
DRUM BRAKE HYDRAULICS During the 1970s when front disc brakes became universally popular, engineers were faced with making disc and drum braking systems compatible. Because a disc brake develops no servo action, it usually achieves braking torque by using a vacuum booster to increase hydraulic pressure. But, thanks to servo action, drum brakes require much less hydraulic pressure to achieve the same amount of braking torque.
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Rear Brakes Before anti-locking braking systems became popular during the 1990s, brake engineers designed a “combination valve” that usually contains a metering, proportioning and pressure differential valve. To prevent front wheel skid on slick roads, a metering valve was integrated into the combination valve that delays front disc application until a specific hydraulic pressure is reached in the front hydraulic circuit. And, since servo action would cause the rear brakes to prematurely lock up well before the disc brakes, engineers integrated a proportioning valve that limits the hydraulic pressure delivered to the rear wheel cylinders. Last, engineers integrated a pressure differential warning light feature into some combination valves indicating when a fluid leak is causing a pressure differential to exist between the front and rear brake hydraulic systems. A suspension height-sensing valve was also added to some light trucks that reduces hydraulic pressure to the rear drum brakes when the truck is driven empty. Most of this hydraulic hardware was eliminated when anti-locking brake systems came into popular use during the 1990s. While most disc/drum hydraulic systems are split between front and rear, the brake hydraulics are split diagonally on some vehicles, meaning that the left front is hydraulically connected to the right rear and the right front to the left rear. In the absence of manufacturers’ recommendations, the front/rear split system-bleeding sequence is generally right rear, left rear, right front and left front. Dual/diagonal is generally bled right rear, left front, left rear and right front.
DRUM BRAKE FRICTION Because the primary and secondary brake shoes serve two distinctly different purposes, their frictional compositions and frictional areas are, in most cases, different. Since the primary purpose of the primary shoe is to apply pressure against the secondary shoe, its lining is generally shorter in length and develops less friction coefficient. The secondary lining, on the other hand, is generally longer and develops a higher friction coefficient. Unintentionally switching the two linings from front to rear will consequently modify drum brake performance and reduce lining life. As a point of awareness, the “arc” or curvature of replacement linings is normally ground to a 34 July 2013 | BrakeandFrontEnd.com
(Above photo): Soak the axle hub with quality penetrating oil before removing the brake drum. A light coat of synthetic caliper grease applied to the hub will help prevent corrosion after the drum is re-installed. (Below photo): Rapping the brake drum between the lug bolts with a two-pound or larger hammer will generally loosen the drum. In some applications, the brake drum incorporates two threaded puller screw holes designed to expedite drum removal.
When inspecting a drum brake, always inspect the wheel cylinder for leakage by prying away the rubber end cap. Because they can’t be successfully honed, aluminum wheel cylinders should be replaced.
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Rear Brakes slightly smaller diameter than the brake drum. As a rule of thumb, about 0.020” of clearance will exist at the ends of the secondary lining when the shoe’s center is pressed against the drum. This shorter arc allows the brake lining to gradually seat into the drum and reduces brake squeal and chatter. In most cases, a lining is considered safe if 1/16” of the lining remains above the rivets, or if the remaining bonded lining thickness meets manufacturers’ specifications. As with disc brakes, different grades and brands of drum brake linings should never be mixed from carton-to-carton or from side-to-side in any application because each brand of lining usually develops different friction coefficients at different operating temperatures. As a cautionary note, small amounts of axle oil and brake fluid on the brake linings will magnify the servo effect, thus causing a premature wheel lockup or grabbing complaint. Since drum brake linings absorb fluids, the oil or brake fluid leak must be repaired, all parts cleaned, and the contaminated linings replaced to restore normal drum brake operation. Before installing the brake drum, always remove greasy fingerprints from the new brake linings with shop towels soaked in aerosol brake parts cleaner.
Brake return springs not only retract the wheel cylinder pistons, they also allow the brake shoe’s self-adjusters to work correctly. Drum brakes usually require special tools to remove and install hold-down and return springs. The presence of a chamfer usually indicates if a brake drum can be resurfaced. At the minimum, I recommend a shallow cut to true the surface and remove the inner and outer wear ridges.
BRAKE DRUMS Remember that carelessly dropping drums on the floor or tossing them into the bed of a pickup truck can cause an out-of-round condition. Similarly, the drums on a vehicle driven with the parking brake applied can develop a severe out-of-round condition when the brake cools. Either condition can cause a brake pulsation or grabbing complaint. While most imports utilize one-piece, cast-iron brake drums, many domestic or re-badged domestic vehicles utilize a two-piece drum consisting of a stamped metal hub mated to a cast-iron drum. In some cases, a two-piece drum can fit loosely on the axle hub, which allows the drum to rotate off-center. If the drum surface isn’t concentric with the axle hub, the shoes can’t be accurately adjusted. A drum concentricity problem can be detected when the shoes are adjusted to drag against the drum. If the drum isn’t concentric, the drum will bind and release when rotated. 38 July 2013 | BrakeandFrontEnd.com
While most imports utilize one-piece, cast-iron brake drums, many domestic or re-badged domestic vehicles utilize a two-piece drum consisting of a stamped metal hub mated to a cast-iron drum.
Rear Brakes Most brake drums are manufactured with a chamfer cut into the edge of the drum surface indicating a general discard specification of 0.060” oversize for most cars and light trucks. But, in any case, it’s nearly impossible to estimate drum taper wear or out-ofround without using a brake drum micrometer and, in most cases, a brake drum will not be as good as it looks. So investing in a good brake drum micrometer will pay for itself in terms of reduced comebacks and brake safety.
brake master cylinder equipped with residual check valves on a disc brake system will cause the disc brakes to drag and wear prematurely. Remember also that residual check valves were designed out of later drum brake designs because they were no longer required. ■
DRUM BRAKE HYDRAULICS Moisture absorbed by the brake fluid will quickly corrode the wheel cylinders and eventually cause an intermittent brake pulling complaint when the wheel cylinder pistons begin to stick in their bores. While a wheel cylinder can be repaired by honing the cylinder and installing a wheel cylinder repair kit, replacing with new reduces potential liability and is more cost-effective. And, while you’re replacing the wheel cylinders, remember that weak brake springs will aggravate any tendency of the brake shoes to pull or drag. As standard procedure, the brake hoses, steel lines and master cylinder should also be inspected. If the vehicle comes through the door with brake application complaints like rear wheel lockup or premature disc brake application on slick road surfaces, it’s possible that the combination valve is inoperative. If you’re servicing an ’80s or earlier vehicle, be aware that most drum brake master cylinders contain a residual check valve that increases pedal response by maintaining a small amount of hydraulic pressure in the system. To test for residual pressure, firmly apply the brake pedal and then check for a small spurt of fluid when the wheel cylinder bleeder screw is opened. Although it’s old technology, be aware that installing a drum
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Steering Rack
Servicing Variable-Assist Power Steering Systems
V
ariable-assist, variablerate or variable-effort power steering is used on a growing number of vehicles. Variable assist is a way of providing the best of both worlds: finger-tip parking maneuverability at low speed and reduced assist at higher speeds for greater stability and road feel. As a vehicle’s speed increases, less effort and assist are needed to steer the wheels. Variablerate steering, by comparison, applies more assist at low speed when it is needed most and reduces assist at higher speeds when it is needed least.
DIAGNOSIS Problems with electronic variable-assist systems include all of the same things that can go wrong with a conventional power steering system (leaks, center wear in the steering gears, pump & hose failures, etc.), plus problems with the control electronics including the vehicle speed sensor circuit, the solenoid valve and control module. Accurate diagnosis,
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therefore, is essential to minimize warranty returns. Most of these systems provide diagnostic fault codes that
can be accessed with a voltmeter, test light or scan tool to pinpoint the nature of the fault (if the fault is electronic rather than
mechanical or hydraulic). If power to the solenoid or control valve actuator is lost, the valve keeps the bypass circuit closed so full power assist is provided under all driving conditions. The only indication of trouble, therefore, might be a loss of road feel and/or increased steering sensitivity at highway speeds. It’s important to remember that variable-rate power steering only reduces the amount of pressure that reaches the steering gear at higher road speeds. The only way it could reduce power assist at low speed would be in the unlikely event the actuator or solenoid valve failed in the open position.
Steering Rack This could cause a noticeable reduction or loss of power assist. If the control solenoid fails on a Ford EVO system, or the control circuit for the solenoid is lost, the valve is designed to keep the bypass circuit closed so full power assist is provided under all driving conditions. The only indication of trouble would be a loss of road feel and/or increased steering sensitivity at highway speeds. However, if the EVO solenoid valve jams in the open position, there would be little or no power assist at any speed. On GM’s Magnasteer racks, loss of current to the magnetic coils would cause a loss of power assist at low speed. Coil resistance can be checked with an ohmmeter, and should read about two ohms. An infinite (open) reading indicates a bad coil (requires replacing the rack since the coils are not serviceable). because the Magnasteer unit is part of the rack. Checking for shorts between both sides of the coil Handle with care because the permanent magnets assembly and rack housing is also recommended. inside the Magnasteer valve assembly and connector The system does have self-diagnostic capability, but are fragile and can be easily damaged. ■ there is only one fault code: C1241 (Magnasteer circuit malfunction). The code is set if the module detects an open or a short in the coil circuit. If this code is present, the Magnasteer system is disabled and will not vary the steering effort as vehicle speed changes. The C1241 body code can be read with a Tech 2 or equivalent scan tool. The Tech 2 tool can also be used to perform a Magnasteer function test. The test varies the current to the coil so you can check for a change in steering effort when turning the steering wheel. Replacement racks for variableassist power steering applications are available with or without an EVO control solenoid. As long as the original EVO control solenoid is working OK, it can be removed and installed on the replacement rack to save your customer a few bucks. There’s no need to replace the whole rack if only the EVO solenoid valve is defective. On GM Magnasteer applications, the whole rack must be replaced if the rack or control unit is defective Reader Service: Go to www.bfeRAPIDRESPONSE.com BrakeandFrontEnd.com 41
Alignment Spec
Sponsored by:
2010 Camaro T
he 2010 Camaro was GM’s reentry into the pony-car wars with Ford and Chrysler. Like the Dodge Challenger, the Camaro borrows its platform from an existing rear-wheel-drive platform. The Camaro is based on the Zeta platform that includes the Chevrolet Police Patrol Vehicle and Pontiac G8. The front suspension uses strut and dual lower control arms. Always check the front lower control arm’s inboard bushing for damage in the form of rubber separating from the metal components. When this bushing goes bad, it will change the SIA and caster. Many of the bolts, nuts and studs holding the suspension together are torque-to-yield and use threadlocker compounds. Make sure you look at the service information before replacing a suspension or steering component.
FRONT SUSPENSION CAMBER: The camber is adjustable by moving the strut and knuckle. This should give ±1.0º of camber. These bolts are torque-toyield bolts. They only have a few adjustments in them before they should be replaced. Tighten the bolt to 60 ft/lbs and turn the nut 180º. CASTER: This angle cannot be adjusted. If it is out of specification, check the control arm, bushings or strut rod for damage. ToE: The toe angle should be adjusted last or after the camber is adjusted. The jam nut should be tightened to 50 ft/lbs.
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Alignment Spec REAR SUSPENSION CAMBER: The lower control arm to the subframe retaining bolt and nut eccentric washers are used to adjust rear suspension camber. Nuts and bolts with micro-encapsulated thread sealant (GM’s new threadlocker compound)
must be discarded after removal. This compound is very difficult to remove. ToE: To adjust the rear suspension toe, turn adjustment cam on the inboard-side of the toe link.
STEERING ANGLE The steering angle sensor centering procedure requires a scan tool or Hunter’s CodeLink tool which is programmed to address GM’s requirements relative to the steering sensor’s calibration. 1. Using the steering wheel, align the front wheels forward. 2. Apply the parking brake, or set the transmission in the P position. 3. Install the scan tool to the data link connector. 4. Ignition oN, engine oFF. 5. Select Steering Wheel Angle Sensor Reset in the Steering Wheel Angle Sensor Module Configuration/Reset Functions list. 6. Follow the scan tool directions to complete the learn procedure. 7. Select Steering Wheel Angle Sensor Learn in the Steering Wheel Angle Sensor Module Configuration/Reset Functions list. 8. Follow the scan tool directions to complete the learn procedure. 9. Select Steering Wheel Angle Sensor Learn in the EBCM Configuration/Reset Functions list. 10. Follow the scan tool directions to complete the learn procedure. 11. Clear any DTCs that may be set. ■
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44 July 2013 | BrakeandFrontEnd.com
TPMS Sensor IDs
By Andrew Markel, Editor
Why, Where and When
T
o understand any TPMS relearn procedure, you have to understand this: SENSORS ONLY TRANSMIT, THEY DO NOT RECEIVE.
No vehicle asks a sensor for information on how it is doing. I know you’re thinking a sensor does receive signals when the vehicle is in relearn mode and the technician holds a TPMS tool to the sidewall of a tire. The tool excites the transmitting antenna with either a magnet or a radio signal at a preset frequency. This is more like a “poke” or “nudge” that triggers the device. Some early sensors do not have this feature and require the technician to deflate by 10 psi in 20 seconds during the relearn procedure. When the sensor is poked, it will transmit its sensor ID and
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TPMS Sensor IDs other required information. This must be done in a pre-determined sequence so the vehicle module knows where each sensor is positioned.
NORMAL OPERATION In normal operation, sensors transmit information at programed intervals when the accelerometer is activated by movement or if the pressure sensor detects sudden deflation of the tire. When it is moving, it is transmitting information in 15, 30 or 60 second intervals depending on the application. The sensor will also stay active approximately 10-20 minutes after the car is park. Knowing the exact amount of time required for the sensor to go to sleep can be helpful for some relearn procedures. If a relearn procedure is attempted on
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some vehicles with the sensors active, it can make the relearn procedure impossible because the system might hear more than one sensor talking at a time.
SIGNAL STRENGTH The sensor has to last at least seven years on the same battery. This means that the transmission from the sensor is relatively weak when compared to other radio signals that could be in its surroundings. But the signal only has to travel a few inches or a few yards depending on the application. For an outside device to interfere with a TPMS signal, it must do three things. First, it must be transmitting a signal in the same bandwidth. Second, it must be transmitting 50 July 2013 | BrakeandFrontEnd.com
for a long enough period of time that it interferers with multiple transmissions from the sensor. Third, it must transmit a signal with the same code or protocols as the sensor. In other words, the interference must occur at the right time, right place, while saying the right things. Cell phones cannot interfere with a TPMS system. The same is true with BlueTooth devices. Their signals are not continuous and they are not in the same bandwidth. The biggest problem for some sensors and systems is sensors from other vehicles transmitting during the relearn procedure. Some OEMs recommend that the relearn process is performed away from other vehicles and outside. The main culprit for sensor interface during the relearn process is not a high-tech gadget,
TPMS Sensor IDs but the car itself. Sometimes a sensor can have its signal blocked by a brake caliper, control arm or other large metal object placed between the sensor and antenna. The only solution is to move the car forward a few feet to unblock the signal. On some vehicles, the wiring harness or electronic accessory can create problems if the wires get close to the antenna. CAN Bus or other serial data wires can interfere with TPMS signals if the data wires get close to the antenna.
SAVING IDS If a tire is dismounted or the sensor is disturbed, the TPMS sensor ID# should be recorded and saved in the customer’s records. Also, some scan tools can read and store the IDs. Regardless of the method, save the IDs. In some cases, a camera can be used to capture the ID. Why? It comes down to productivity. First, it can save you from having to dismount a tire to check the ID number once the relearn process has started and a dead or inactive sensor has been detected. In some cases, a transmitter may not function properly and may need to be replaced. For this procedure, the system must be reset so the control module can relearn the transmitted ID of the replaced sensor. Second, depending on the type of sensor you are using, having the ID can help you code or program a new sensor. Third, if you have a repair where the keyless entry systems or TPMS module have been
replaced, having the sensor IDs and locations can help during the relearn process when writing IDs to the vehicle. Last, it can serve as a way to check that the TPMS module has the correct IDs written onto the module.
TAKE YOUR TIME Technicians can become frustrated by new sensors stuck in storage or “super sleep” mode. Sensor makers are putting sensors in this mode to increase their shelf life by conserving the battery. Waking up a new sensor may require a rapid deflation or driving. Check the service information or the sensor’s manufacturer information. When a relearn process is started, vehicles want only one sensor talking at a time. Sometimes all of the sensors are active and sending out signals because the vehicle was repositioned or there is radio interference. For the sensors to go into a sleep mode, the car has to be still for a set amount of time (which varies from vehicle to vehicle). If you are having a difficult time with a relearn procedure, let the vehicle sit for 20 minutes. This should put the sensors into sleep mode, and then you can turn the sensors on one at a time so the IDs and positions can be read by the TPMS system. Most TPMS systems are smart enough to realize that something is interfering with the signals, and will disregard a bad sample and wait for the next transmission from the sensor before turning on the light and warning the customer. By that time, the vehicle has moved away from the interference source. ■
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Ride Control
Three Phases of NOT Selling Ride Control
O
ne ride control manufacturer estimated that 80 percent of vehicles in junkyards still have their original shocks or strut units. Part of the reason is that selling shocks and struts is difficult. It is an item that when it wears, it doesn’t cause the vehicle to stop running. When it does wear, the driver is usually not aware of how bad it really has become. But, it’s an item that can make a distinct difference in vehicle performance and resale value that the customer will really appreciate. Often, you are your own worst enemy when selling ride control. It happens to most salespeople, over time they become apathetic to selling ride control products to the customer. It is a cycle with three phases as the sales person starts to speak no evil, hears no evil from the technician and eventual sees no evil when it comes to recommending ride control replacement.
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Ride Control The second phase of this cycle starts with just listing the recommendation and estimate for shock or strut replacement on the bill and maybe mentioning it casually to the customer during the sales process. This means that the sales person will invest very little time, effort and emotions. The recommendation becomes more of a “feeler� question rather than a real sales proposal. The third phase starts when the salesperson starts second-guessing if they should even write the estimate on the repair order at all. They may base their guesses on stereotypes and assumptions. But, chances are they are wrong. The last phase is the most destructive to sales. This is where the salesperson rationalizes that the time spent trying to sell the customer ride control can be used for easier items that are guaranteed to sell. This is not
only a great disservice to the shop, but it is a greater disservice to the customer. It takes mental and physical tools to break this self-defeatist cycle. Also, turning this apathy into enthusiasm requires a methodical approach that goes further than incentives like vacations, point
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BrakeandFrontEnd.com 53
Ride Control systems or t-shirts. It requires a proper inspection of the vehicle and communications with the customer.
INSPECTION The first step in selling ride control is the inspection process. A visual inspection of the shocks and struts can tell you a lot about the state of the ride control units. If possible, visual inspections should be performed before the test drive. This is a chance to make sure the vehicle is road worthy before you put your own life at risk. Also, always make sure that there is enough gas in the tank.
COMMUNICATION A complete inspection lays the groundwork for excellent customer communications and increases the possibility of a sale. The results of the inspection can help personalize the sales pitch to the individual customer. The following is an example of how a note on an inspection form can provide so much more than a simple “recommend new shocks and struts.” Salesperson: “On the testdrive
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the technician noticed excessive nose dive during braking and increased body roll while turning. Also, we noticed humming coming from the rear that was caused by uneven wear of the rear tires.” Customer: “I guess it’s not exactly performing the same as it was when new and that humming noise was starting to annoy me.” Salesperson: “New struts can help to return the vehicle to like it was when it was new. Also, they can prevent future uneven wearing of your tires.” In this simple interchange of information, the information gained in the testdrive helped to identify and define the value of new ride control components to the customer. Furthermore, the information given to the customer helped to create a tangible need that they can relate to on why the service should be performed. All of this was done without going into techno speak. Even if the customer does not buy today, this sales approach and pitch will likely stick with the consumer longer than the generic “recommend new shocks and strutås.” This means that they might be back and your efforts will not be in vain. ■
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Tech Tips This month is sponsored by:
GM: Growl Noise Caused By Axle Nuts
Mini: Erroneous “Service Due� Message For Brake Pad Thickness
Models: 2006-2013 Chevrolet Impala 2014 Chevrolet Impala Limited Problem: A driver may report that a growling noise is coming from the front of the vehicle. Cause: The condition may be caused by a loss of pre-load on the front wheel bearings due to the axle nut. Correction: To diagnosis the noise, re-torque the existing front axle shaft nut to 162 ft/lbs and test drive the vehicle. If the noise is eliminated, replace both front axle nuts with the updated part (P/N: 10257766). On vehicles equipped with the police package, add an additional Nord-Lock washer.
Models: Some 2011-2012 Mini Problem: Brake pad thickness warning message is displayed even if the pads are above specifications. Cause: The mathematical calculation made by the Condition Based Services Module (CBS) do not agree with the actual brake wear. The CBS uses inputs like vehicle speed, pedal pressure and rotor temperature to determine if the pads require replacement. Correction: Re-flash the CBS module with new software. This tech tip from The Timken Company is designed to help you install and maintain Timken bearings, seals and components to maximize the life and performance of those bearings and the systems in which they operate. 1. Why are more vehicles using hub assemblies today? Hub assemblies are unitized, maintenance-free and nonserviceable units that are preset, pregreased and presealed, making installation easier and increasing product reliability for enhanced performance. These hubs require no maintenance or handling, which eliminates the need for preventive maintenance, grease and/or future
FAQ: Hub Assemblies adjustments. 2. Are all aftermarket hub assemblies created equal? The hub assemblies sold by The Timken Corporation meet or exceed OE specifications. Other hub assembly suppliers might meet the dimensional measure requirements for OE specifications, but they may not match the material and/or performance standards. 3. Can I use an impact wrench to remove or install a hub assembly? While it may appear to be easier to use an impact wrench, it is not recommended. Timken recomReader Service: Go to www.bfeRAPIDRESPONSE.com
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Tech Tips mends the use of a certified, calibrated torque wrench. Impact wrenches can damage the axle nut, threads and components. 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. 4. Do I need to torque the axle nut and/or the lug nut? Yes. It is imperative that you follow the manufacturer’s specifications and/or instruction manual to assure the hub is installed correctly. Failure to follow the manufacturer’s installation instructions and the proper installation procedures can cause equipment failure, creating a risk of serious bodily harm.
5. Can I replace the bearings or seals in my hub assembly? No, because the hub assemblies are unitized, maintenance-free and non-serviceable. Most hub assemblies are designed with a unitized bearing or flange that is intricate to the hub and/or bearing housing, which are not replaceable. 6. Do wheel studs come with all hub assemblies? No. While most hub assemblies do include the wheel studs, there are some that do not. Timken does not recommend reusing the old studs with the new hub assembly. Courtesy of The Timken Company, www.timken.com.
Bridging The Service Gap
tomer may now be looking at an axle replacement. At every visit, you will have to check out the wear and tear items on the car for preventive maintenance to keep the customer up and running. A key area that can benefit from this diligent effort is the drive belt service. When you change a belt, you need to consider the other components in the system, such as the idlers and tensioners. They may be working OK now, but will they make it to the next belt change? If you have to remove an engine mount as part of a timing belt service, replace it with a new one rather than putting back the old one. And when you check out the brakes, ask yourself if they’ll last another year. Service kits are very popular now and may be the coming trend that addresses some of the issues created by the extended service intervals and that missing “advanced warning.” These kits offer a great benefit because they include those extra replacement parts that the vehicle may need to go the distance and reach the next interval. So when your customer comes in for a 105 K timing belt service, consider a timing belt kit. It will likely have everything you need to get the job done, and more. And, if you’re working on a used vehicle with no service history, what better assurance is there than to know that you’ve replaced any questionable high wear components that could fail at any time. At CRP Automotive, we have developed several different versions of our belt kits, each with a key mix of additional components needed to meet a specific level of service. Our aim with these kits is
By David Hirschhornt, CRP Automotive Remember the good ol’ days when your customers came in for regularly scheduled maintenance? Oil change at 3,000 miles, tire rotation at 5,000, tune up at 10,000, and so on. While these helped you keep their vehicles in good shape, a hidden, but truly valuable benefit was the “advanced warning” that you were able to give them for the next necessary service. “Hey Charlie, front pads are at 35%, we’ll put on a new set at the next oil change.” Over the past 10 years, all of this has become moot because the carmakers have dramatically extended their recommended intervals for various services and components. The 3,000 mile oil change is now a 10,000 mile service item and a timing belt replacement, usually tackled at the 60,000 mile mark, can stretch to more than 100,000 miles. These new extended intervals have different implications for you and your customers. Vehicle owners love them because it means fewer trips for service and less repair bills. But for you, it creates an added challenge. Now you have to estimate how long a part will last based on your experience and the owner’s driving habits in order to make sure there’s no trouble between this service appointment and the next. Since many vehicles will only be brought in once every 10-15,000 miles, the luxury of giving the vehicle owner “advance warning” is gone, but the ramifications are not. Instead of coming in with a small tear in a CV boot and needing an easy fix, the cus58 July 2013 | BrakeandFrontEnd.com
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Tech Tips to make sure we supply a high-quality solution for professional technicians who want to provide the highest level of service possible for their customers’
vehicles and keep their customers driving happily for years to come. More information is available at www.crpautomotive.com.
Generation 1 Wheel Bearings With Integrated ABS Tone Ring Models: 2006-2010 Toyota Yaris & Scion xD 2005-2011 Toyota Tacoma 2005-2010 Porsche Boxter & Cayman 2004-2011 Honda Accord & Acura TL 2009-2011 Mazda 6 2007-2010 Suzuki SX-4 2007-2010 Audi Q7 2001-2010 Porsche Carrera & Cayenne 2004-2011 Volkswagen Touareg 2009-2011 Honda Fit & CR-Z 2002-2011 Honda CR-V EX & Element EX 2002-2011 Honda CR-V 2004-2008 Acura 3.2TL and TSX 2003-2007 Honda Accord 2006-2011 Civic Si 2000-2010 Ford Focus 2006-2011 Honda Ridgeline 2006-2011 Honda Ridgeline 2006-2011 Honda Civic Exc. Si & Hybrid 2008-2009 Pontiac Grand Prix 2007-2011 Dodge Caliber 2007-2008 Jeep Compass
2007-2010 Mitsubishi Outlander 2WD 2005-2010 Honda Odyssey 2007-2011 CR-V 2007-2008 Honda Fit 2005-2010 Mazda 3 & 5 2006-2011 Mercedes R350 & R500 2007-2011 Mercedes ML63 & ML450 2006-2010 BMW M5 & M6 2002-2008 Jaguar X-Type
The front wheel bearings listed above all share a unique design feature. They are all double-row angular contact with a split inner ring. The distinctive feature on these bearings is that one of the two seals on the bearing has a built-in magnetic impulse wheel. Caution should be taken to make sure that the seal with the ABS impulse ring is installed in the correct direction. The side with the impulse ring needs to be installed closest to the ABS sensor. If it is installed backwards, the ABS system will not function. The side with the ABS ring can be identified either by placing a lightweight metallic object (such as a paper clip) to the magnetic side or by a close visual inspection. The close visual inspection will reveal the ABS impulse ring windows, which can be seen through the seal surface. Care should be used when handling and installing the bearing so that the impulse ring is not damaged. If this occurs, the ABS system will not function correctly. * Check Automotive e-cat online for complete listing by part number (www.vsm.skf.com) â– Courtesy of SKF www.vsm.skf.com 60 July 2013 | BrakeandFrontEnd.com
» Spotlight
PHILIPS
RESTORE YOUR CUSTOMERS’ HEADLIGHTS LIKE NEW!
Headlamp clouding is a chronic problem for many of your customers, but it creates a great opportunity for you to offer some value added service and bring in a little income at the same time. Most of today’s vehicles are equipped with plastic headlight lenses, which makes them prone to that hazed, yellowish appearance caused by exposure to sunlight, ozone, road pollution, and car wash chemicals. Cloudy headlights can reduce lighting performance by up to 40%. So, in addition to the impact this unwanted discoloration has on the vehicle’s value, it poses a real safety risk for nighttime driving. The solution is simple. The Philips Headlight Restoration Kit restores the clarity of clouded plastic headlight lenses to a like-new condition with minimal effort in less than 30 minutes. The kit is formulated with advanced technology that not only restores lens performance but also protects against future clouding. No power tools or specialized equipment is required. After the restoration is complete, you can further improve your customers vision and your profits by replacing their old and worn headlight bulbs with a new set of Philips Upgrade Lamps.
Remember, the more light on the road means more money in your pocket. For more information, visit www.philips.com/automotive or call 1-800-257-6054
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ADVERTORIAL
It’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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AAPEX Advance Auto Parts Professional ADVICS APA Management Group Auto Value/Bumper to Bumper AutoZone Bartec USA, LLC BendPak Centric Parts Chrysler Group LLC Gabriel Hunter Engineering Co. Jasper Engines & Transmissions Mitchell 1 Monroe Shocks & Struts Moog Steering & Suspension Motorcraft,Ford Motor Company NAPA Nissan Motor Corp. USA Nucap Industries O'Reilly Auto Parts Packard Industries Parts Plus Perfect Stop Philips Automotive
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Product Showcase
AutoCareProNews.com
Federal-Mogul expands its MOOG Steering and Suspension product line with high-quality components for more than 70 additional applications. The latest expansion of the MOOG line includes front sway bar link kits (K750607 and K750608) for 2011 and 2012 BMW X3 models; premium MOOG lower ball joint (K500192) for 2006-2009 Honda Ridgeline light trucks; rear sway bar links for 2008-2012 Subaru Impreza (K750486) and 2010-2012 Chevrolet Camaro (K750548) models; and MOOG lower ball joint (K500176) and outer tie rod end (ES800745) for Dodge Ram 4500 and 5500 trucks, model years 2008-2012. Reader Service: Go to www.bfeRAPIDRESPONSE.com
Standard TPMS sensors are engineered to match OE fit, form and function, plus they can be ID cloned to the sensor they replace using a TechSmart cloning tool. Each clone-able sensor has a unique sensor ID, the right protocol and matching body style. Technicians can bypass complex factory relearn processes, saving time and money. www.bfeRAPIDRESPONSE.com
Schaeffler Group USA Inc.
announces the release of the 07-202 LuK RepSet. This clutch kit was developed for the 2005-2010 V6, 4.0L, Ford Mustang in response to a national dealer inventory shortage and high aftermarket demand. Every LuK RepSet is 100% functionally tested and guaranteed to meet OEM performance specifications. The 07-202 clutch kit contains everything you need to get the job done right. The all new components include: clutch, disc, flywheel, release bearing, slave cylinder, pilot bearing, spline tool and lubricant. Reader Service: Go to www.bfeRAPIDRESPONSE.com
The StopTech performance and racing brand from Centric Parts has introduced a range of twopiece AeroRotor Replacement Kits (ARK) for the Acura TSX. The kits also fit certain TL, CL and MDX models as well as certain Honda Accord, Pilot and Odyssey models. The new direct replacement rotors are available for front axles and include pre-assembled StopTech two-piece, floating, directional AeroRotors with iron friction rings and aluminum AeroHats. Reader Service: Go to www.bfeRAPIDRESPONSE.com
With PlastiKote Brake Caliper Paint, you can customize your ride with some really cool colors that can withstand the heat. PlastiKote Brake Caliper Paint is available in five colors: Bright Yellow (CP250), Bright Red (CP-251), Bright Blue (CP-252), Hi-Gloss Silver (CP-254) and Hi-Gloss Black (CP-253). In addition to calipers, it can be used on brake drums and also works well on external engine surfaces and bolt-on components. The 500-degree Fahrenheit coating is chemical, chip and rust resistant for longer life. Reader Service: Go to www.bfeRAPIDRESPONSE.com
64 July 2013 | BrakeandFrontEnd.com
Product Showcase This July at NAPA, visit your local NAPA AUTO PARTS Store or AutoCare Center to get up to a $25 mail-in rebate on NAPA batteries, starters and alternators; and for each rebate redeemed, NAPA will make a donation to the Intrepid Fallen Heroes Fund. Give something back when you get something back, at your local NAPA. At participating stores, expires 7/31/13. Reader Service: Go to www.bfeRAPIDRESPONSE.com
The Innova PRO 31603 expert diagnostic tool allows technicians to quickly retrieve vital information in order to diagnose OBD II, ABS and SRS issues. Extended Asian and European ABS and SRS coverage is available so technicians can complete more repairs more efficiently. Shop management software reports manage vehicle diagnostics. Visit www.pro.innova.com. Reader Service: Go to www.bfeRAPIDRESPONSE.com
Hunter Engineering Company’s fast
floor-to-floor SmartWeight Touch balancer provides superior wheel service with an intuitive touchscreen interface for unmatched technician support and guidance. New software features include ondemand videos that simplify training, and 3D graphics that provide live navigation through the selection and placement of wheel weights. The SmartWeight Touch also uses Hunter’s patented eCal auto-calibration to electronically and automatically calibrate the balancer without any input from the operator, making it a truly “self-calibrating” balancer. Reader Service: Go to www.bfeRAPIDRESPONSE.com
BendPak recently unveiled their new Polyurethane Tuf-Pads contact pads for two-post car lifts. This marks a departure from the natural rubber contact pads the company manufactured previously. According to www.bendpak.com, the new Tuf-Pads feature a “hardness elastomer” to resist these common problems, but without sacrificing the all-important grabbiness that made the rubber pads so effective. Reader Service: Go to www.bfeRAPIDRESPONSE.com
Veyance Technologies, Inc., manufacturer of Goodyear Engineered
Products and the Gatorback brand, announces the release of 227 new part numbers to its automotive aftermarket and heavy-duty product lines for the first quarter of 2013. The latest additions provide even more extensive vehicle coverage for some of the brand’s most popular products: 110 automotive hoses, 34 industrial belts, 27 tensioners and pulleys, 25 automotive belts, 12 straight radiator hoses (silicone), 11 pressure washer hoses and eight timing kits. Gatorback belts and hoses now cover more than 98% and 95%, respectively, of vehicles in operation. Reader Service: Go to www.bfeRAPIDRESPONSE.com
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DIRECT CLASSIFIEDS
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Authorized Distributor
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66 July 2013 | BrakeandFrontEnd.com
Bobbie Adams badams@babcox.com 330-670-1234, ext. 238 Dean Martin dmartin@babcox.com 330-670-1234, ext. 225 Sean Donohue sdonohue@babcox.com 330-670-1234, ext. 206 Glenn Warner gwarner@babcox.com 330-670-1234, ext. 212 John Zick jzick@babcox.com 949-756-8835 List Sales Manager Don Hemming dhemming@babcox.com 330-670-1234, ext. 286 Classified Sales Tom Staab tstaab@babcox.com 330-670-1234, ext. 224
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Call Tom for Classifieds Rates tstaab@babcox.com 330.670.1234 x224
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DIRECT CLASSIFIEDS
BrakeandFrontEnd.com 69
Brake Retro
T
his article from the July 1977 issue discusses the first generation of AntiLock Braking systems, or “Anti-Skid.” The biggest problem with anti-skid system was the acronym. The notion of preventing brake lockup dates back to the 1930s when the Robert Bosch Corporation began its early development work on what would later become the world’s first electronic ABS system in 1978 on several high-end Mercedes-Benz models. In 1969, the Lincoln Continental Mark III was equipped with an Auto-Linear
anti-lock unit developed by Kelsey-Hayes. Sensors on the rear wheels transmitted signals to an electronic module behind the glove box. The module controlled a vacuum-operated valve on the rear brake line to modulate pressure when anti-lock brake assist was needed. That same year, GM introduced the Track-Master system on the Cadillac Eldorado and Oldsmobile Toronado to prevent these frontwheel drive cars from spinning out during hard braking. Go to www.bfeRAPIDRESPONSE.com
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July 2013 | BrakeandFrontEnd.com
Brake Retro
According to the Consumer Price Index (CPI), one 1986 dollar equals $2.09 in 2013 dollars. This means the $92.11 two-wheel disc brake job should cost $192.51 in 2013. Go to www.bfeRAPIDRESPONSE.com
Brake Lights
These brakes came off a 2000 Ford Expedition. The vehicle was towed into the shop with a separated left lower ball joint. After repairing the left side, we advised customer to do the same repair on the right side. When I pulled the right front wheel, I found the brake rotor and pads were pinched in the seized brake caliper. The center of the rotor had separated from the outer section. The wheel turned with no noise and the brake pedal felt good. This is about the worst rotor I have ever seen. — Robert Martin, North Park Auto Repair, Inc., Grand Rapids, MI. ■Do you have your own bad brakes story and pictures? If you do, it could be worth $75 and, if selected, your story could appear in
BRAKE & FRONT END. Send digital pictures and your contact information to:
amarkel@babcox.com. Reader Service: Go to www.bfeRAPIDRESPONSE.com
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