BFE June 2013

■ DOT Brake Hoses

■ CAN ABS Diagnostics

■ Transmission Inputs

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MAGAZINE

BrakeandFrontEnd.com June 2013

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FEATURE STORY: Shocks and Struts

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CONTENTS 24

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Shocks & Struts

CAN Bus Topology

Why do shocks and struts wear out?

What happens inside the shock or strut is what makes them lose their ability to control the motion of the suspension.

A growing service area is diagnostics.

There are three types of bus configurations that you will come in contact with — loop, star and a hybrid of both.

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What DOT Really Means Inspecting and replacing brake hoses.

The DOT standard in a nutshell says brake hoses must be flexible in a wide range of temperatures while having a predictable expansion rate.

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

DEPARTMENTS Columns 4 Publisher’s Perspective 6 Viewpoint 8 Electronic Brake Distribution 10 Industry Review 20 Gonzo’s Toolbox 22 ASE Test Prep 30 Automatic Transmissions 46 Alignment Specs 50 TPMS Serviceatalytic Converters 56 Tech Tips 61 NASCAR Performance 62 Product Showcase 67 RAPID RESPONSE 68 Classifieds 72 Brake Lights

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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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IN THIS ISSUE:

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

Publication

ADVERTISING REPRESENTATIVES

AUGMENTED REALITY CONTENT Publisher’s Perspective The Changing Face of Automatic Transmissions CAN Bus Topology Auto-Video Inc. 37,

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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) (June 2013, Volume 85, Number 6): 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.

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» Publisher’s Perspective

By Jim Merle | PUBLISHER

WIN with AVI PLAY! ENTER TO WIN AN iPAD MINI

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

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

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

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

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

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

Jim jmerle@babcox.com 330.670.1234, ext. 280

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Viewpoint

By Andrew Markel | Editor

AUTOMATIC/AUTONOMOUS

BRAKING SYSTEMS The future at 22- or 30-mph or whatever speed the lawyers decide...

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here has been a lot of coverage in the news about automatic/autonomous braking systems. The newspaper and magazine articles are heralding the new systems as the greatest thing since the seat belt. Most of the journalists need a reality check. These systems are on some 2014 cars, but only work at lower speeds and still leave a lot up to the driver and the manufacturers’ legal departments.

Most of these systems use radar and cameras to detect a potential collision. The systems compile the information, calculates the best course of action if and when the driver intervenes, and at what speed it will take over. If driver intervention is required at high speeds, the system might build up brake pressure in the hydraulic control unit and maybe bring the pads closer to the rotor. Some systems will apply a certain percentage of the brakes.

These automatic systems still put the burden of braking on the driver. If the driver rearends another vehicle, it is still the driver’s fault. Why don’t these systems take over and stop the car if they can react

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faster? Simple, no automaker wants to be responsible for a life and death decision, it would expose them to liabilities that would make stockholders cringe and class act attorneys very excited.

There are fully automatic/autonomous systems on the market, but they only operated at low speeds where the chance of lifethreatening injuries are very low. Mercedes Benz and Volvo are offering vehicles with fullauto braking for pedestrians and other hazards. These safety devices come with more disclaimers and stipulation than a Publisher’s Clearing House contest.

The pedestrian systems operate at only at speeds below 22 mph for the Volvo and 30 mph for the Mercedes Benz. These systems can be thrown off by a extremely short person under 31-inches tall or a pedestrian carrying a large shopping bag.

Volvo also warns that rain, snow or low sun might prevent the system from recognizing something in the road. This is not the future. These are just barely functional systems restricted more by lawyers than available technology.

However, there is a need for these systems, as 40 percent of drivers fail to hit the brakes in a crash. Why? It takes the average driver a little under a second to recognize there is a situation that might require the brakes. This grim percentage was part of a recent Insurance Institute for Highway Safety (IIHS) report. Even if a driver recognizes a problem, they might not be able to generate enough pedal pressure to stop the car. Pre-braking, assist or other systems that can help apply the brakes if a possible collision is detected.

But, what happens when a brake assist system gets it wrong? It could be a defective piece of software, damaged radar sensor or a condition that just could not have been anticipated at the proving grounds.

If you thought the Toyota fiasco was big, wait until a lawyer gets a hold of one of these cases.

What will happen to these systems when they start to rack up the miles? Will cheap pad slaps and worn rotors result in the systems not being able to stop in time? Will rusty brake lines burst when an assisted panic stop is performed? ■

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Quick Tip

Electronic

Brake Distribution

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nti-lock brake systems (ABS) and the HCU are replacing proportioning, combination and other valves to change the braking forces in the front and rear. This is called Electronic Brake Distribution (EBD) and it can dynamically change to proportioning to take into account if the vehicle is turning or is loaded.

The system can also use EBD to perform a “soft stop.” This routine is performed when a vehicle is slowing at low speeds and the brake force is varied in the front and rear so the vehicle’s attitude is controlled and weight is evenly transferred. This means a flatter and more stable stop.

If the ABS light it on, the system may go into a default setting with a static braking force distribution level. The customer may notice lock-up or difficulty modulating pedal force.

The software running the EBD system is calibrated by engineers to the vehicle in computer simulations and on test tracks.

Most of the time they get it right. But, sometimes problems are not discovered until the vehicle is on the road being driven by the public.

Sometimes the program/calibration for the ESC system needs a little “tweaking” due to changes in the vehicle, like a new tire size, vehicle weight or

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unforeseen driver behaviors.

This is where SAE J2534 reflashing comes into play. Some OEMs like Honda and Chrysler have released updates to enhance pad wear and other braking behaviors.

This is why checking TSBs on a vehicle is critical if the customer or technician notices abnormal wear problems like the rear brakes wearing out before the fronts.

Most OEMs are very protective of their reflash programs. The growing trend is that the new program does not reside on the hard drive or memory of the reflash tool. Instead, the program is directly burned onto the module from the internet. Most of the OEMs site piracy and intellectual property concerns, which is valid since the cost to write the code and test the calibrations is very expensive. ■

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Industry Review

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An Ultimate Service Provider To Win An Ultimate Service Truck In Federated Car Care Sweepstakes

Federated will award one of its Car Care Center members with the ultimate grand prize in the Federated Ultimate Service Truck Sweepstakes. This is not just any truck; it has been designed by renowned motorsports artist Sam Bass and modified by Matt Steele and Bruno Massel, hosts of the SPEED show Truck U. The grand prize winner of the Federated Ultimate Service Truck Sweepstakes will also receive an allexpense paid trip to Las Vegas for the 2013 Automotive Aftermarket Product Expo (AAPEX) where they will claim their truck. In addition, hundreds of other terrific prizes will be awarded to Federated Car Care Center members throughout the country.

“The annual Federated Car Care sweepstakes has featured some great prizes in the past, but this year we are taking it to a new level,” said Phil Moore, senior vice president of Federated Auto Parts. “Between the Sam Bass design and the way Matt and Bruno have transformed the vehicle, the grand prize winner will receive a one-of-a-kind vehicle they can put to use right away. A big ‘thank you’ to Sam and the Truck U guys for helping make this the ultimate Federated Car Care sweepstakes.”

The Federated Ultimate Service Truck Sweepstakes is open to any fully enrolled Federated Car Care Center member. Current members are automatically eligible.

New members must be enrolled by August 31, 2013 to be eligible. To learn more about the Federated Car Care Center program and the Ultimate Service Truck sweepstakes, visit www.FederatedAutoParts.com.

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KYB Americas Corp.

Announces New Quarterly e-Learning Newsletter KYB Americas Corp. announces the release of the first ever KYB Ride Control Expert Series e-learning newsletter. The newsletter is a key support component of KYB’s Certified Ride Control Center Program and is intended to broaden the communication link between KYB and professional automotive service providers across the U.S. and Canada. In addition to offering tips and advice on successful ride control sales methods at the service counter, the newsletter gives service providers a forum for ride control technical topics, as well as an insight into KYB’s OEA manufacturing processes.

To receive the Ride Control Expert Series newsletter, service providers must be a member of KYB’s Certified Ride Control Center Program. The newsletter provides an exclusive channel for top level service providers to receive ride control information, training and news not available anywhere else.

The e-learning newsletter as a component of the Certified Ride Control Center Program was also well received by some of KYB’s distribution customers. “The real advantage of the KYB program are the education and training materials,” said XL Parts VP of Marketing Robert Roos. “We all know that suspension is an undersold category and the KYB Certified Ride Control Center can help earn more business for our customers.”

For more information, log onto www.kyb.com.

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Industry Review Emissions Control Diagnostics Workshop Teaches Strategies For Profitable Repairs With more than 60 events on the schedule for 2013, the Walker Emissions Control Diagnostics Workshop from Tenneco will target more than 4,000 attendees in the United States and Canada, with the aim of teaching new strategies for effectively and profitably diagnosing emissions control and drivability repairs. The workshop was developed in partnership with Automotive Training Group (ATG).

“This program gives technicians the chance to walk away with vital diagnostic strategies for converter replacement and more,” said Chuck Osgood, manager of training and sales operations, North American aftermarket, Tenneco. “Not only does this program make techs more profitable, but it helps them establish valuable, long-term relationships with their customers. We’re excited to reach even more industry professionals by bringing this workshop to key industry events.”

Now available in English, French and Spanish, the Walker Emissions Control Diagnostics Workshop is ideal for aftermarket professionals and provides a strong, strategic foundation in advanced engine management and emissions control diagnostics.

The 3.5-hour evening seminar costs $70 per person and is available at nearly 60 locations. The full schedule can be found at www.walkerexhaust.com/events. The 2013 schedule includes stand-alone Walker workshops as well as seminars that are held within larger industry training events, such as the

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Industry Review AVI Conference in Las Vegas in November and other key international industry events. Recently, the Walker Emissions Control Diagnostics Workshop was an integral training session at the popular VISION Hi-Tech Training Expo in Kansas City, Mo. All participants are given an in-depth Emissions Control Diagnostics Workshop Training Manual. The classroom instruction includes real-world engine management case studies and some sessions feature an interactive lab demonstration. Taught by experienced ASE-certified Master Technicians with L1 certification, the course includes special emphasis on essential strategies for diagnosing catalytic converter replacements and failures; preventative emissions maintenance; evaluating scan tool data and analysis of emissions gasses; plus other critical emissions control repair and diagnosis tips and more.

Spectra Premium Offers Mobile-Friendly eCatalog Spectra Premium Industries has announced that it offers a mobilefriendly version of its electronic parts catalog. With vehicle, part number and interchange search capabilities, the mobile version can be accessed from any smartphone for an instant access in the palm of your hand. Similar to the desktop version, multiple view images, partspecific technical information and videos can also be accessed from the mobile-friendly e-Cat. There is no application to download. Simply go to ecat.spectrapremium.com to experience it.

Raybestos Training Module Expands Techs' Professional Skills Technicians can further enhance their installation and service skills with e-learning training modules fromRaybestos chassis parts — a member of the Affinia family of brands. The training module is available at www.RaybestosChassis.com and can be studied free of charge.

The Raybestos Advanced Certified Education (ACE) program increases educational opportunities for technicians and service writers who sell Raybestos chassis product. The e-training module BrakeandFrontEnd.com 15

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Industry Review offered by Affinia Tech Training presents the ideal customer service engagement when assessing chassis repairs and addressing customer concerns.

The e-training modules offer technicians these time-saving and money-savingbenefits: • Identify and resolve undercar problems more effectively; • Make it easier to present and sell appropriate parts and service; • Learn key advantages of Professional Grade products; • Reduce comebacks for work that doesn’t meet customer expectations; and • Increase loyalty with existing customers and grow business with new customers.

For more information, visit www.RaybestosChassis.com or call 800-323-3022.

University Of The Aftermarket Foundation Doubles Support Of Aftermarket Education, Funding $110,000 Of Scholarships, Grants The University of the Aftermarket Foundation has doubled its support of aftermarket education in 2013, funding $110,000 of scholarships and grants found on the Automotive Aftermarket Scholarship Central website at www.automotivescholarships.com.

“The primary mission of the University of the Aftermarket Foundation is to make education more readily available to qualified candidates who seek a career in the aftermarket,” said Rusty Bishop, chairman of the University of the Aftermarket Foundation. “Because of the generous support of those who have contributed to the University of the Aftermarket Foundation, we are able award more scholarships this year than ever before.”

The donation from the University of the Aftermarket Foundation will be used to help aspiring students take the first step into the aftermarket by funding vocational school and university scholarships. In addition, matching grants will be funded for young technicians who have worked in the industry for at least six months.

“It is very encouraging to see the number of quality candidates who are interested in the automotive field,” said John Washbish, secretary of the University of the Aftermarket Foundation. “We urge all industry organizations to consider supporting the University of the Aftermarket Foundation to help secure the future of the automotive aftermarket through education.”

To make a donation to the University of the Aftermarket Foundation, call (816) 584-0511. To view available scholarships, visit www.automotivescholarships.com.

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Mevotech Recognized With 2013 Polk Inventory Efficiency Award Mevotech Inc. was recently honored with the Polk Inventory Efficiency Award in the Manufacturer Category, at the Global Automotive Aftermarket Symposium (GAAS) held earlier this month in Chicago.

“On behalf of Mevotech, we are pleased to receive this prestigious award from Polk, and it is a validation to the hard work of our employees,” said Ezer Mevorach, president of Mevotech. “We're humbled to join previously honored industry leaders and serve as a role model for others striving to better their inventory efficiency practices.”

The Polk Inventory Efficiency Award is given to aftermarket companies for process improvements in supply chain and inventory efficiency.

A significant factor for Mevotech in improving efficiency has been its Excellence in Inventory Strategy (EXIST) program to address the issues of limited warehouse space and maintaining accurate inventory. The program manages the product life cycle from engineering through the supply chain and ultimately to the customer.

Mevotech’s EXIST program has provided a substantial business and parts business impact. The company said this inventory strategy decreased order turn times by nearly 60 percent, increased fill rates by 7 percentage points and improved product time-to-market.

EXIST also reduced warehouse inventory by 20 percent and increased inventory accuracy by 10 percentage points.

Industry Review New AAIA/AASA Report Projects 3.4 Percent Industry Growth Through 2016 The U.S. automotive aftermarket industry is expected to grow 3.4 percent annually through 2016 to $263.8 billion, adding an additional $32.6 billion to the economy. These and additional aftermarket growth figures are contained in a jointly produced Channel Forecast Model sponsored by the Automotive Aftermarket Industry Association (AAIA) and the Automotive Aftermarket Suppliers Association (AASA).

AAIA and AASA partnered to produce the Channel Forecast Model to create a single industry view of the size, growth rate and outlook for the motor vehicle aftermarket and thus provide a unified view of the industry’s magnitude, significance and potential, importance to legislators, regulators, investors and all stakeholders.

IHS Global Insight, a global leader in economic and financial analysis, forecasting and market intelligence, conducted the market sizing and forecast for the associations. Data is based on U.S. Department of Commerce, Federal Reserve Board and U.S. Census Bureau’s data, IMR and Polk data as well as proprietary IHS economic analysis and forecasting models.

“The forecast model demonstrates that despite strong new vehicle sales, historic high gas prices and a flattening of miles driven, our industry is poised for steady growth,” said Kathleen Schmatz, AAIA president and CEO. “Why? The average age of vehicles is 11.3 years, the oldest ever, and the age mix of vehicles continues to favor older vehicles, creating a robust sweet spot for service and repair.”

“The forecast model anticipates that growth in population, employment and income will lead to growth in miles driven and the number of vehicles on the road resulting in long term aftermarket growth,” said Bill Long, AASA president and COO. “The Channel Forecast Model is a tool to help participants achieve that growth despite some of the major market shifts facing our industry such as vehicle telematics, increasing vehicle technology, new-model introductions and parts proliferation.” ■ Reader Service: Go to www.bfeRAPIDRESPONSE.com BrakeandFrontEnd.com 17

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Gonzo’s Tool Box

By Scot t “ Gonzo” Weaver Gonzosae@aol . com

Who’s The Boss?

Deal With The Person In Charge, Especially When Your Customer’s Vehicle Is A ‘Basket Case’

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here’s a boss in every family, and sometimes you might think it’s you, but your spouse may have a different opinion. For example, there have been countless times I’ve had a car in the shop where a wife or husband has dropped the car off and the repair is done, paid for, and sent on its way, only to have the other spouse call and give me an earful because they weren’t told what had transpired. (As if that’s my fault!)

Whether it’s because of the cost, the time it took, the work that was done, or the fact they weren’t informed, somehow I’ll be the person blamed for all of their misfortunes.

On one particular occasion, I had a car in for restoration.

These “project” cars arrive in all kinds of various conditions.

Some are a complete car and the owner has a clear idea what they want done, while others literally come in baskets. This particular job could definitely be categorized as a “basket case.” The car had been taken down to the last nut and bolt nearly five years earlier, and by the time it made it to my shop,

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nothing but the steering wheel was in place. There were no doors, glass, deck lid, hood, interior, dash, seats or an engine to be found.

“I need an estimate on what it would take to rewire this car,” the owner tells me.

All I had to go on was the year, the make and the condition to evaluate the potential cost. The car was an older VW Super Beetle.

“I see you’ve got an aftermarket harness in this box, but it’s not complete. Do you have any of the other harness sections for it?” I asked.

“They don’t make a harness for it, this is all they offer,” my new customer told me.

“Well, I think there are some better choices than this aftermarket harness you’ve brought.

This is a harness for a dune buggy, not for a streetcar. A lot of things are omitted on them that you’ll need for a streetdriven car, such as turn signals, horn, etc.”

I gave him a price based on reusing the original harnesses that were bundled up in another box.

When I pulled them out of the box, I was in for a shock. They were all cut into several small pieces rather than in the usual sections. I quoted for installing a factory harness, not building one!

In the meantime, we went up to the front desk to fill out some paperwork, and I went online and did some of my own searching for a replacement harness. It didn’t take but a few clicks before I had a “useable” harness that would work with only a little adaptation to the Super Beetle fuse box and ignition. “Once I see this kit, I can give you a better idea of final cost,” I told him.

A week later, he was back

Gonzo’s Tool Box with the aftermarket harness. The harness wasn’t a perfect match as I mentioned earlier, but it was useable with a few modifications. No biggie, it would just involve a lot more time compared with putting a good factory original harness back in.

I gave him an updated estimate for the work, which, in turn, prompted him to give me the goahead to get started. Over the next few days, I had already started putting in the front harness and part of the interior wiring. And, then, he showed up with his wife and I knew something was up.

“I think I’m going to take the car. Your price is too high,” he told me.

At that point, the wife jumped into the conversation. “My husband told me you raised the price on him once we got you the harness you wanted,” she told me.

“Yes, the original estimate was to put a ‘factory’ harness in. Now I’m putting in an aftermarket harness that I have to make do with. Rather than trying to find a perfect fit, your husband said to go with this. So I did, and I’ve already started on it.”

That’s when the husband jumped back into the

mix with his two cents, remarking how his five-yearlong attempt at doing it was only a minor setback in the restoration.

Then, his wife leaned over the counter to me, “Here’s my personal cell number and my name.

From now on, please call me directly. This has taken far too long to get done, and I want my car back together.”

She snapped at her arrogant husband, “Did you bring him any of the lights, dash gauges or any of the other electrical stuff so he can see if they work?

NO? Well, you’re just an idiot!” (I could tell me and the “Mrs.” were going to get along just fine.)

Completely ignoring her husband, she pulled out a pad and pen and starting jotting down notes on what components I needed, and told me she would have them over to the shop that afternoon and out of her house for good.

After all was said and done, they ended up with a pretty cool restored bug out of the deal, and I got one happy customer. When dealing with repairs as complicated as this one, it pays to deal with the boss.

And, in this case, it wasn’t the hubby. ■

Pass the ASE A5

Active and Passive Wheel Speed Sensors

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here is no way to quickly tell if a Wheel Speed Sensor (WSS) is passive (reluctance) or active (magneto resistive). Both sensors have two wires and are located in the same positions on the vehicle. Often, the service information will not indicate what types of sensors are on a vehicle.

Also, trouble codes will not indicate if the sensors are passive or active.

Passive WSSs are often referred to as “old school” or conventional wheel speed sensors.

These are the older version of WSSs that must be understood before moving onto newer active sensors.

Passive WSSs are twowire permanent magnet sensors. The sensors output is Alternative Current (AC) voltage that is generated when a toothed tone ring or reluctor passes by the magnetic sensor.

Active WSSs output a digital signal. The signal is a Direct Current (DC) square wave signal. The signals are different than a camshaft or crankshaft position sensor.

The end of an active WSS is typically a flat blade tip that is mounted next to a tone ring.

The sensor’s tip is typically

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buried inside a hub or knuckle.

Like passive WSSs, it is possible to look at the data from the WSS using a scan tool. A scan tool can be used to graph the WSSs. You should look for a clean signal from each sensor. All signals should track the same. When the vehicle is stopped, they should all evenly drop.

Active wheel speed sensors have two wires. One wire provides 12 volts to power the sensor. The other wire is the signal wire. ■

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Shock & Struts

Why ShockS and StrutS

Wear out

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sk any one working the front counter what is the most difficult items to sell and two items will always come up, diagnostic fees and struts. When shocks and struts wear out, there are almost no visual clues. The car will not turn on a light or leave the customer stranded.

The clues are all in the “seat of the pants” of the driver. When a unit is leaking, it is a sign of failure and not wear. Even the “knee on the bumper” test can give false results due to how some units handle low frequency movements.

What has happened inside the shock or strut is what makes shocks and struts lose their ability to control the motion of the suspension. It could be wear on the bore and piston. But, more than likely, what has happened is that the valves have worn out or the gas inside the unit has leaked out.

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Shock & Struts

1 1. On most gas-charged mono-tube shocks and struts, Nitrogen gas is contained within a chamber in the body. The gas prevents aeration or foaming of the fluid. Over time, the seal can become damaged and leak.

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2 2. Some of the first items to wear on a shock or strut are the boots and bellows that protect the shaft from road debris.

3 3. When a stone hits the chrome shaft of a shock or strut, it will first cause a pit or scratch. This might cause damage to the seal, which might cause a loss of fluid. If the damaged area starts to corrode, it could cause the shaft to lose even more chrome.

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4. This rear strut shows the ultimate result of neglect and/or lack of inspection. The seal and upper part of the tube are completely gone. The housing has been distorted by braking forces. The driver thought she had brake problems and did not notice the changes in vehicle behavior over the period of time it took the strut to degrade.

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Shock & Struts 5. One area of wear is the seal between the piston and bore. The seal must prevent fluid from flowing between the two surfaces without creating excessive amounts of friction. If the seal allows to much fluid to pass, it will influence how the valves in the piston and base perform.

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6. If the fluid becomes contaminated, it can cause wear to the bore and piston.

According to some shock and strut suppliers, wear on these surfaces does not happen until the unit has become significantly degraded.

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7. The seal at the top of the body is the barrier between the harsh environment outside and the fluid and gas within the unit. The seal can not be effective if the surface of the shaft is pitted or damaged. Poor sealing surfaces can cause 7 the unit to leak. If the pitting or lost chrome plating is large enough, it can damage the seal, this can lead to water and debris getting into the unit and damaging the valves and piston seal. To protect the seal, it is essential to replace the boots, dust covers and jounce bumpers. If any of these items are missing, it could cause the premature failure of the new unit.

8. Here is where most of the wear occurs in a shock or strut. These small discs of metal are mounted on the shaft and are held in place with either a nut or a nut and spring. As the piston moves, the discs deflect and fluid moves between the two chambers. Even under normal conditions on a smooth road, shocks stroke on average 1,750 times for every mile traveled. The action causes a “shearing� action on the fluid that is not unlike what motor oil is subjected to when it is between engine bearings. This action can break down the base oil and additive package. The wear on the fluid can change the viscosity of the fluid and make the unit unable to dampen suspension movement.

The discs and springs in the valves can also suffer from metal fatigue due to the constant movement of the suspension and the passing of the fluid.

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Shock & Struts Shocks and struts wear, and ing, shocks and struts were tested their performance degrades, grad- more than 70 million cycles of ually and even imperceptibly. compression and rebound.

After more than three years of The wear incurred during the 70 durability testing, the Automotive million cycles was not on the outMaintenance and Repair side, but on the inside. ■Association (AMRA) says the answer is 50,000 miles. AMRA represents the automotive 9 repair industry and promotes a consumer outreach effort, the Motorist Assurance Program (MAP), that’s meant to strengthen communication and trust between the industry and its customers. MAP has expanded its Uniform Inspection & Communication Standards (UICS) to include a standard for shocks and struts.

The standard says most ride control units degrade measura- 9. Even a new shock or strut will not perform the way it was designed if the bly by 50,000 miles and rest of the suspension is worn or damreplacement for improved aged. Worn bushings and joints can vehicle performance may be change the travel of the shock or strut. suggested to the customer after Damaged control arm bushings could that point. cause the unit to bottom out and damThis standard is for OEM age the valves and gas chambers. hydraulic fluid and/or gas Inspect the tires. Uneven wear or toe charged shocks and struts only, wear would tell you the wheels are out not for electronically controlled of alignment. If the strut rod is bent, it units. This replacement recom- could cause excessive camber or caster.

Uneven surface wear across the face of mendation was determined through more than three years the tire can indicate weak ride control components. One sign is tire cupping as of testing performed by four a result of improper tire balancing or major manufacturers of shocks improper damping force in the shock and struts. In laboratory testabsorber. Also, tires may have inside or outside excessive edge wear from improper wheel alignment.

10 10. Corrosion is starting to become an increasing cause for the failure of shocks and struts. New road de-icing chemicals like Magnesium Chloride or Calcium Chloride are sticking to shocks and struts for a longer period of time and causing corrosion long after the snow has melted. This shock was on a 2000 Toyota Tacoma. The unit was on the vehicle for only six years and covered only 67,000 miles.

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Transmission Diagnostics

The Changing Face of Automatic Transmissions

By Dennis Madden, CEO of ATRA

A NEW TRANSMISSION TECHNICIAN Of course, any technological advance places additional demands on the technicians who repair them. Yesterday’s transmission rebuilder has had to adapt to this new level of integration, forcing him to consider much more than just the transmission when presented with a shifting problem.

Where yesterday’s top rebuilders could deal with most diagnoses using a vacuum and pressure gauge, and maybe a test light, today’s technicians need to be comfortable with a scan tool, a digital multimeter and even a digital oscilloscope.

And, as most transmission technicians will acknowledge,

more than half of the cars with “transmission” problems that show up today have absolutely nothing wrong with the transmissions themselves. The problems are caused by any number of sensors or systems within the vehicle that can affect the operation of the engine, brakes, steering, suspension … and the transmission.

These changes have virtually redefined the transmission repair industry from how we knew it just a few years ago.

But the tradeoffs in performance and efficiency are well worth the extra effort.

MULTIPLE VEHICLE SYSTEMS CAN AFFECT TRANSMISSION OPERATION OBD II, which stands for Onboard Diagnostics, second

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generation, is a diagnostic standard that was mandated in 1996 for all cars sold in the United States. It was designed to reduce confusion by instilling a level of uniformity to today’s cars: standard diagnostic connectors, standard communication protocols, standard naming conventions, standard diagnostic codes, and so on.

All of which was designed to make it easier to diagnose today’s cars. With OBD II systems, you can use a common scan tool for diagnosis, and when you order parts, the component names should be the same across vehicle lines.

One of the standards is code arrangement. OBD II codes all have five digits. The first digit is always a letter, which designates the system the code relates to, such as “B” for body control and “P” for

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Transmission Diagnostics powertrain.

The next digit will be a zero or a one. Zero denotes a generic code and a one indicates it’s a proprietary code.

Generic codes are predefined and mean the same thing for every manufacturer. Proprietary codes are defined by the manufacturer, and are unique to that manufacturer. The last three digits are the code itself.

So a P0734 means a fourth gear ratio error, regardless of which car it came from, because the second digit is a zero, which represents a generic code.

On the other hand, P1734 was assigned by the car manufacturer, so it can mean something different for each manufacturer.

That means P1734 from a Ford could mean one thing, and from a BMW it could mean something entirely different.

But manufacturers try to stick with the generic codes whenever possible, or just create slight variations to some specifics for its codes. So a generic code list can come in handy if you can’t get your hands on the manufacturer’s code list.

There are a number of codes related directly to the transmission. These codes identify shift solenoid problems or gear ratio errors. They’re pretty obvious to identify.

But many transmission-related problems arise from issues that Go to www.bfeRAPIDRESPONSE.com

might seem to have nothing to do with the transmission at first glance. For example, not only will a failed knock sensor cause problems with engine performance, but a lot of computer systems disable overdrive after detecting a knock sensor problem.

Don’t disregard those simple sensors when you have a transmission problem. Ratio errors, such as the P0734 mentioned earlier, can occur because of an alternator failure. Excessive AC interference from a bad alternator can travel through the electrical system and cause the computer to misread vehicle speed and rpm sensor signals.

Finally, old and tired batteries are notorious for affecting transmission operation.

Fault codes can be confusing at first, but they’re actually pretty simple when you break them down. Keeping the electrical system in good working order can head off a lot of aggravation too.

Remember to keep a generic code list handy. They’re not always as detailed as the manufacturer-specific codes, but most of the time they’ll get you headed in the right direction. ■

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Tech Feature

Controller Area Network (CAN) Bus Topology

A

t the typical repair shop, six-year-old vehicles (and there are 184 million of them on the road today) are some of the most common vehicles driving into the bays.

And, since these vehicles are out of warranty, they will fuel service opportunities for the aftermarket and require more attention from independent repair shops.

In particular, one growing service area is diagnostics, especially as it relates to the expanding electronic content in today’s vehicles.

As vehicle makers add more electronic gadgets and emissions/safety requirements become more stringent, the OEMs quickly realized with current wiring harness and sensor layout methods, it would become nearly impossible to manage and manufacture the next generation of vehicles.

Vehicle “data bus” units helped to solve this dilemma by eliminating additional wiring and the need for multiple sensors.

In the auto repair world, the term used to describe the

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design, layout and behavior of a serial data bus configuration is “topology.”

Modern vehicles typically have more than one serial data network and even more modules than before, which all must obey and conform to the topology the engineers have specified. And, twowire buses have a topology that dictates they are wired electrically in parallel.

A module on a serial data bus is called a “node.” A scan tool also becomes a node on that bus. And even some sensors and switches can be nodes.

The network starts in pins six and 14 of the Data Link Connector (DLC). The CAN bus lines pass through several modules including the PCM, BCM and fuel pump module. The CAN bus lines exit the node for the 4WD system and terminate in a 120-ohm resistor.

READING THE WIRING DIAGRAM As a technician in the modern vehicle era, you’re going to need to understand these “bus lines.” The dotted line at

the edge of the component, node or module indicates where the CAN bus enters and exits.

Some schematics may include other information in the boxes with two arrows pointing in opposite directions.

All two-wire CAN bus lines terminate in a resistor(s) of a known value. This is what produces the correct amount of voltage drop.

BUS CONFIGURATIONS There are three types of bus configurations that you will come in contact with — loop, star and a hybrid of both.

In a loop system, the topology of the nodes or modules is connected electrically in parallel.

Each node has two wires that connect it to the bus. This system multiplexes the nodes together so information can

Tech Feature be shared along one circuit. With this system, all of the nodes can turn on a check engine light in the instrument cluster through the use of information within the circuit.

Each of these modules can communicate something to another module. For example, the HVAC would want to communicate with the BCM to ask permission of the PCM to turn on the compressor clutch by energizing the relay.

If you had an open circuit between the BCM and PCM, the PCM could still communicate to the BCM, although it would have to go through the other

modules. Communication still takes place if you have one open circuit.

But, if you had two open circuits between the BCM and PCM, and an open circuit between the IPC and Radio modules, the PCM would be isolated and would not be able to talk to the BCM or the ABS module.

SHORTS IN A LOOP The problem with a loop during diagnostics is if a short circuit occurs. The loop configuration can be easy to diagnose because, even with two open circuits, nodes are isolated off the bus. But in a short circuit, with the modules in parallel, the whole circuit goes down.

When a bus shorts, it can be a difficult process to isolate the offending module or section of wiring. In case a module itself

Figure 1

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Tech Feature

shorts out the bus, you would literally have to unplug them one at a time to see which module eliminates the short circuit.

That would not be a good scenario in the repair world because it would take up a lot of time to gain access to those modules.

Shorts are one disadvantage of the loop configuration. The advantage is, however, you have redundancy of wires. Therefore, we’re more impervious to an open circuit issue.

STAR BUS CONFIGURATION The star configuration’s topology uses a comb, butt connector or shorting bar. It plugs into a female connector.

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36 June 2013 | BrakeandFrontEnd.com

mon connector that would tie them all together in parallel.

The star configuration got its name from the computer industry. For example, an Ethernet connection is a star configuration with computers, printers and servers all connected to an Ethernet hub.

Star connectors are often located near the DLC, but note there are exceptions. And, some manufacturers solder them in place, while others don’t, allowing for the connector to be removed a lot easier. On some vehicles, the star connector can be removed and a meter can be connected to each circuit to test for shorts to power or shorts to ground.

Being able to recognize whether the topology is a loop, star or hybrid configuration will make testing and diagnosing shorts, grounds and communication

Tech Feature

Figure 2

errors faster and more effective than steps and flow charts.

Knowing how both shorts to opens and normal shorts (power and ground) behave on a loop or star can help you formulate a more effective plan of action so you can do more in less time.

LOOP/STAR HYBRID VERSIONS Automakers may also combine both loop and star topologies in a single-bus system.

They may wire them in a combination of both the star and the loop configuration. Both systems have a number of nodes on them that talk on the loop and star.

If you know the theory on how this type of bus works and there is a short to ground or power, the next step is to remove the splice packs and check the nodes.

If the short goes away, the next step is to unplug modules one at a time to see if that short comes back.

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the splice packs removed, it could be the nodes in the loop configuration. In this case, the ABS and instrument cluster modules might be a source of the short to ground or power and are connected to the splice pack.

To eliminate them as problems, you’ll need to unplug and check these modules one by one.

KICKING THE CAN This article is adapted from Automotive Video Inc.’s “F.R.E.D. Kicks the CAN” video series. This video will show you how you can use your voltmeter, ohmmeter, lab scope and scan tool to diagnose network problems on the vehicles in your shop. Both the latest CAN buses, as well as earlier networks, are explained in an easy-to-follow video format that shows you exactly how to get to a diagnostic decision quick with the latest real world training.

For more information, visit www.auto-video.com. ■

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Brake Hose

What DOT Really Means The Do’s and Don’t of Inspection and Replacement

B

rake hoses are the most government-regulated components on a vehicle. Anyone making brake assemblies must be registered with the Department of Transportation (DOT). All aftermarket hose, fittings and complete hoses must conform to FMVSS 106 and SAE J1401. These tests are demanding and often exceed what a vehicle will see in the real world.

The DOT standard in a nutshell says brake hoses must be flexible in a wide range of temperatures while having a predictable expansion rate so the pedal feel and ABS response is the same in winter and summer. It also specifies that hoses must be able to bend and twist at certain angles without collapsing, kinking or bursting.

FMVSS 106 and SAE J1401 do not specify construction or materials. These documents outline a test procedure that completed hose must pass.

THESE TESTS AND STANDARDS INCLUDE: •Markings: Each hydraulic brake hose, except the original hoses, have at least two clearly identifiable

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stripes of at least 1/16th of an inch in width, placed on opposite sides of the brake hose parallel to its longitudinal axis. These are called “torque stripes.” One stripe may be interrupted by the information printed on the hose. These are to prevent twisting during assembly and installation.

•Burst Pressures: The hydraulic brake hose assembly must withstand water pressure of 4,000 psi for two minutes without rupture.

Hose that is 1/8 inch, 3 mm, or smaller in diameter must be tested at 7,000 psi.

•Whip Testing: Brake hoses are continuously bent on a flexing machine for 35 hours at pressure.

•Tensile Strength: A hydraulic brake hose assembly must withstand a pull of 325 pounds without separation of the hose from its end fittings during a slow pull test, and shall withstand a pull of 370 pounds without separation of the hose from its end fittings during a fast pull test.

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Brake Hose •Cold Resistance: A brake hose is chilled to a temperature below minus 49º F for 70 hours shall not show cracks visible without magnification when bent around a cylinder.

•Chemical Resistance: In order to test the hose’s chemical resistance to brake fluid, the hose is subjected to a temperature of 248 degrees Fahrenheit for 70 hours while filled with SAE “Compatibility Fluid.” After this the hose is subjected to a 4,000 psi burst test.

•Ozone Resistance: A brake hose assembly is exposed to ozone for 70 hours at 104° F. Any cracks seen at a specific magnification is ground for failure.

•Fitting Corrosion Resistance: After 24 hours of exposure to salt spray, a hydraulic brake hose end fitting must show no base metal corrosion on the end fitting surface except where crimping or the application of labeling information has caused displacement of the protective coating What FMVSS 106 does not test for is damage that can take place over a longer period than 35 or 70 hours. It also does not take into account “acts of God” like impacts with road debris and installation errors.

There is not a recommended replacement interval for brake hoses. Brake hose conditions differ from vehicle, drivers and the environment.

Inspection is the only way to spot a problem before a brake failure.

Brake hoses should be inspected visually and with your hands. It might be helpful to have someone pump the brake pedal to spot a defective brake hose. Failure typically occurs at the ends of the hose. This is where a hose flexes due to suspension/steering movement. It is also exposed to damage from debris and heat from the brakes.

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IF ANY OF THESE SIGNS ARE PRESENT, REPLACE THE HOSE: • Cracks: Try flexing the hose to expose cracks.

No matter how small, shallow or random the crack, the hose should be replaced.

•Blisters or Bubbles: Having someone pump the pedal will help spot this type of damage. The hose should not change shape. If even the smallest deformation is detected, replace the hose.

•Leaks or Stains: Brake hoses should never leak. A leak is lost braking force and an entry point for air and moisture. Air in the fluid is bad because air is compressible. This increases the amount of pedal travel that's necessary to apply the brakes, and may increase it to the point where the pedal hits the floor before the brakes apply.

•Physical Damage: Run your fingers a long the length of the hose. A brake hose should be free of any irregularities.

•Corrosion on the Fitting: Most fittings are plated to prevent corrosion. If this plating wears away, corrosion can occur at an accelerated rate.

•Corrosion on Brackets and Mounting Hardware: Rust on the brackets can constrict a hose.

THE FUTURE What is in the future for brake hoses? With efficiency of the engine becoming more important,

Brake Hose

the efficiency of the vacuum brake booster is coming into question. Engineers see the vacuum brake booster as a vacuum leak that can make the engine run rich or lean.

Without a booster, the transfer of force from the pedal to the caliper has to become more efficient. This could mean even stiffer and maybe smaller diameter brake hoses in the future.

10 BRAKE HOSE RECOMMENDATIONS 1. If the brakes have undergone extreme thermal shock, replace the hose.

2. Always make sure the angle of the banjo fitting is correct.

3. Use a torque wrench on banjo fittings.

4. Always use new copper washers.

5. If a caliper is sold, recommend a new brake hose.

6. Never let a caliper dangle by the hose.

7. If you plan to clamp a hose to push the piston back or for diagnostic procedures, clamp the hose in the middle, not near the ends or where it curves.

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8. If a replacement hose is not marked with the proper DOT and/or SAE mandated marking that include the date, manufacturer name and the letters “DOT,” send it back.

9. If a hose on a vehicle does not have a torque stripe or other markings, it might be the original hose. Inspect it more carefully for damage.

10. Don’t twist the hose. All replacement brake lines have a “torque stripe” or labeling information that should be straight when the hose is installed. ■

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Alignment Spec

Sponsored by:

2000-2009 Toyota Prius T he 2000-2009 Toyota Prius requires alignment and suspension service just like any other car on the road. With more than 800,000 Prii (official term for more than one Prius) one of them is bound to end up in your alignment bay.

Alignments are just the same as any vehicle and no special tools are required except knowledge and information.

that other drivers are not blinded. The linkage can become damaged due to road debris.

Also, make sure the ride height is inspected.

FRONT SUSPENSION The front suspension is a simple strut-type suspension.

Caster is not adjustable. Camber is not factory adjustable.

Additional parts and kits are required to make a camber adjustment. If the cross-caster or cross-camber angles have a difference that is greater than .75º, inspect the control arms, struts and knuckles for damage.

If toe adjustments are made, it is critical to calibrate the steering position and yaw rate sensors.

REAR SUSPENSION The trailing arm beam axle in the rear is as simple as is gets for a vehicle. The axle is nonadjustable from the factory, but shims can be installed between the axle flange and wheel bearings.

Most Prii came with HID headlights. This system has an sensor with an arm connected to the rear axle that determines the angle of the headlights so

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STEERING All Prius models have electric power steering. The unit operates on the 12 volt electrical system and not the Hybrid power system. The system has a “P/S” malfunction light on the dash.

Based on signals from the power steering torque sensor, vehicle speed sensor, and the skid control ECU, the power steering ECU calculates the current flow needed to control the power steering motor.

To address any power steering issue, having service information is critical to making a diagnosis or repair. But, the system diagnostics are the same for any vehicle with electric power steering.

ZERO POINT CALIBRATION Some Prius models are equipped with an optional Vehicle Stability Control (VSC) system that requires a scan tool and special procedure to per-

form a zero point calibration of the yaw rate, deceleration and steering angle sensor. Yes, it is possible to reset the system by jumping two pins in the diagnostic connector and disconnecting the battery, but there is no way to confirm or document the calibration was properly performed.

The steering position sensor’s basic function is to monitor the driver’s steering inputs. This includes the angle of the steering wheel and/or the rate at which the driver is turning the wheel. The steering position sensor on the Prius is located behind the steering wheel and is a high-resolution sensor.

The VSC system relies on accurate steering input from the steering angle sensor to analyze a situation and apply appropriate measures to help direct the vehicle on the intended path. If the system if not calibrated after a toe adjustment, the system will not operate properly and may illuminate the VSC malfunction light after the driver has picked up their Prius.

The Toyota VSC system uses the information from the steering position sensor and com-

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Alignment Spec pares the information to the yaw rate sensor to determine what the car is doing. A yaw rate sensor is a gyroscopic device that measures a vehicle’s angular velocity around its vertical axis. On the Prius, the yaw rate senor is located under the center console bolted to the floor pan and is inline with the centerline of the vehicle. The sensor measures the difference between the vehicle’s centerline and the vehicle’s actual move-

ment direction. This is called slip angle.

When a vehicle is aligned and the toe in the front or rear is altered, it changes the thrust angle of the vehicle. The thrust angle is directly connected with the slip angle and the measurements taken by the yaw position sensor. Even if you adjust only the rear toe, you are altering the thrust angle and the steering position sensor must be calibrated. Why? The rear toe adjustment brought the thrust angle and center line into specification. The steering position sensor information has changed and so has the information from the yaw position sensor due to the change in the thrust angle and slip angle that the yaw position sensor measures.

If the error is large enough, it will disable the system and turn the system’s malfunction indicator light on to alert the driver. If the error is small, it will operate as normal until certain conditions occur like driving on freeway ramps and tight streets. Under these conditions, the computer might unnecessarily activate the stability control system slowing the vehicle or even fail to respond with the right corrective action causing the vehicle to leave the road.

Toyota recommends disconnecting the cable from the negative battery terminal for more than two seconds before starting the yaw rate sensor and deceleration sensor recalibration procedure.

This resets the steering angle sensor zero point. Before disconnecting the battery, make sure to write down the radio presets.

Most scan and alignment tools that can interface with the vehicle will prompt you through the recalibration procedure.

You will also have to re-initialize all applicable systems available on the vehicle like power windows and sunroof. ■

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TPMS

Clamp-On & Snap-In TPMS Sensor Installation Procedures

M

ost TPMS sensors are held in using just a screw or a nut, but if not assembled or torqued properly, the results can be catastrophic.

Carelessness can result in a broken sensor or even a customer stranded with a flat tire.

THE TORQUE TOOLS REQUIRED TO INSTALL TPMS SENSORS INCLUDE: • Torque wrench that measures torque in inch-pounds; • Preset torque calibrated T10 screwdriver; and • Preset torque valve stem toque tool.

CLAMP-ON SENSORS Anytime a Clamp-On TPMS sensor is reused or replaced on a wheel, it is necessary to

install new seals and valve stem nut to ensure proper sealing around the sensor valve stem.

1. Wipe the area clean around the sensor/valve stem mounting hole in the wheel.

Make sure the surface of the wheel is not damaged. Pieces of the old seal can cause a slow leak. Do not lubricate or use a sealant in this area. This can change the torque values and cause you snap the stem.

2. If the valve core is removed, it must be replaced with a new valve core in order to avoid Galvanic corrosion issues, which may cause the valve core to fail.

3. Insert the sensor through the wheel keeping pressure

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against the rear of the metal valve stem. The potted side of the sensor is to be positioned toward the wheel. Mounting the sensor upside down can cause relearn and transmission problems. The two grommets seal the sensor and nut to the wheel.

Grommets conform to the mating surface of the wheel.

The instant the nut is torqued, the seal/grommet starts to take on the shape of the surfaces it is sealing against. This memory cannot be erased. If the seal is reused, it could cause a slow leak.

Never reuse these nuts. The nut is made of a softer metal than the stem, so it will be damaged, and not the sensor, if it is over tightened. The material of choice is typically aluminum. If the nut is over

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TPMS tightened, it will develop hairline cracks.

The new nut may have coatings on the threads that prevent corrosion and leaks.

Before tightening the sensor nut, push downward on the sensor housing in an attempt to make it flush with the interior contour of the wheel. Some clamp-in stems have the ability to change the angle of the sensor by loosening a fastener that holds the sensor on the stem.

Other sensors should assume the correct position when the nut is torqued.

4. While holding the sensor in position, tighten the sensor nut with a torque wrench. Typical torque values for the base nuts on a TPMS valve stem range from as low as 35 in.-lbs. of torque to as much as 80 in.-lbs. of torque.

That’s quite a range. This does not mean that any torque value within this range is acceptable. It

means that the torque specifications for the base nut on one car might require 44 in.lbs., another might require 62 in.-lbs. exactly, another might specify 71 in.lbs. exactly, and so on. Don’t guess.

Look up the torque specifications for the vehicle you are servicing to make sure you use the correct torque. Over-torquing the sensor nut by as little as 12 Nm (106 in.-lbs.) may result in sensor separation from the valve stem.

Leaks cannot be eliminated by tightening the nut more. Sealing grommets are engineered to work at a specific torque.

Any torque above the specified value will cause the seal to leak. Also, extra force may damage the nut or valve stem, or fracture the sensor body.

5. Mount the tire on the wheel following the tire changer manufacturer’s instructions, paying special attention not to damage the tire pressure sensor.

SNAP-IN SENSORS Snap-in sensors can look like regular rubber valve stems. But, the molded rubber on the snapin valve stem does not reach the threads and there is a tapered shoulder. These valves have a longer cap than a non-TPMS valve stem.

Behind the stem is a mounting point for a self-tapping screw that holds the sensor to the stem. There are two installation methods depending on the type of snap-in valve stem you are installing.

Always check the instructions or the manufacturer’s recommendation.

The first method is installing the valve stem in the rim and then attaching the sensor. The second method is to attach the sensor to the valve stem and then insert into the wheel. Why? On some stems, the sensor could come in contact with the wheel as the stem is pulled with the sensor attached.

When attaching a new valve to the sensor body, always use a preset torque screwdriver with the correct torx head or hex nut. Most tool suppliers package two preset torque drivers in a set. Due to different manufacturers, the torque settings may Reader Service: Go to www.bfeRAPIDRESPONSE.com

52 June 2013 | BrakeandFrontEnd.com

TPMS

differ. The screw is self tapping and can only be used once, the same also applies to the stem.

When tightening the screw, be mindful of stress on the sensor and the alignment of the sensor. Start the screw for the first couple of threads and make sure the sensor and stem are aligned. When performing the final tightening sequence, stop when the tool clicks indicting the proper torque has been reached.

Before installing the valve stem, it is acceptable to lubricate the seating surfaces with an approved tire lubricant. Do not use chassis grease or a grease with petroleum distillates. These types of lubricates can degrade the stem over time and cause a

Courtesy of Dill Air Control

leak. Lubricating the stem can help in the alignment of the sensor on the flats.

When using a tire valve stem installation tool, pull the valve stem straight through the valve hole and not at an angle.

Some valve stems have a tab on the body of the valve that can help in the alignment of the sensor.

The rubber bulb of the valve should be resting against the rim and the sensor body should not be touching the rim for most applications. â–

Courtesy of Dill Air Control

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Tech Tips

GM / HONDA This month is sponsored by:

Some 2000-’03 GM Vehicle Owners May Complain of Loss of Coolant or Milky Colored Oil Affected 2000-’03 3.8L V6 vehicles: Buick: LeSabre, Park Avenue, Regal Chevrolet: Impala, Monte Carlo Pontiac: Bonneville, Grand Prix Some owners of the above vehicles may comment on a loss of coolant, having to add coolant, coolant odor or a milky substance on either the oil dipstick or oil fill cap. Additionally, owners may indicate that there are signs of coolant loss left on the ground where the vehicle is normally parked.

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

Correction: Important: The upper intake manifold should not

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

Thoroughly check for any external leaks. If none are found, then replace the intermediate intake manifold gasket and the throttle body gasket.

When changing the throttle body gasket, the nuts that retain the throttle body should be replaced with a new design that improves torque retention.

Medium-strength thread locker should be applied to the studs before installing the new nuts.

Courtesy of Identifix.

GM: Trailer Wiring Damages BCM Models: 2008-11 Buick Enclave, 2009-11 Chevrolet Traverse, 2007-11 GMC Acadia, 2007-11 Saturn Outlook Condition: Installing trailer wiring on a vehicle not equipped with a towing package.

Repair Procedure: GM cautions that when preparing for trailer towing on Acadias, Enclaves, Outlooks and Traverses not to splice in trailer light wiring into the factory wiring harness. On these vehicles the circuits for stop lamps/turn signals, tail lights and the lighting grounds are controlled through the Body Control Module (BCM).

Model year 2007-’11 vehicles not equipped with a Towing Package must be modified by installing a new Underhood Bussed Electrical Center (UBEC) cataloged for vehicles with a Towing Package.

Check with the GM dealer for the appropriate part number. Order the UBEC for the vehicle with the same options as equipped plus trailer towing package option V92.

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Tech Tips

GM / HONDA

Model year 2007 vehicles must also modify the backup light circuit after installation of the new UBEC. Start by disconnecting Connector X7 from the BCM. Remove the terminal for Pin 3 from the connector; the wire color is dark blue. Reconnect

the Connector X7 to the BCM. Cut the terminal off of the dark blue wire and strip the end. Splice this wire into the light green wire, pin 2, of the 24-pin Connector X6 on the BCM. Courtesy of ALLDATA.

HONDA SQUEAK OR RATTLE IN REAR DAMPER AREA Models: 2007-’11 CR-V — all VINs beginning with JHL. Problem: There’s a squeak or rattle coming from the rear of the vehicle when it’s driven. On Japanbuilt CR-Vs, the rear damper assembly includes a small metal hook and body bracket, which are used only during vehicle assembly at the factory.

The hook or the bracket may have been bent and is touching the vehicle body or the damper assembly, causing a squeak or rattle.

Repair Procedure: 1. Do a diagnostic test drive of the vehicle to confirm the complaint and to determine which side the sound is coming from.

2. On the affected side, remove the plastic panel covering the rear damper tower.

3. Remove the rear wheelhouse gusset.

4. Do the following checks to determine what’s causing the noise (see Fig. 1): • Check if the damper’s metal hook is bent and touching the washer or any other part of the damper assembly.

• Check if the welded-on body bracket is bent and touching the body or the damper assembly.

5. If either the hook or the bracket is touching the

Fig. 1: Honda

body or damper assembly, bend that part away so it doesn’t make contact.

6. Reinstall the rear wheelhouse gusset.

7. Reinstall the rear damper tower panel.

8. Drive the vehicle to make sure that the noise is gone.

Courtesy of ALLDATA.

Honda: ABS Motor failure code DTC51, & 53 Models: 1998 – 2004 Honda Accord Condition: ABS light on and Code 51 Motor Lock or 53 Motor stuck on have been set.

Repair Procedure: Codes 51 Motor locked and 53 Motor stuck on may be set due to a poor ground. When diagnosing any electrical component, always check for the proper source voltage and a good ground.

This system will set the above codes when there is high resistance to the ground. Following the diagnostic tree in 58 June 2013 | BrakeandFrontEnd.com

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Tech Tips

HONDA

this case will have you replace the ABS modulator, when in most cases it can be repaired by cleaning the ground G203.

After cleaning and restoring the G203 ground,

clear the codes, and drive the vehicle above 12 mph. If the ABS light comes on and the codes are reset, change the ABS modulator.

Courtesy of Raybestos.

Properly Service Modern-Day Caliper Anchor Brackets for Noise-Free Braking Properly servicing a caliper bracket is critical in preventing noise and other brake issues, yet it’s easy to make mistakes when servicing this component.

Thankfully, many of the vehicles on the road today now come with the anchor bracket-style caliper in some form or another so they are no longer as difficult to repair as in the past. However, the Bendix Brakes Answerman team still recommends the following tips to ensure proper installation and service for technicians.

1. Remove the anchor bracket from the car, and clean off any rust, scale and corrosion. Rust under the slide rail clips can cause the pads to fit too tight, creating excessive wear and dusting.

2. Inspect the area that the pad rides on. If it is worn, the bracket must be replaced or a noise issue could arise.

3. Thoroughly clean out the holes that the slide pins fit into. It is important to not only clean and lubricate the pins, but to ensure the holes they fit in are also cleaned.

4. Install new anchor bracket slide/clips. These clips are designed to load the pad in a way that prevents vibration that can cause brake squeal.

These clips (like any spring) become fatigued and cannot do their job when they are worn out.

5. Lubricate the slides and pins. Technicians should pay careful attention when installing the pins. If the rubber seal bellows out, squeeze it to remove any air trapped in the slide pin hole. This pressure can cause a slight brake drag if not relieved, which will cause rapid wear and dust formation.

6. Remember that the brake pads need to fit properly to provide for the correct amount of pad movement to prevent vibration, which can cause noise and brake pad drag that may lead to excessive pad wear and wheel dust.

Courtesy of Bendix Brakes.

Failed Booster Seal Causes Master Cylinder Leaks

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60 June 2013 | BrakeandFrontEnd.com

Problem: Vehicles equipped with power brake booster assemblies fails.

Cause: Chronic master cylinder failure due to fluid leaking past secondary seal in the master cylinder bore. A defective master cylinder pushrod seal in the power brake booster allowing vacuum to draw fluid past secondary seal of the master cylinder.

Solution: Replace both master cylinder and power brake unit.

Note: When replacing brake components, always flush entire brake system with approved brake fluid from a sealed container.

Courtesy of Cardone. â–

Track Talk NASCAR Spotlight Shines on Iconic Car, Fast Crew One of the biggest storylines this season just might be the iconic No. 43 car’s resurgence in the NASCAR spotlight.

Behind the wheel of the legendary car that often still sports the famous Petty Blue shade, driver Aric Almirola currently finds himself in the top10 in NASCAR Sprint Cup Series standings and is emerging as a real Chase contender.

Besides having a Hall of Fame team owner in Richard Petty and an experienced crew chief in Todd Parrott, Almirola has yet another advantage every time he wheels the 43 down pit road – an award-winning pit crew.

The No. 43 Smithfield Ford over-the-wall crew has been named the Quarter One Mechanix Wear Most Valuable Pit Crew – an honor determined by a vote of each NASCAR Sprint Cup Series

crew chief given quarterly to top-performing pit crews.

“It’s just awesome,” said rear tire changer Dwayne Ogles. “Just the history of the 43 car in itself and us kind of being the underdogs, it’s pretty cool to bring the 43 back.

Everybody’s looking at us and it’s cool for the spotlight to be back on the 43 team.”

The No. 43 crew’s precise performance this season has helped to cement Almirola’s solid start to the 2013 campaign. According to Ogles, being recognized by peers for their accomplishments is a huge honor for the entire team.

“It means a lot to me and to all of the guys,” said Ogles, a nine-year pit road veteran who hails from Hoover, Ala. “Working out, practicing, building the cars in the shop – there’s a lot that goes into it.

We put in a lot of long hours,

Rear tire changer Dwayne Ogles says having the spotlight back on the legendary No. 43 car is pretty cool. (Photo Credit: Getty Images)

The No. 43 crew has won the Quarter One Mechanix Wear Most Valuable Pit Crew Award – highest honor for pit crews in the NASCAR Sprint Cup Series. (Photo Credit: Getty Images)

so it’s nice to see the performance and results showing.”

In addition to Ogles, the 43 over-the-wall crew consists of: Joe Karasinski (gas man), Jeremy Neeley (jackman), Greg Donlin (front tire changer), Lance Hanna (front tire carrier), and Eric Wallace (rear tire carrier). Andrew Carter is the team’s pit crew coach.

“I can remember as a kid watching Richard Petty race the 43 car,” reminisced coach Carter, who trains both the No. 43 and No. 9 Richard Petty Motorsports pit crews. “He [Petty] was one of my favorite drivers, so getting to work with these guys every day is pretty special.”

Carter puts the crew through pit stop practice three days a week and a grueling weight training regimen four days per week.

“We push these guys pretty hard,” said Carter. “Between working on the cars, finding time to get to practice, and then going to the gym and pushing themselves even harder, they do a great job at it. The results

Follow NASCAR Performance on Twitter and Facebook www.twitter.com/NASCARauto www.facebook.com/NASCARPerformance

have shown on the track.”

The Carter-coached No. 43 six-member team can change four tires, add fuel and make adjustments in as little as 11 or 12 seconds, thanks to rigorous training and technological advances by companies like Mechanix Wear, who supply 20 to 25 products from gloves to kneepads to NASCAR pit crewmen.

Carter also maintains having a primary sponsor like Smithfield reaps its own competitive benefits, too.

“It always helps to be ‘fueled by bacon’ when you’re going over-the-wall,” quips Carter. “That extra protein really helps give the guys that extra boost to perform at their best.”

Benefitting from best-inclass gloves, bacon and some good old-fashioned blood, sweat and tears, Ogles and company wouldn’t have it any other way.

“All the hard work pays off,” added Ogles. “It’s worth every bit of it.”

By: Kimberly Hyde, NASCAR

Brought to you by:

Product Showcase

AutoCareProNews.com

ACDelco is providing consumers with a smoother, safer ride and installers with a smoother strut installation process. ACDelco pre-assembled Professional ReadyStruts save time and labor by including the strut, spring, strut cushion and upper strut mount in a single unit. ACDelco Professional ReadyStruts – covered by a limited lifetime warranty – also reduce installation time by up to 30 percent and require no special installation tools. Thirtyseven SKUs cover the most popular GM applications. Visit acdelco.com for more information.

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The Perfect Brake Job — Because not all brake parts wear at the same rate, it can be difficult for a driver to know when or what parts need replacement.

Whether doing a routine inspection or replacing worn parts, The Perfect Brake Job from NAPA Brakes provides reliable, step-by-step inspection and replacement procedures. To learn more, visit theperfectbrakejob.com.

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

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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 on-demand 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.

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62 June 2013 | BrakeandFrontEnd.com

» Spotlight

ACDelco

XX SEE WHY ACDELCO SHOULD BE YOUR ONLY STOP FOR BRAKES When your customers need a quality brake job, the only stop you need to make is ACDelco.

The ACDelco family of brake products is all about choice.

ACDelco recognizes that while your customers have different needs, priorities and budgets, especially given today’s economics and older vehicle fleet, they still want a safe, quality product.

ACDelco provides you and your customers with three tiers of products that all proudly wear the ACDelco brand name, which means even your budget-minded customers get a break from no-name pads and rotors.

ACDelco Original Equipment Service (OE Service) premium friction products and brake rotors are uniquely formulated and designed to follow original equipment service specifications for durability and performance on Chevrolet, Buick, GMC, Cadillac and other brands in the General Motors family.

ACDelco Professional DuraStop is premium line of aftermarket friction products and rotors covering most makes and models – about 95 percent of the North American car and light truck population.

ACDelco Professional DuraStop brake products are a high-quality alternative to original equipment products, and are D3EA tested and certified to 90 percent of sales.

ACDelco Advantage aftermarket friction products and rotors offer fit, form and function for most makes and models similar to other high-quality aftermarket brake parts but at a more attractive price for

ADVERTORIAL

budget-conscious consumers.

ACDelco Advantage brake products are tested using industry BEEP analysis because when it comes to your customers’ cars, we don’t believe “good enough” is good enough.

HOW ACDELCO BRAKE PRODUCTS BENEFIT YOU AND YOUR CUSTOMERS For our Professional Service Center members, ACDelco pulls out all the stops with industry-leading merchandising and training support to help you maintain and grow your technical expertise and successfully market ACDelco brake components.

Learn more about training opportunities in your area by visiting acdelcotechconnect.com and clicking the Training tab. For merchandising materials, check acdelcostore.com or consult your local ACDelco field representative.

More peace of mind for your customers, Members of the ACDelco Professional Service Center program can offer additional

customer assurance, including covered labor on ACDelco parts and roadside assistance.

In addition, ACDelco Professional DuraStop products are backed by a limited lifetime warranty on pads and a 12-month, 12,000-mile parts warranty on rotors. ACDelco Advantage brake components include a 12-month, 12,000-mile warranty on both friction parts and rotors. Compare that to competitive products that offer a 30-day warranty or none at all.

Quality brake components supported by quality support and promotions: When you add it all up, it’s why we say that ACDelco is part of something bigger.

ACDelco 1-800-825-5886 acdelcotechconnect.com

BrakeandFrontEnd.com

63

Product Showcase CARDONE now offers more than 290 SKUs that were previously dealer-only, providing a high-quality, low-cost alternative to OE, the company says. A few of CARDONE's most in-demand, exclusive part numbers include: 78-9053F, ECM that fits Ford Thunderbird, Lincoln LS 2003-2004; 1R-2822, Master Cylinder Reservoir that fits Chrysler vehicles 1996-2000; 60-5391, CV that fits Toyota Camry 2010-2011; 323513M, Smog Pump that fits GM vehicles 2003; 47-1390, Window Lift Motor that fits Nissan Pathfinder 2010-2012; 2T-113, Turbocharger that fitsChevy/GMC 6.6L trucks 2007-2010; ans 21-534, Power Steering Pump that fits Honda Odyssey 2011-2012.

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Bosch recently introduced Bosch EuroLine Disc Brake Pads for popular European vehicles on the road in North America today. According to Bosch, the EuroLine disc brake pads were developed as an Original Equipment(OE) replica line to match the look, feel and performance of the OE brake pads on European vehicles. Bosch said the pads are "rigorously tested, validated and certified to meet or exceed European ECE R90 standards for performance and durability."

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

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Standard Motor Products, Inc. has added seven new clone-able sensors to its TPMS line that match the original for fit, form and function.

The Standard and Intermotor part numbers cover an additional 11 million VIO for Acura, Honda, Ford, Chevrolet, Cadillac, Ford truck and Toyota truck through the 2013 model year.

Reader Service: Go to www.bfeRAPIDRESPONSE.com Wearever celebrates 25 years of providing customers with quality brake pads and parts they can trust. Available exclusively from Advance Auto Parts Professional, the Wearever line includes Platinum, the best-performing ceramic brake pad; Gold, a quality OE replacement pad; Silver; and Frontline, for fleet vehicles. With billions of safe miles driven and no national recalls, you know the quality you get when choosing Wearever brake pads and parts. Wearever also features calipers, rotors, shoes/drums, wear sensors, and hardware for yourcomplete brake solution. For the latest promotions on Wearever products, visit AdvanceCommercial.com/seasons or call your local Advance delivery store.

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64 June 2013 | BrakeandFrontEnd.com

Product Showcase Federal-Mogul says it has added several replacement control arm assemblies and other high-quality components to itsMOOG line of steering and suspension parts. Among the new parts are control arm assemblies featuring premium MOOG ball joints for the following applications: 2002-2006 Suzuki XL-7; 2001-2003 Oldsmobile Aurora; 2000-2005 Buick LeSabre, Cadillac DeVille and Pontiac Bonneville; 2000-2004 Cadillac Seville; 1999-2005 Suzuki Grand Vitara; 1999-2004 Chevrolet Tracker and Suzuki Vitara; and 1998-2005 Buick Park Avenue. Federal-Mogul also has introduced MOOG R-Series control arm assemblies for 2008-2012 Mercedes C-Class and 2004-2006 Kia Amanti passenger cars. Other new parts include control arm bushings for 2005-2012 Toyota Tacoma and Chevrolet Equinox, 2006-2009 Pontiac Torrent and 2002-2009 Saturn Vue models.

Reader Service: Go to www.bfeRAPIDRESPONSE.com Premium Wagner ThermoQuiet CeramicNXT replacement rear brake pads from Federal-Mogul are now available in the aftermarket for 2013 Cadillac ATS models, the company announced. ThermoQuiet CeramicNXT pads — representing the next generation of automotive ceramic friction technology — are now also available for popular late-model Mercedes-Benz and Volkswagen passenger vehicles. The Wagner ThermoQuiet product line covers more than 99 percent of the North American passenger vehicle population.

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

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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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Permatex Inc

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Insert

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Brake Lights

“A customer recently brought in a Chevy Avalanche due to a slight brake noise. Both pads were gone, the caliper piston was AWOL and the rotor looked like this.”

Submitted by Ryan Dickerson, Blackville, SC. 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

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