■Alignment Spec: Toyota Sienna
■TPMS Tricks
■Cartridge Wheel Bearing Replacement
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MAGAZINE
BrakeandFrontEnd.com April 2014
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COVER STORY: GM Brake Service 36
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Publication
Volume 86, No. 4
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Alignment Spec 2005-2011 Toyota Sienna The second-generation Toyota Sienna has a reputation in the alignment bay. Performing this alignment requires knowledge of steering angle reset procedures and run-flat tires.
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GM Late-Model Brake Service
Cartridge-Style Wheel Bearings
The Changing Brakes of GM Since 2007, GM has been changing the way it does brakes. From torqueto-yield bolts to Ferritic NitroCarburizing treated rotors, there are some things you need to be aware of before you change pads.
Diagnostics & Installation What’s new? What should you watch for? While the fundamentals of the job have not changed since the 1980s, what has changed is the complexity of the knuckle and the bearing seals.
Publisher Jim Merle, ext. 280 email: jmerle@babcox.com
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DEPARTMENTS Columns
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46 ASE A4 Test Prep 51 Tech Tips
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BRAKE & FRONT END (ISSN 0193-726X) (April 2014, Volume 86, Number 4): 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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Why Chasing the Cheapest Brake Job Costs Your Shop in the Long Run Shops that chase the cheapest brake job do so for a few reasons, the biggest being they are afraid of costing more than the competition down the street and maybe losing a customer. While this might work for some retail businesses, it will not work for a traditional repair shop building long-term customer growth and profitability. Our March cover story generated a lot of buzz online. If you missed it, check it out at BrakeandFrontEnd.com.
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Viewpoint
By Andrew Markel | EDITOR
EPIC WINTER! Winter weather, oil prices, vehicle ‘bubble’ building perfect economic storm for shops
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ccording to a recent Federal Reserve survey of conditions across the U.S., automotive repair shops were among the few businesses benefiting from the winter weather in the first quarter of 2014.
Many publicly traded stocks in the automotive parts and distribution segments are at all-time highs. Analysts have discovered that winter weather is a bad thing for new car dealers, but a great thing for our industry. Some are even predicting that 2014 will be one of the best years for the auto care industry, if not the best ever. From Atlanta to Detroit, cold temperatures this year have killed marginal batteries, tested fuel systems and thickened oil to the point where lifters collapsed. Some shops are even reporting a scarcity of certain battery sizes, chassis components and radiators. The forecast is looking even better going into pothole season. Fuel prices are predicted to stay stable this spring, with no major problems at refineries this year, as we change over to the sum-
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mer blends. This could mean more miles driven. Also, with the consolidation of airlines, the price of plane tickets is convincing some travelers to drive rather than fly. There is also a nice “bubble” of cars on the roads. From 2005-‘07, U.S. vehicle sales topped 16 million cars and light-trucks sold, and during the Great Recession, these vehicles did not receive the best care and maintenance. Now these vehicles, on average, have almost 100,000 miles on the odometer and are in need of major repairs. Add up all of these factors, and there is a perfect storm building for shops this year. Take advantage of this time by investing in your shop and your technicians. ■
BreakingNews
By Amy Antenora
A New Name, A New Era
For One Of The Industry’s Top Associations Earlier this month, Kathleen Schmatz, president and CEO, and Rich White, senior vice president, of the Automotive Aftermarket Industry Association, kicked off a media tour to educate aftermarket industry trade media and other constituents on a major rebranding for the association. They recently visited Babcox Media’s corporate offices to talk to editors and publishers about this exciting change.
Aftermarket. It’s a term of familiarity for those who have worked in this industry for some time, but what does it really mean? Mention it at a party or to a stranger on a plane and they will walk away not really knowing how massive and influential this industry is, or what it actually does. This was the thesis that brought about a major change for one of the industry’s top associations. Next month, the Automotive Aftermarket Industry Association will usher in a new era for the association, its members and the industry as a whole, as it officially rebrands itself as the Auto Care Association. According to Schmatz, the need for a change became apparent while on Capitol Hill, when the association would find itself spending more time explaining what the aftermarket is, rather than focusing on the issues they came to address. “There is this perception in other industries that the term ‘aftermarket’ means second-rate,” she said. “We needed to increase awareness of the role and value of the industry with all stakeholders. The industry is not getting credit where credit is due.” That credit she refers to is massive and widespread — to the tune of some 4 million jobs created through the industry as well as other positive contributions to society, such as
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improving safety, boosting the economy and helping the environment. With a focus on external audiences, such as policymakers and consumers, the Auto Care Association will emphasize the key role this industry plays in caring for people’s automobiles, much in the
same way the health care industry cares for people’s health. “Our legislative staff is thrilled,” Schmatz said. “They are already seeing great results with the new language and new message.” “During Right to Repair, we found we were not defining the industry properly,” White added. More than a year in the making, the association worked with influential Georgetown-based advertising agency GMMB. According to White, the process was intensely comprehensive. No stone was left unturned. “There were more than 80 pieces of
collateral materials, and that was just internally, that needed to be updated,” White said. White said the new messaging needed to be three things: simple, relevant and repetitive. And while the Auto Care Association will focus on external audiences, they are hopeful that the entire industry will adopt this new language in favor of the previous “insider language” that created issues with awareness in the past. They hope this new messaging will give the association and the industry the same stature as such venerable associations as AAA and AARP. The rebranding was conducted in a four-phase process, starting with internal and external focus groups. Now in phase two, the association is educating the industry about the new change, which will be officially unveiled at the upcoming Leadership Days, April 2325, in Huntington Beach, Calif. The event itself will serve as the official launch party for the new name and brand messaging. The association’s new website — www.autocare.org — will go live April 24. After that, the Auto Care Association will move on to phases three and four: an external rollout to policy makers (phase 3) when the new Congress is in place, and an external rollout to consumers (phase 4), which is expected to wrap up in 2015. ■
IndustryReview
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New Enhancements to
Federated Car Care Program The Federated Car Care Center program has been expanded and enhanced. Recent additions to the Federated Car Care program include the MechanicNet expert automotive marketing program, allowing individual car care centers to create marketing plans specific to their own business, and the BusinessVoice on-hold marketing program that helps shops increase customer share by updating callers on services and driving them to take the next step in the buying process. Popular staples of the Federated Car Care program remain as well, such as the free Roadside
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Assistance program, the Nationwide Warranty program and the dedicated Federated Car Care website that features a web page for each car care center member.
FordParts.com Launches ‘Right Right Right’ Sweepstakes for Independent Installers and Fleet Administrators Beginning March 3, 2014, FordParts.com users can fulfill a dream of a lifetime. Based on the premise of finding the right tool to get you the right part at the right time, the “Right Right Right” Sweepstakes is designed to show installers and fleet administrators just how easy
it is to do business on FordParts.com, and to reward their commitment with an experience they will never forget. The sweepstakes is not open to the general public, but rather for independent installers and fleet administrators. To enter the eight-week long promotion, installers and fleet administrators must register or confirm their registration on FordParts.com. The grand prize winner will win one of 10 Ford experiences of their choice, which include a thrilling two-day driving school behind the wheel of a Ford Racing Mustang, a NASCAR experience of a lifetime, tickets and backstage passes for a Toby Keith concert and
IndustryReview the opportunity to sit in the “toughest seats on earth� for a Professional Bull Riders of America event.
New ATRA Transmission Guides Available Now From
AVI
Automotive Video Innovations (AVI) announced the addition of nearly 50 new repair manuals from the Automatic Transmission Rebuilders Association (ATRA). These in-depth technical guides were created by ATRA members, who adhere to a strict standard of honest, professional service. The manuals contain everything from basic transmission characteristics to troubleshooting to
rebuilding. The print guides, ranging in length from 50 to 100 pages, feature component education, common troubleshooting practices, advanced diagnostics and information on rebuilding transmissions. Import and electronic systems are included as well. Manufacturers covered include: GM, Ford, Honda, Mitsubishi, Mercedes-Benz and Toyota. Visit Auto-video.com or diagnosticnews.com for more information.
Bosch Launches New Digital Marketing University Bosch has announced a significant new benefit for repair shops that are members of its exclusive Bosch Car Service program.
Going beyond traditional parts and technical training to help Bosch Service Centers reach these consumers, Bosch is launching its new Digital Marketing University to provide new training programs and tools in areas such as website marketing, web scheduling, social media, loyalty and search engine marketing. The initial training sessions will introduce the latest digital marketing technologies and will be followed by webinars and access to online resources, keeping shops in the Bosch Service network at the forefront of digital marketing. For more information, head to www.boschcarservice.us.
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IndustryReview
Retiring Automotive Parts Associates President, CEO Dan Freeman Speaks With Brake & Front End A Cleveland, OH, native, Dan’s career began in 1964 working with his father who was in the wholesale/retail tire business, leasing space in a large discount store and selling passenger and truck tires. Fast-forward 50 years, and Dan, who’s been at the helm of Automotive Parts Associates (APA) for 25 years, looks back on his storied and successful career, and looks forward to giving back to the industry in his well-deserved retirement that began in March. What opportunities and challenges do you foresee for APA in the next several years? First the challenges. A consolidating market (like the recent example of Advance’s acquisition of CARQUEST and more mergers that are likely on the horizon) makes it difficult to continue to grow the group. The continuing growth of the retailers and big box players compresses margins for our members. The complexity of vehicle repair, requiring a huge investment in scan tools, will drive shops to focus and concentrate on select repair work, and the proliferation of SKUs will be difficult to manage. Telematics will drive more repairs to the dealers. Now the opportunities. E-tailing (mail order businesses that do not have brick and mortar buildings for walk-ins) and niche markets will continue to be fertile grounds for growth. (A lot of our members say their largest customer is eBay.) There will be more specialized repairs, repair by nameplate (i.e. Honda-only repair specialists), European repair specialists (even luxury Asian specialists focusing only on Lexus, for example), light- and medium-duty truck repair and restoration-only shops. With labor rates that are still well under $100 (vs. $125+ at the dealer), independents can be really competitive on price. And, by specializing, their customers will feel like they can get a quality repair for less than at the dealer. Shops can recoup the cost of the necessary equipment through the increased volume of specialized work. We will begin to see the Chinese and Indian cars in our market (Chery Motors, Tata Motors). That’s great news for independents because they’ll find new avenues to grab a little business here and there. The big box retailers do not do well with these niches. The future is bright for independent repair shop owners who identify new service opportunities and run a good business. For the rest of Brake & Front End’s exclusive interview with Dan, head to www.BrakeandFrontEnd.com and search “Dan Freeman.”
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IndustryReview AutoMD.com Says New ‘Vehicle Ownership Lifespan’ is 10 Years Lengthy vehicle ownership is the new normal, even as the economy improves, according to AutoMD.com's 2014 Vehicle Mileage Survey, with nearly 80 percent of consumers comfortable with a 10-plus years or "until it dies" vehicle lifespan. And, the majority who are keeping their vehicle for longer say that an improving economy will not change that, as evidenced by the steady growth in miles they are reporting on their primary vehicles. And, while the survey does show that, year-over-year, the number of consumers who say they plan to drive their primary vehicle “until it dies” has decreased from a high of 56 percent in recession-impacted 2010 to 35 percent in 2013, more than half still plan to drive their vehicles for 100,000 miles or more, with the vast majority saying that the old two- to three-year ownership model is dead. “This longer ownership cycle is increasing the likelihood that consumers will empower themselves by researching repair and repair pricing info online,” said Brian Hafer, VP of marketing for AutoMD.com. “And — in good news for repair shops — not only does this survey show that these car owners are more likely to choose an independent repair shop for their service needs, but what we are we seeing at AutoMD.com bears this out, with more and more consumers searching for repair shops online.”
Report Highlights Nearly 80 percent of consumers believe 10-plus years or "until it dies" is the appropriate lifespan of a vehicle, with only 3 percent saying three to five years is the right length of time to own a vehicle — and these numbers have not shifted year-over-year. This echoes thirdReader Service: Go to www.bfeRAPIDRESPONSE.com
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IndustryReview party data that confirms that the average vehicle on the road is 11.3 years and holding steady to 11.5 in 2018. When asked the most important reason for holding onto their vehicle for more than 100,000 miles, more consumers cited their vigilance with repairs and service than any other reason, followed by the economy and cost savings. This is good news for repair shops: one in four holding onto their vehicles for longer say that they are more likely to stick to the vehicle's maintenance schedule and will opt to visit an independent repair shop to save money. And, when all respondents were asked what kind of service center they are most likely to use, the vast majority (71 percent) said independent repair shop.
New ANCO Wipers Online Contest to Award $10,000 in Sponsorships to Youth Hockey Teams Federal-Mogul’s ANCO Wipers brand is showing its support of youth hockey leagues across North America through an innovative online video contest that will award $10,000 in youth hockey sponsorships to teams that best demonstrate their commitment to the game. ANCO is The Official Wiper Blade of the National Hockey League.
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IndustryReview The ANCO “Future Hockey Stars” contest enables youth hockey teams to compete for sponsorships by visiting www.ANCOWipers.com and posting 2-minute video entries. Federal-Mogul will award a $1,000 ANCO Future Hockey Stars sponsorship to each of five finalist teams and an additional $5,000 grand-prize team sponsorship to one of the finalists based in part on votes cast by consumers who visit the ANCO website. Video entries will be accepted at www.ANCOWipers.com from June 10 through July 15, 2014, and voting will begin July 29, 2014. Finalists will be announced Aug. 20, 2014, and the $5,000 grand-prize sponsorship will be awarded Sept. 24, 2014.
American Petroleum Institute's
Motor Oil Matters Website Receives Virtual Tune-Up The American Petroleum Institute unveiled its newly refurbished website for the Motor Oil Matters (MOM) program, featuring new content and a redesigned architecture to help clearly identify and direct consumers and industry audiences to the right content for their needs.
Motor Oil Matters is a consumer education and industry watchdog program run by the American Petroleum Institute, established to stress the benefits of quality motor oils and bring together consumers and all parts of the motor oil business to ensure drivers get the right motor oil for their cars and trucks – every time. For consumers, the new site has been rebuilt to reinforce MOM’s position as a quality resource for information on car care and engine maintenance, including an extended database of educational automotive material controlled by an enhanced SiteCore content management system.
FRAM Shows Drivers How to “Do It Right” in New National Advertising Campaign FRAM unveiled a new national creative campaign from Dallas independent agency The Richards Group. Titled “Do It Right,” the work expresses the idea that for those who want to do right by their vehicles, FRAM filters are the only choice. The campaign debuted March 3, 2014, and includes TV, digital, print and on-site event activation components. The “Do It Right” campaign humorously illustrates sport competitions where the right equipment makes all the difference, similar to working on your car. ■
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Gonzo’sToolbox By Scott “Gonzo” Weaver
Best of the Best Tales from the Vision HiTech Training & Expo
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he 2014 Vision HiTech Training & Expo took place at the Overland Park Convention Center in Kansas City. I try to attend every year, take some classes, browse the expo, and meet up with some old friends. Classes range from hybrid service, scope and scanner reading, diesel and gas engine driveability, and shop management. Some of the top instructors gather at this convention and put together some of the best classes I’ve ever attended. Whether it’s your first or 40th year in the repair business, you’ll learn something new from attending the Vision HiTech convention.
I also sat in on classes covering scope reading, diesel diagnostics and hybrid diagnostics. Every one of them was top notch.
The Expo Then, with time to spare, I made the rounds through the expo and talked with several vendors and suppliers. From tires to tools to demonstrations, there was something for every form of automotive repair.
The Classes Most of the classes were all day — the morning half was lecture and familiarization with the tools and specifications while the afternoon session was hands-on. Each contained exceptional information and instruction. The first class I attended was on hybrid battery servicing. The class went deep into the theory behind the technology, how it works and how to properly charge, discharge and test each cell separately. Go to www.bfeRAPIDRESPONSE.com
The People All of the classes, seminars on future technology, luncheon speeches, live podcasts and “think tank” discussion panels were impressive and well received. For me though, the guys and gals in attendance, the ones that swing the wrenches in the service bays across the country, were just as impressive. This convention brings out the cream of the crop — those professionals who are seeking to become better technicians. You
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Gonzo’s Toolbox don’t go to one of these conventions to learn to be a “parts changer.” This is the type of convention you attend to become one of the best. An email I received said it best: “I learned a lot at the convention, and now I’m back at my job and have to deal with all of these not-so-educated guys from other repair shops all over again.” What he means is there are so many variations of the word “mechanic” out there that a lot of people just lump us all together. It almost sounds like a four-letter word when somebody is at the service counter and says, “My friend already told me what’s wrong because he’s a mechanic just like you.” In my opinion, what they are really telling me is their “mechanic” either doesn’t have the tools to perform the necessary repair, or they have never taken any training on how to perform the repair. These are the “mechanics” that give the rest of the auto industry a bad name. Parts changers, guess-and-go repair shops, and the proverbial, “I had the codes checked at the parts store.” For the technicians attending these training conventions, it’s all about learning or updating their skills, not about changing parts. Don’t get me wrong; there are still top-notch technicians out there who didn’t attend this convention. If you’re reading this, then you obviously are engaged in our industry. I’m talking about those “mechanics” who don’t attend conventions, don’t read the latest technical articles and procedures, don’t keep up with the technology and don’t want any part of learning Go to www.bfeRAPIDRESPONSE.com
up-to-date practices because they either think they already know everything or are to dang stubborn to think somebody might know more. You’re never too old to learn something new.
The Best of the Best The other nice part about attending a convention like Vision is the meet and greet aspect. You’re at a convention where likeminded individuals are in attendance; you’re on common ground. They understand the daily grind, the diagnostic and tool issues, the grease and grime, and what it’s like to try to make a living from the underside of a hood. Each of them has a story to tell, and it was common to see techs from different parts of the country get together at the nearest watering hole and swap their latest stories. When the evening came to a close, everyone left with a newfound respect for their trade, themselves and the other attendees. So, there’s a lot more going on at these conventions than classes and sales pitches. It’s a place for the best of the best to meet the rest of the best of the best. I’m never disappointed after spending a few hours with some of the guys and gals at these conventions, and I plan on continuing to do so. Until we reach a point in the future where all this car knowledge can be surgically implanted or is taken over by some weird, futuristic robot control, attending a few classes to increase your knowledge is important. Let’s face it; to keep those computerized metal monsters on the road, it’s going to take the best of the best. ■
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AlignmentSpec
By Andrew Markel | EDITOR
Sponsored by:
2005-2011
Toyota Sienna Minivan
T
he second-generation Toyota Sienna minivan is based on the Camry platform, and comes in both 2WD and AWD versions. When aligning this vehicle, there are three things you should know. First, a Sienna with stability control will require a recalibration of the steering angle sensor. Second, rear tire wear can be a problem on some vehicles. Third, runflat tires can be expensive and difficult to service.
FRONT SUSPENSION The front suspension of the Sienna is a MacPherson strut design. There is no caster adjustment. Camber can be adjusted by installing cam bolts in the lower mounting
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hole of the strut. Some kits can give ±1.75º of camber. Keep an eye on the caster and camber cross-tolerances because a significant difference between the two sides could cause a pulling condition. When inspecting the front suspension of the Sienna, pay attention to the sway bar links, these can wear out at the end. Also, the bushing in the rear of the control arm can wear out. Tearing or separation of the rubber from the carrier is grounds for replacement.
REAR SUSPENSION The Sienna uses a trailing arm beam axle in the rear on both the 2WD and AWD models.
No adjustments are built into the axle. Aftermarket shims can be installed between the axle and bearing flange to adjust the toe and camber. These shims can adjust the camber or toe by ±1.00º. The most common problem reported by drivers is inner edge tire wear on rear tires. The main culprit is lack of rotation. In some cases, it is a problem with the axle being out of alignment. Also, ride heights and overloading can cause edge wear. But, proper ratation can increase tire life. There was a recall on these vehicles for the spare tire carrier on the 1998-2010 2WD models. The cable used to raise and lower the spare tire could corrode and break, so make sure
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AlignmentSpec the spare is secure. The differential for the AWD models took up the space for the spare. This is why Toyota made run-flat tires standard on AWD models.
ZERO-POINT CALIBRATION Late-model vans (2004 to current) require a scan tool and special procedure to perform a zero-point calibration of the steering angle, yaw and deceleration sensors. It is highly recommended to do this through the OBDII port. You can disconnect the negative battery cable, but this can’t confirm that the system has been calibrated properly. It’s common to perform the battery disconnect procedure only to have the vehicle return with the VSC light on. Use a scan tool, or Hunter’s CodeLink tool, which is programmed to address Toyota’s requirements relative to the VSC zero-point calibration. Hunter has simplified the process with a seamless transition from the final front toe adjustment to the required reset. You can reset the system by jumping two pins in the diagnostic connector and/or disconnecting the battery, but there is no way to confirm or document that 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 Sienna is located behind the steering wheel and is a high-resoReader Service: Go to www.bfeRAPIDRESPONSE.com
32 April 2014 | BrakeandFrontEnd.com
AlignmentSpec lution sensor. The VSC system relies on accurate steering input from the steering angle sensor to analyze a situa-
REAR
tion and apply appropriate measures to help direct the vehicle on the intended path. The Toyota VSC system uses the information from the steering position sensor and compares the information to the yaw and deceleration sensor to determine what the car is doing. After the recalibration, the vehicle should be drive for five minute and at least one lock-tolock turn is performed.
RUN-FLAT TIRES When run-flat tires were first introduced on the AWD Sienna in 2004, replacement Dunlop DSST or Bridgestone tires could cost as much as $700 each. Today, replacement tires can be found in the $200 range. Tires get more expensive as the Uniform Tire Quality Grading Standard (UTQGS) rating for wear increases. The 2004-2006 Sienna AWD models were part of a successful class action lawsuit that alleged the tires were wearing prematurely and unevenly. Plaintiffs were given a tire warranty that gave them new tires if the existing set wore out before three years or 36,000 miles. There was no reimbursement for alignments. Many owners reported their tires wore out in as little as 15,000 miles, with most of the wear occuring at the rear according to consumer complaints. It is possible to replace the runflat tires with standard tires, but the customer should buy a spare tire, inflation kit with sealant or a roadside service plan. If they go with the spare tire option, on AWD models the spare can take up room behind the thirdrow seat and prevent the seats from being folded flat. â– Reader Service: Go to www.bfeRAPIDRESPONSE.com
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BrakeJob
By Andrew Markel
GM Late-Model Brake Job Tips
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M currently has about eight active vehicle platforms in North America, and many of these platforms share foundation brake technology and systems, like ABS and parking brakes. Compared to the previous generation of GM vehicles, these brake systems are more robust, yet more precise, and focused on reducing brake noise problems. Nearly every GM passenger car and light truck platform is designed around ceramic brake pad formulations. New caliper and knuckle designs have been incorporated, and small items like guide pins and abutment clips have been redesigned. These changes have helped GM climb the J.D. Power & Associates Initial Quality Rankings in the past five years.
TORQUE ANGLES
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In 2007, GM started using caliper bracket bolts that were different in appearance than previous fasteners. In order to reinstall the caliper bracket, you need a torque angle gauge and two new caliper bracket bolts. The bolts are torque-toyield (TTY) mounting fasteners that stretch — they are torqued beyond the state of elasticity and undergo a plastic transformation, causing them to become permanently elongated. These bolts use high-strength threadlocker to hold them in place (that’s the “red stuff”). Some front caliper bracket bolts need tightened to 150 Nm (111 ft.-lb.), and the bolt needs turned 45º and then another 15 degrees. Rear calipers should be tightened to 100 Nm (74 ft.-lb.) and turned
This caliper bracket bolt is a torque-toyield fastener. GM recommends replacement if the bracket is removed.
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BrakeJob 60º. GM advises that the caliper bolts should be replaced every time the bracket is removed.
GM has been using these abutment clips that reduce noise and drag.
GUIDE PINS GM realized that corrosion and contamination of the guide pins and bores were the leading causes of uneven and premature brake pad wear. In order to extend the life of the pads and calipers, GM started using special plating and coating on the guide pins. Black oxide treatment on a guide pin from a 2010 GMC Acadia.
Do not use any air tools to remove the guide pin bolts; use hand tools only. Use an open-end wrench to hold the caliper guide pin in line with the brake caliper while removing or installing the caliper guide pin bolt. Failure to take this precaution can cause the pin to spin in the bore and scrape the plating. Special plating on guide pin from a 2013 Chevy Malibu
more than 80 percent of GM’s U.S. vehicles by model year 2016. FNC keeps rotors free of surface rust that causes “lot rot” and leads to brake pedal or steering wheel shudder. Application of the FNC technology involves an additional manufacturing process that heats the rotors at 560º C for up to 24 hours in a giant oven. Inside the nitrogen-rich atmosphere, nitrogen atoms bond to the surface of the steel rotor, hardening and strengthening the rotor. This hardened layer causes the rotor to wear slower and reduces corrosion, which means less brake dust because the largest contributor of visible brake dust on wheels is generated by the rotor. GM recommends the use of an onthe-car lathe and Brake Align shims to correct assembled lateral runout.
PARKING BRAKES
ROTORS In 2011, GM started to use Ferritic Nitrocarburizing (FNC) rotors on some vehicles. FNC rotors were first introduced on the Buick Lacrosse and Regal as well as on the Chevrolet Malibu, Impala and Volt in 2011. FNC rotors will be used on
Many 2010 and newer GM vehicles now have an electric parking brake switch in the center console that takes the place of the manual parking brake system with a foot pedal or release handle. The electric parking brake is used for more than parking, too. The system can be used for hill starts and, in hybrids, during stop/start engine operation. The parking brake control module
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BrakeJob has an internal motor, apply actuator, release actuator and temperature sensor. The parking brake control module also contains the logic for applying and releasing the parking brake when commanded by the parking brake control switch. When the parking brake control module receives a signal from the switch, the internal circuit board temperature is checked to verify it is within operating range before the control module performs the requested operation. The system also adjusts the rear parking brake. When there is insufficient electrical power, the electric parking brake cannot be applied or released. If the red parking brake light is flashing, the electric parking brake is only partially applied or released, or there is a problem with the electric parking brake. The message “Service Park Brake” will be displayed. To release the electric parking brake, turn the ignition switch to the ON or RUN position, apply and hold the brake pedal, and push down momentarily on the parking brake control switch. When the electric parking brake is released, the red parking brake light turns off. If the electronic parking brake control module is replaced, or if there is a concern with either low pedal, noise or the brake is not holding, the module can be calibrated with or without a scan tool on most GM models. In the event you need to release the electric parking brake and the battery is dead, the EPD typically can be accessed in one of the rear wheel wells. Using a square-drive tool, rotate the mechanism clockwise until the tension is fully released from the Go to www.bfeRAPIDRESPONSE.com
parking brake cables. Up to 50 turns may be required until the parking brake cable tension is fully released.
TWO-MODE HYBRID BRAKES The two-mode full-sized hybrid system has a unique brake pedal feel because the hydraulic system is not the sole provider of vehicle deceleration. The hybrid system blends in regenerative and hydraulic braking forces depending upon vehicle conditions. Over several braking events, the customer may perceive that he or she is applying a consistent brake force, and yet the vehicle may decelerate at slightly different rates. This is a normal operating characteristic to maximize fuel economy. The two-mode hybrid vehicle uses a braking system that employs a high-speed electric motor/pump. Pump operation can sometimes be felt in the brake pedal as the system builds pressure. This is most noticeable to customers who start the vehicle with their foot on the brake pedal. Technicians who are disconnecting the battery must wait for a period of at least one minute with the ignition in the “off” position without pausing at “accessory” and without applying the brake pedal prior to disconnecting the negative battery cable. These steps are necessary to allow the brake system pressure relief procedure to occur. Failure to follow these steps may result in warning lamps and/or DTCs being set pertaining to interruption of the pressure relief procedure. Other vehicle systems may also be affected by not allowing a one-minute duration for power-down. ■
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Bearings
By Andrew Markel | EDITOR
The Complexity of a Cartridge-style Wheel Bearing Know the Inspection, Removal, Installation Nuances of this New-School Bearing
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ore and more vehicles are being equipped with cartridge-style wheel bearings — a style that requires a lot more labor to replace when compared to hub units or tapered roller bearings. What’s new? What should you watch for? While the fundamentals of the job have not changed since the 1980s, what has changed is the complexity of the knuckle and the bearing seals.
INSPECTION Noise is still the main indication of a bad bearing. Bearing noise will change as the vehicle is turned and the bearing is loaded. As a rule, there should be no perceptible play in the cartridge-style wheel bearing, but a bad wheel bearing will make little noise. Instead, the symptom of a worn bearing will manifest in the form of an erratic wheel speed sensor signal or a wheel speed sensor code in the ABS module.
REMOVAL Removing a cartridge-style wheel bearing is not an easy task. Pressing out the bearing requires significant disassembly and force. The main precaution is not to use an impact to remove the axle nut because an impact on some vehicles can damage the needle bearings on CV joints. While an impact may not seem as powerful as the engine, if the suspension is at full droop, the angles of the joint could damage some of the delicate surfaces. Also, the rattling caused by an impact is not good for the differential.
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Bearings come in contact with the seal, and make sure the seal with the tone ring faces inward. When pressing the bearing into the bore, make sure it is not cocked or misaligned.
Treat the wiring harness of the wheel speed sensor with care when you remove the wheel speed sensor.
KNUCKLE & AXLE INSPECTION Once the old bearing has been removed, take the time to clean and inspect the bearing bore and the surfaces of the axle that make contact with the bearing. Any debris or imperfections can prevent the bearing from seating properly and prevent the pre-load from setting properly. Check the bore for roundness using a snap bore gauge. The gauge should rotate in the bore easily. Any distortion in the bore can cause a new bearing to fail prematurely.
INSTALLATION When you pull the new bearing from the box, you will notice the bearing is difficult to turn. This is normal. The grease in the new bearing is designed to be thicker during transport to prevent balls or rollers from rubbing on the races and causing surface damage. As the bearing heats up after installation, the solids in the grease melt and change. When pressing in the new bearing, make sure the adapter does not Reader Service: Go to www.bfeRAPIDRESPONSE.com BrakeandFrontEnd.com 43
Bearings
KILLED BY A CURB The reason most bearings fail is twofold. First, a significant impact can cause the balls to make a mark in the outer race. When a vehicle hits a curb, pothole or other object in its path, the force is transferred to the small surface area of the bearing. The impact may cause damage to the races and the rollers/balls. This damage is called brinelling. Brinell marks may or may not cause the bearing to make noise immediately, but, as the marks keep rotating, they will damage
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the entire bearing. If the impact is great enough, the pre-load on the bearing could change. This leads to runout and endplay. This damage can also cause hot spots that destroy the grease in the bearing. When the extra play and lack of grease work together, the condition of the bearing can rapidly deteriorate. This eventually causes noise and failure. On the cartridge-style bearing, look to the condition of the seals for evidence that the pre-load was destroyed. On the inner seal, the balls will impact the seal, and the reluctor ring on the outer seal will show signs of heat damage. When the ring separates from the rubber material, the wheel speed sensor stops working. The tone ring is magnetic and can be detected using a card that locates the permanent magnets in the seal. â–
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ASE A4 Test Prep Steering Linkage Service
Understand parallelism and know how to install new steering links
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he two most common types of steering linkage are parallelism and rack and pinion. Parallelism steering linkage uses the pitman arm and idler arm to support the center link, forming a parallelogram. Tie rods connect a center link to the steering knuckles. In a rack and pinion steering system, the rack takes the place of the center link. It moves back and forth across the pinion, and tie rods connect it to the steering knuckles.
From the ASE A4 Task List: Inspect and adjust front and rear steering linkage geometry (including parallelism and ride height).
Parallelism Explained In a parallelism steering linkage, the vehicle steers smoothly when the center link is parallel to the ground — that is parallelism. If the center link is not parallel, the cause may be a bent or incorrectly positioned idler or pitman arm, which affects tie rod position, which leads to bump steer and an unequal turning radius. Check parallelism after you replace parts in the steering linkage. • First, make sure ride height is equal on each side of the vehicle, that tire pressures are correct and that the vehicle is parked on a level surface.
• Position the wheels straight ahead and center the steering gear. • Locate the points where the pitman and idler arms connect the center link and measure the distance from these points to the ground. Some center links have flat-machined surfaces for making these measurements. • The distance from the pitman arm side and the idler arm side of the center link to the ground should not differ by more than 0.06 inch (1.5 mm). To adjust parallelism, raise the vehicle on a frame-contact hoist. Then, depending on the vehicle, either loosen the idler arm mounting bolts and reposition the arm in the slots on the frame, or turn a threaded bushing at the base of the idler arm mounting bracket to change idler arm position.
Separating and Installing Steering Links Replace steering links if their ball joints are worn because the wear causes loose steering and wander or if the joint dust covers are ripped or damaged. The dust cover prevents joint damage and lubricant leaks. To remove a link from the steering linkage, separate the ball joints that connect to other links at each end. ■
Online ASE A4 Test Prep: Ball Joints
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Technician A: “Excessive radial play found during a ball joint wear inspection indicates a worn load carrying ball joint. Technician B: “Ball joint wear must
be checked with the suspension fully loaded.” Who is right? Get the answer and a ball joint tutorial from AVI at BrakeandFrontEnd.com. Just search for this feature, click, and scroll to the end.
TPMS
By Sean Phillips | Contributing editor
Real-World TPMS Tips & Tricks STRAIGHT FROM THE FIELD, HERE ARE SEVERAL SERVICE TIPS FOR REDUCING COMEBACKS AND PUTTING CUSTOMERS AT EASE
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f you’re a shop owner or technician, you know that TPMS has been mandatory equipment on all cars since 2007. You’re probably also aware that many of your customers do not know this, nor do they generally know much about the fragile nature of the sensors inside their tires. This disconnect can cause customer/dealer conflict, especially when it comes to corrosion issues, to which TPMS valve stems have proven particularly — and fatally — vulnerable. Corrosion weakens the TPMS sensor
stem, which makes removing stuck parts without breaking the stem an exercise filled with danger. Corrosion problems plague nearly every part of the valve stem: • Metal parts rust-weld to the stem and freeze. • Mistakenly install a brass valve core into the stem and within a short period of time it will be impossible to remove without destroying the internal threads. • And each type of corrosion weakens the sensor stem itself.
REMOVING STUCK PARTS
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Andrew Pearl, a manager at Direct Tire & Auto Service in Boston, gave me his magic trick for loosening corroded parts: “A little PB Blaster, let it sit and just work it out, as opposed to one good pull. Work it back and forth and sometimes you get lucky.” Mike Ryan, a manager for a nearby Firestone Complete Auto Care, agreed: “We were able to take PB Blaster and basically just soak the living heck out of the area where they’re stuck together. They were able to break free if you move it slowly.” Ryan noted he even tested PB Blaster against “a different kind” of penetrating oil. “We got the PB one off, and then we had to clean the other penetrating oil off and use PB on it to get it loose.” But sometimes even the power of PB won’t help. Weakened valve stems will often break under the least amount of torque, and quite often, even if you get the nut loose, the damage already has been done. “Many of the threads [of the corroded TPMS sensor stems]
TPMS
REPLACEMENT AVAILABILITY
that the nut goes onto tend to basically turn into dust,” Ryan added. To make this process even more complex, there are also the National Highway Traffic Safety Administration (NHTSA) regulations on TPMS, which basically say that if a sensor breaks before it gets into your shop, you can put in a temporary rubber valve stem (if you must), but if it breaks in your shop, you can’t release the car until the TPMS sensor is replaced. Many of my interviewees expressed frustration at the effects of “irreparable long-term corrosion” being defined by NHTSA as “breaking in your shop.”
This, of course, means that dealers and techs must have quick access to replacement sensors in an environment where covering the market involves a very large number of sensor SKUs. “I do know that there have been times when we needed to keep a customer’s car due to a lack of replacement sensors,“ said Keith Cudgma, a district manager for Firestone Complete Auto Care. Since few installers will actually carry the wide variety of replacement sensors needed to cover the industry, they rely on the quick availability of OE and aftermarket sensors from dealers and auto parts wholesalers. Pearl agreed that the availability of OE sensors is much better than it was in the early years of TPMS. “Typically dealers have [OE sensors] on the shelf because it’s a known problem,” Ryan said. “I would say that I can probably get 80%-90% of the sensors that are out there.” The two managers differ widely in their assessment of aftermarket sensors, however, with Pearl dismissing replacement sensors Go to www.bfeRAPIDRESPONSE.com
TPMS that “don’t pick up readings” as “more headache than they’re worth,” and Ryan praising them. “There’s very, very few that when you install them you have any issues.”
OUNCE OF PREVENTION Especially vulnerable or not, the only real key to preventing corrosion is proper maintenance of the parts. That’s why the service packs, which contain replacements for every small part that attaches to the valve stem — the nut, valve core, valve cap and any rubber gaskets necessary to seal the valve stem hole — are so important. Some customers might think the service pack is really just a boondoggle so that shops can charge more, but nothing could be further from the truth. It’s critical to change these parts often to ensure proper TPMS function, to keep corrosion from taking hold inside the threads, and to keep the rubber gaskets from drying out and cracking.
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“It’s really just like the old days,” Ryan said. “Whenever we were going to do a tire, we’d replace the valve stem. It’s the same principle, basically. You have rubber in there — it dries out, the seal may leak from that. You don’t want that to happen.” As for customer opposition, Ryan said he has not seen any problems with the cost of service packs because “they cost pretty much the same as a valve stem used to cost.”
COMMUNICATION IS KEY As difficult as it may be to deal with corroded valve stems, dealing with the customer can sometimes be more difficult if not handled correctly. Everyone we spoke with stressed the extreme importance of communication at every step. Cudgma noted, “It comes down to the communication. If the communication is handled properly and the customer is informed, there are no surprises. But if you break it and then inform the customer, it normally doesn’t go real well.” What that means is tell the customer first if you even think that a valve stem might break. If you predict to the customer that something might break before it happens, when it does happen, they will at least know it was not out of carelessness. Ryan stressed the value of being prepared for possible issues. “And if you know of some vehicles that usually have more [corrosion] problems than others, like Dodge or Chrysler, for instance, you know who to tell, ‘Hey, we’ll probably have a problem. We’ll try not to, but…’” “If we’re going to service the tire and it looks like the TPMS sensor is going to break or require replacement, then we inform the customer prior to starting the job,” Cudgma said. “If we end up breaking it and we haven’t informed the customer, we replace the sensor at no charge.” It also means you have to let the customer know honestly what the expense might be. “Some people will get frustrated,” Ryan said. “I don’t think they realize the expense that can be involved with TPMS. It’s like with early run-flat tires. People didn’t realize they were going to last 30,000 miles, that there was no spare and they were going to have to spend $1,200 for a replacement set. People are starting to get used to it.” ■
Tech Tips Perform Transmission Fluid Service By ‘Severe Duty’ Change Interval Improved lubricants have allowed service intervals to extend for many vehicles with automatic transmissions, utilizing “lifetime fluids.” In the past, service recommendations for automatic transmissions were based on time/mileage tied to requirements of new vehicle warranties (2-3 years or 30,000 miles). Lifetime fluid recommendations are now 5-10 years or the life of the vehicle (100,000 miles) unless the vehicle is subjected to “severe duty.” The question that often comes up next: When is it appropriate to perform a fluid service? Taken directly from OEM owners’ manuals, “severe duty” has historically been defined as: • Operation of vehicle when ambient temperature is above 100° F or below 0° F. • Carrying heavy loads or multiple passengers on a daily basis. • High-speed highway or interstate driving for extended periods of time. • Driving in hilly or mountainous areas. • Stop-and-go driving. By definition, drivers are engaged in severeduty vehicle operation most of the time. The severity and non-stop cold weather of this recent winter is a perfect example of severe-duty conditions that really stress and deteriorate all of the lubricants in a vehicle. The standard recommendation is to cut the recommended change interval (30,000 - 100,000 miles) in half and perform service based on severe duty (15,000 - 50,000 miles). Most drivers are looking to minimize the cost of ownership and still meet the warranty requirements. Most warranties clearly state that failure to perform routine maintenance will void the warranty. When we service vehicles, we owe it to our customers to qualify their driving habits. We need to show them if they operate their vehicle in a manner that may require a more frequent service cycle. When we provide the customer with the advice and service they need to maintain their vehicle and OE warranty based on real world considerations, we instill trust, confidence and loyalty. Courtesy of Lubegard ■
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» Spotlight
ADVICS
THE BEST CHOICE ADVICS Brake Discs and Ultra-Premium Brake Pads The optimum control derived from ADVICS brake products assures safe and reliable vehicle performance for passenger cars and light trucks. Rotor wear can be attributed to many reasons, including the type of brake pad chosen. When replacing rotors with ADVICS Brake Discs, it is a good idea to also replace the brake pads with ADVICS Ultra-Premium Brake Pads. • OE Precision fit for safe, consistent, braking performance • Exacting tolerances ensure immediate and reliable response to pedal input • Free flowing air through brake discs provide even heat dissipation for longer life • Brake Pads engineered to virtually eliminate vibration, noise and pedal shudders As a premier supplier of original equipment brake system products to well-known manufacturers, such as Toyota and Lexus, ADVICS manufacturers superior-quality, performance-driven, braking components. These specifications are derived from extensive testing and engineering, including vehicle movement simulations, brake squeal and vibration analysis, dynamometer performance testing, durability assessment, and in-vehicle calibration studies.
ADVICS North America, Inc. 1-800-225-4081 www.advics-na.com Reader Service: Go to www.bfeRAPIDRESPONSE.com
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ADVERTORIAL
» Spotlight
Federated
XX
Let Federated and KYB Help You Become the ESC Expert Do you know what ESC is? If it has not already been part of work load, maintaining and repairing ESC systems is going to become an important part of your service work. Being knowledgeable and prepared to service ESC systems is not only going to make you a hero to your customers, it is also going to allow you to take advantage of a great business opportunity. ESC, or Electronic Stability Control, is vehicle technology designed to reduce accidents and save lives. It is a high-tech on-board electronic system that helps prevent spin-outs and roll-overs. ESC is now required on all new cars, light trucks and SUVs. Most accidents that involve losing control of the vehicle occur when the vehicle is driven beyond its traction limits, such as over-steer or understeer conditions, or driving too fast for road conditions. ESC senses the conditions that could cause a roll-over and then takes the appropriate action to prevent it from happening. It instantly reduces engine speed and applies one of the individual wheel brakes in just the right amount to keep the vehicle in control. If a vehicle in your shop is model year 2000 or newer, it may have ESC. In fact, the U.S. government has mandated that all 2012 vehicles must have ESC safety systems. Some of the vehicles you service may have an ESC system and you may not even know it since ESC is sometimes called by different names depending on the manufacturer. A vehicle’s ESC system has an array of sensors providing vehicle operation conditions to one of the vehicle's on-board computers. When the computer determines that the vehicle is losing control, it instantly begins reducing engine speed through the ADVERTORIAL
engine management system and then applies the appropriate individual brake in just the right proportions to keep the vehicle in control.
The second important reason is that replacement parts (like shocks and struts) must be calibrated to perform within the vehicle’s design. Some aftermarket parts (especially low cost/low quality parts) are not as compatible. These parts will affect the performance of ESC and may cause brakes to apply when vehicle owners don’t want them to be applied. Federated and KYB are working together to give you an ESC program that will provide you the training and high-quality KYB parts that will make you an ESC expert. For more information, contact your Federated Auto Parts distributor.
There are two big reasons to know whether the vehicle has ESC or not. One is that the effectiveness of ESC is limited by the ability of the tires and the vehicle’s suspension. If the tires can’t grip the road, then it’s just like driving on ice and will cause the ESC system to engage when it is not needed. Therefore, it is important to have good tires and ride control components that aren’t worn.
Federated Auto Parts 540-885-8460 www.FederatedAutoParts.com Reader Service: Go to www.bfeRAPIDRESPONSE.com BrakeandFrontEnd.com
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The Rancho line of performance suspension and shocks now includes additional RS7000MT steering stabilizer series coverage of 1950 and newer Chevrolet and GMC truck and SUV models. Built with core RS7000MT monotube series technology, RS7000MT steering stabilizers help provide ride and handling characteristics that are ideal for off-road driving or towing. Monotube technology included in RS7000MT steering stabilizers allows for quick dissipation of heat from use and helps to protect the shock from overheating and failure during extreme use. Reader Service: Go to www.bfeRAPIDRESPONSE.com
NAPA’s Platinum Filter offers technology for the latest advancements in synthetic oil and performance oil filters. Featuring a host of oil filter innovations, including wire re-enforced fully synthetic media and an ultra-durable Hydrogenerated Nitrile compound anti-drain back valve (where applicable), this oil filter provides the ultimate protection in the NAPA Family of oil filters. Visit www.napafilters.com for more information. Reader Service: Go to www.bfeRAPIDRESPONSE.com
Bosch announced the expansion of its line of EuroLine Disc Brake Pads, making 66 new part numbers available. Bosch EuroLine pads use fine blank steel backing plates where available, which provides improved braking performance attributed to precise abutment dimensions and smooth edge surfaces that glide across the slipper, hardware or other caliper components. The shims are thermo-bonded and wrap around the pads, when applicable to match the European OE pads. Reader Service: Go to www.bfeRAPIDRESPONSE.com
Schaeffler Group USA Inc. released an expanded 2014 LuK Diagnostic Guide, which is a complete guide to clutch operation and failure diagnosis. LuK has built upon its strategy for continuous improvement with this latest edition of the Diagnostic Guide, featuring updated and expanded technical and diagnostic materials, including: Diagnostics of the top causes of clutch failure, detailed teardown and installation procedures, clutch function and components, installation and technical tips and detailed failure and diagnostic illustrations. Reader Service: Go to www.bfeRAPIDRESPONSE.com
CRP Automotive’s AJUSA Cylinder Head Bolt Kit program offers coverage on Asian and European applications, featuring an OE-quality line of torque-to-yield (TTY) head bolts that come packaged as sets to meet vehicle-specific applications. The sets include assembly lube. Vehicle applications include popular Acura, Audi, BMW, Honda, Hyundai, Infiniti, Kia, Land Rover, Lexus, Mazda, Mercedes Benz, MINI, Mitsubishi, Nissan, Subaru, Suzuki, Toyota, Volvo and VW models. Reader Service: Go to www.bfeRAPIDRESPONSE.com
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BrakeLights 1944 – At the start of WWII, Japan occupied the rubber plantations in the Dutch East Indies. This cut U.S. manufacturers off from the largest sources of natural rubber to make tires and products for the war effort. The U.S. solved the problem using rationing, recycling and lowering the speed limit to 35 mph. Another way to save rubber was to make sure brakes were in working order. In the 1940s, most vehicles had drum brakes that did not selfadjust. If a brake shoe was worn, it might cause the wheel to lock when the brakes were applied. If the brakes were not adjusted, one wheel may lock before the others. Locking the brakes causes increased tire wear and more rubber to be taken away from the war effort. Scientists had not figured out how to make synthetic rubber or artifical rubber in large quanties. Many communities contributed to the war effort by having rubber drives that collected anything made of rubber. BRAKE & FRONT END printed this pull-out poster in the April 1944 issue for shop owners to hang in their windows. â–
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