Brake & Front End, August 2013 by Babcox Media

■ Judging Brake Pads

■ Air Ride Compressors

■ ASE A5 Guide

MAGAZINE

BrakeandFrontEnd.com August 2013

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FEATURE STORY: CATALYTIC CONVERTERS

CONTENTS 22

Active Wheel Sensor The newer active sensor uses a digital signal created by the ABS controller. This type of sensor uses a hall effect or a variable reluctance signal with a square wave pattern.

Understanding Air Ride Compressors Servicing modern air ride systems requires the right service information to interpret the “C” or chassis codes the air ride system can generate.

CATALYTIC CONVERTERS Catalytic converter failures on today’s vehicles are rarely caused by defects in catalytic converters. Almost every part on the engine determines how long it will last. Publisher Jim Merle, ext. 280 email: jmerle@babcox.com

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

Ad Services 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 Viewpoint 5 Gonzoâ&#x20AC;&#x2122;s Tool Box 6 Training Update 8 A5 Test Prep 10 Industry Review 26 Judging Brake Pads 34 Alignment Spec: Volt 40 Rotor Runout Problems 56 Tech Tips 66 Retro 67 Products 69 RAPID RESPONSE 76 Classifieds 80 Brake Lights

VICE PRESIDENT Jeff Stankard jstankard@babcox.com 330-670-1234, ext. 282 PUBLISHER Jim Merle jmerle@babcox.com 330-670-1234, ext. 280

Sales Representatives:

Bobbie Adams badams@babcox.com 330-670-1234, ext. 238 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

AUGMENTED REALITY CONTENT

IN THIS ISSUE:

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

Publication

PRESIDENT Bill Babcox bbabcox@babcox.com 330-670-1234, ext. 217

Training Update Catalytic Converter Auto-Video Inc.

6 50 71

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) (August 2013, Volume 85, Number 8): Published monthly by Babcox Media, 3550 Embassy Parkway, Akron, OH 44333 U.S.A. Phone (330) 670-1234, FAX (330) 670-0874. Periodical postage paid at Akron, OH 44333 and additional mailing offices. POSTMASTER: Send address changes to BRAKE & FRONT END, P.O. Box 13260, Akron, OH 44334-3913. BRAKE & FRONT END is a trademark of Babcox Publications, Inc. registered with the U.S. Patent and Trademark office. All rights reserved. A limited number of complimentary subscriptions are available to individuals who meet the qualification requirements. Call (330) 670-1234, Ext. 288, to speak to a subscription services representative or FAX us at (330) 670-5335. Paid Subscriptions are available for non-qualified subscribers at the following rates: U.S.: $69 for one year. Canada: $89 for one year. Canadian rates include GST. Ohio residents add current county sales tax. Other foreign rates/via air mail: $129 for one year. Payable in advance in U.S. funds. Mail payment to BRAKE & FRONT END, P.O. Box 75692, Cleveland, OH 44101-4755. VISA, MasterCard or American Express accepted.

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Viewpoint

By Andrew Markel | Editor

Selling by the Numbers What is the minimum wear spec?

verybody loves a number, especially when it comes to selling something. We often see it in the grocery store when something has 50 percent less sodium or is 25 percent larger. When it comes to brake pads, it can get you in trouble. Recently, a co-worker brought an estimate to me that said "25 percent of the material left." What really troubles me is that there is no actual "work" shown on the invoice telling how many millimeters of material is actually left on the backing plate. The "percentage" is just an "eyeball estimate." This estimate is by no means accurate, and if you asked other technicians, you would get different numbers every time. If you were to properly estimate the percentage of material worn on a brake pad, you would first have to know how much was there in the first place. This number is near impossible to find in books or on a database. Every vehicle has a "minimum wear specification" for the brake pads. This number is typically between two and three millimeters. If the rotor was worn to discard specifications, caliper piston travel maybe too excessive, or the friction material attachment method may lose its effectiveness and cause the friction material to shear away from the backing plate. The minimum thickness specifications can be found on any repair computer-based information database or in a repair manual. For the most part, these specs are between two and three millimeters. But, some vehicles will have a higher specification. This measurement is very credible in the eyes of the customer because you can tie it to an OEM specification. I love a percentage just as much as the next guy, but "eyeballed" percentages should not be used when inspecting brakes. ■

AVI PLAY’s iPad Winner Thank you to all our readers who took part in the “WIN with AVI PLAY” promotion. The winner of the iPad Mini for his repair shop is Dave Cooper of Dave’s Auto Service in Cedar, MN, davesautoserviceinc.com. Be sure to watch for additional opportunities to WIN with AVI PLAY in upcoming issues of this magazine.

AVI PLAY is an Augmented Reality (AR) App that provides smart phone and tablet users with the ability to unlock valuable technical and training content from the pages of the magazines. To download the AVI PLAY App to your smart phone or tablet, visit www.AVIplayApp.com. ■

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

DUCT TAPE... The often-used, sometimes abused wonder adhesive

hen people list the myriad of uses for duct tape, they never seem to include the various ways I’ve seen it used on the family car. I’m a big fan of duct tape, and my son has even made himself a handy little wallet, a tie, book binders and whole bunch of other cool things with it. While I’m no pro at conjuring up different uses for this stuff, I’ve seen what some creative people can do with a roll of it. Recently, I was out to dinner with the family, and, low and behold, we spotted in the parking lot a minivan with the front bumper strapped on with layers upon layers of duct tape. The owner had done a nice job, as it was definitely holding the bumper in place. You could tell it’s been that way for quite some time since all the edges were starting to fray and the inner grid of the tape was showing through. (It was probably time for another layer.) Then, there are those uses I think are really ridiculous, like using duct tape to hold up a broken electric window. It probably sounded good at the time to the person using it in this fashion, but wait until he needs to take it off. That’s usually left up to me when the car is in for repair. It will come off, but you might need a bit of elbow grease and a few

shots of cleaner and solvent along the way.

MORE CREATIVE USES The innovations that duct tape connoisseurs have dreamed up can be truly entertaining. Some time ago, I had a car come in the shop with a severe driveability problem. The service light was on and it was stalling, was hard to start, had no power, was coughing, and, for the most part, it was just plain sick. The service codes showed a rich condition and some really crazy short fuel trim values. When I opened the hood, I noticed the rubber intake plenum was completely collapsed onto itself. I thought that was a bit weird, but I thought I might as well pop it back into shape and see what happens. At first, the car sounded great, but within a few seconds it reverted to its original ailment. So next, I took the plenum off the car and investigated things a little further. I found a huge wad of duct tape wedged up against the filter box opening to the plenum. It was completely strangling the air intake system. Apparently, the owner couldn’t

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find the right size replacement air filter for the car, so he used duct tape to make the opening small enough to accommodate the wrongsized air filter he purchased. It had been on the car for so long that he had completely forgotten about it. As the duct tape adhesive deteriorated, it started to slowly ball up at the connection between the filter box and the leading edge of the plenum. One new (correct) air filter and a lot less duct tape took care of the problem. I know it’s called “duct tape,” and this is a duct, but not the kind of duct to be using it on. (I’ll have to add this to my list of failed uses for duct tape.) Duct tape is a good thing to keep around for a variety of emergency repairs. It has a purpose no matter where you are or where you go. I keep a roll handy in my toolbox all the time because I never know when I’ll need even a few strips of it. Just ask the guys on Apollo 13 how valuable a roll of duct tape was to them. Duct tape … if it’s good enough for NASA, it’s certainly good enough for me. ■

BrakeandFrontEnd.com

Training Updates TECHNICIAN TRAINING OPPORTUNITIES • Arnott Air Suspension Installation Videos For information, visit www.youtube.com/user/ArnottAir • The Automotive Training Group Releases 2013 GM Engine Performance Course And Training Manual For information, call 800-233-3182 or visit http://atgtraining.com • AVI Training Conference November 4-5 in Las Vegas, Nev. For information, visit www.aviconference.com or contact AVI at 800-718-7246. • Dill Air Controls TPMS Educational Videos To view the videos, go to www.dillvalves.com. • Elite Shop Management Training Seminars/Webinars For additional information, visit http://www.eliteworldwidestore.com/automotive-seminars-andwebinars.html • Federal-Mogul Technical Education Center (TEC) training programs To register for a Federal-Mogul TEC training workshop and to access any archived

• Webinar, follow the “Aftermarket” and “Technical” links at www.federalmogul.com or call (888) 771-6005. To register for any Federal-Mogul TEC live webinar, go to www.federalmoguletec.com. • FRAM Filtration 2013 cross-country tour featuring a mobile education unit equipped with interactive displays around oil and air filtration and FRAM’s products For regular updates on FRAM mobile education unit summer tour appearances, fans should visit FRAM on Facebook at facebook.com/framfiltration or follow FRAM on Twitter at @FRAM_Filters. • Mitchell 1 Shop Management System Training Workshop October 3-5 in Jacksonville, Fla. For information, visit the www.buymitchell1.com/form/m1usersinfo.htm. • Raybestos Training Module Expands Techs' Professional Skills Technicians can further enhance their installation and service skills with e-learning training modules from Raybestos 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. • Standard Motor Products, Inc.’s TechSmart Tech Session Training Videos Available for viewing at www.youtube.com/TechSmartParts and www.facebook.com/TechSmartParts by clicking on the video channel button. • Walker Emissions Control Diagnostics Workshop from Tenneco For information, visit www.walkerexhaust.com/events. ■ If you would like your training offerings profiled here in a future issue of BRAKE & FRONT END, email tfritz@Babcox.com.

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Quick Tip

A5 Test Prep:

High-Speed Communications UNDER TOPIC F OF THE ASE A5 TASK LIST IS: • Observe electronic brake control system indicator light(s) at startup and during road test; determine if further diagnosis is needed. • Diagnose electronic brake control system, electronic control(s), components and circuits using on-board diagnosis and/or recommended test equipment; determine needed repairs. In addition to knowing the basics, you should brush up on your knowledge of the Controller Area Network (CAN) serial data bus and how the ABS/ESC module communicates with sensors and modules, like the ECM. Most late-model sensor modules connect to the CAN bus. The sensors can connect directly to the ABS/ESC module on a CAN bus or it can be part of the overall CAN network in a loop that connects various modules in the vehicle. A CAN bus is a high-speed serial data network that communicates in binary language to other modules or nodes. When you connect your scan tool to a vehicle, it becomes a node on a network. High-speed CAN buses, like GM LAN, use

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just two wires per module or node to communicate vast amounts of data. This means that a node, like a steering angle module, has to have the ability to interpret and create signals that can be understood by the other modules on the bus.

WHAT TO UNDERSTAND 1. For ABS, ESC and traction control to work together, it requires the modules to communicate with each other. 2. An ABS module can also tell the engine to shut the throttle or retard the spark to control wheel spin. 3. High-Speed CAN networks communicate using only two wires. 4. CAN wires can be accessed through the OBD II DLC connection under the dash. 5. A node is another name for a module or sensor cluster that communicates on the network. 6. Some newer cars have a bus that just has the ABS/ESC module and engine ECM. ■

Industry Review

AVI Training Conference Returns To AAPEX The AVI Training Conference will again take place alongside the Automotive Aftermarket Products Expo (AAPEX), giving attendees the opportunity to participate in two industry events while in Las Vegas. The AVI Conference is slated for Monday, Nov. 4 and Tuesday, Nov. 5, while AAPEX is set for Nov. 5 through Thursday, Nov. 7. Both events will take place at the Sands Expo Center. AVI’s Conference will feature more than 20 high-end technical classes and management classes to help technicians, service advisors and shop owners be more efficient. Technical topics include: advanced driveability, diagnostic approaches, Bosch technologies, emissions control, schematics and more. Management classes will be geared toward shop owners and will focus on marketing, customer service, selling and shop efficiency. All classes are designed to give attendees a competitive edge both technically and managerially. For more information, or a full list of classes and instructors, visit the AVI Conference website at www.aviconference.com or contact AVI directly at 800-718-7246. The conference also will include two hospitality events for networking among attendees, instructors and exhibitors. The AVI Training Conference is held in partnership with AAPEX and attendees must be registered for the AAPEX badge before they can register for the AVI Conference. To register for both conferences, or add the AVI Conference registration to an AAPEX registration, visit www.aviconference.com/register. AAPEX represents the $477 billion global motor vehicle aftermarket and is jointly sponsored by the Automotive Aftermarket Industry Association (AAIA) and the Automotive Aftermarket Suppliers Association (AASA). For more information, visit www.aapexshow.com or e-mail: info@aapexshow.com.

Spectra Premium QR Codes Provide Part-Specific Information QR Codes are available on Spectra Premium product labels. This easy to scan image provides customers instant access to part-specific information – everything needed to complete the repair. This simple scan redirects the customer to the mobile-friendly eCatalog where product images, specifications, videos, installation and technical instructions can all be accessed at www.spectrapremium.com.

August 2013 | BrakeandFrontEnd.com

Akebono Expands Coverage Of EURO Ultra-Premium Ceramic Brake Pad Line Akebono Brake Corporation has expanded the EURO ceramic brake pad product line to cover a greater number of European vehicle models. Akebono now offers 147 unique front and rear part numbers of its EURO brake pads, featuring its exclusive ceramic technology for popular European vehicle applications. “Our EURO ceramic brake pads are the industry benchmark, delivering ‘better than new’ performance to delight the drivers of European models,” said Ken Selinger, director, Akebono Aftermarket sales and marketing. “OEMs prefer and specify Akebono ceramic technology brake pads because they stop as well, or better, than conventional friction without the typical problems. ” Akebono’s ceramic technology is specified by European OEMs for definitive control of noise, vibration and harshness (NVH), dust and disc thickness variation (DTV). The pads are 100 percent manufactured in the United States and deliver a very high friction coefficient demanded by European drivers. Akebono’s ceramic formulations are designed and proven to combat common issues with European brake pad materials, especially abrasion to rotors, and they prevent pedal pulsation and keep European vehicle wheels clean. The Akebono EURO pad line has been compliant with 2021 copper legislation since its introduction in 2005. Precise application listings can be found at: http://www.showmetheparts.com/ akebono/.

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Industry Review Wagner Brake Products Announces Low-Copper Friction Breakthrough Wagner Brake Products has announced a breakthrough in low-copper automotive brake friction technology that the company says has resulted in the brand’s bestever levels of stopping power, noise control and fade resistance. The new Wagner OE21 ceramic formulations are available immediately in Wagner ThermoQuiet CeramicNXT brake pads.

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“Our engineers have developed an advanced technology that immediately meets the requirements of impending environmental restrictions and provides across-the-board improvements in performance, NVH control, durability and dusting characteristics,” said Martin Hendricks, vice president and general manager, braking, Federal-Mogul. “The OE21 formulations have enabled us to make Wagner ThermoQuiet CeramicNXT brake pads the best pads we have ever produced for the aftermarket.” Reduction of copper content in vehicle friction materials is required with the recent passage of environmental legislation in California and Washington. Currently, legislation mandates that the use of copper in new original equipment and replacement brake pads be reduced to less than 5 percent of material content by weight by Jan. 1, 2021. Rather than wait for the 2021 deadline, several global vehicle manufacturers have worked with Wagner brake engineers to integrate low-copper OE brake pads into next-generation models soon to go on sale. “Given the success of our OE lowcopper technologies, vehicle manufacturers have made copper reduction an immediate priority across their passenger vehicle platforms,” Hendricks said. “The implications of

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Industry Review the legislation extend far beyond the two states that have passed these rules. This issue is critical for all OEMs and will soon become a key issue for the aftermarket as well. The launch of our new Wagner OE21 low-copper formulations is well ahead of the legislative deadlines, and these new brake pads are now available throughout the U.S. and Canada.” Federal-Mogul reports that the proprietary OE21 formulations were developed through an advanced tribological “fingerprinting” process that enabled Wagner brake engineers first to map the dynamic properties of copper in a full range of operating conditions and then identify alternative materials that could provide improved stopping, NVH control, wear and dusting characteristics. The new formulations offer 15 percent greater stopping power and are 35 percent quieter, on average, than previous Wagner ThermoQuiet CeramicNXT formulations, the company says. In addition, ThermoQuiet pads featuring the new formulations offer up to 40 percent greater fade resistance than those equipped with previous materials, according to Federal-Mogul. “We identified materials that allow us to meet the latest environmental requirements and achieve dramatic improvements in each key operating characteristic,” Hendricks said. “This breakthrough has resulted in significant new OE business and we expect it to drive even greater demand for Wagner ThermoQuiet brake pads and shoes.” To learn more about the proprietary OE21 low-copper friction formulations and Wagner ThermoQuiet CeramicNXT brake pads, contact your Wagner brake supplier or visit www.TQBrakePads.com.

ZF Launches U.S. Website With New Applications

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ZF has announced the launch of a new U.S. website – www.zf.com/us – alongside the company’s three brand websites, including features to support ZF Services LLC. The new site offers one-click access to product information, news and events, and company information. ZF says the redesigned website will improve communication and enhance customer service. Current and prospective customers will find a range of interactive applications on the site, including the ZF Education Center, which features training and installation videos, Tech Forums on each brand page with collaboration posting boards, a Media center with downloadable sales information and a Sales and Service Network. “With the evolution of our business as

Industry Review well as the Internet, we wanted to make sure that the new website was intuitive and valuable to our customers,” said Mark Cali, product management and marketing manager, ZF Services, LLC. “Visitors to the new site will find product information quicker and easier than they did before, and ultimately a more enhanced experience while attaining the information they are seeking.” The company says new improvements and updated content will continue to be added to the site www.zf.com/us with the coming months.

'Brake Check' Promotion From Monroe Brakes Helps Motorists Save On Repairs This fall is the ideal time to have your brakes checked. And, if you need to replace your brake pads, Tenneco’s Monroe Brakes brand has a way to save. The Monroe Brakes “Brake Check” promotion – available August 1 through October 31, 2013 – offers motorists a chance to earn up to a $30 Visa prepaid card for qualifying Monroe Brakes purchases. The latest Monroe Brakes promotion is available for qualifying purchases of premium Monroe Ceramics ceramicformula and Monroe Dynamics semi-metallic brake pads. To qualify for the $30 Visa prepaid card, consumers must purchase two sets (front and rear) of Monroe Ceramics or Monroe Dynamics premium brake pads and have the products installed at a participating repair shop. To earn a $15 Visa prepaid card, consumers must purchase one set of Monroe Ceramics or Monroe Dynamics brake pads and have the products installed at a participating repair shop. To qualify for a $10 Visa prepaid card*, consumers must purchase two sets of Monroe

Ceramics or Monroe Dynamics premium brake pads. To earn a $5 Visa prepaid card*, consumers must purchase one set of Monroe Ceramics or Monroe Dynamics brake pads. Additional Brake Check promotion details, including a list of qualifying products and downloadable promotion submission forms, will be available at www.MonroeBrakes.com after August 1, 2013. To earn the Visa card rewards, all submission forms and supporting documentation must be postmarked no later than December 2, 2013. Tenneco backs Monroe Ceramics and Monroe Dynamics brake pads with a risk-free Safe & Sound Guarantee 90-day money-back offer. For details about the Monroe Brakes guarantee, go to www.monroebrakes.com/support/safe-sound-guarantee. To learn more about the Monroe Brakes “Brake Check” promotion or Monroe Brakes premium brake products, please visit www.MonroeBrakes.com or contact your Monroe Brakes automotive service shop and/or parts provider. ■

*The Brake Check $10 and $5 offers do not require participating automotive service shop installation.

16 August 2013 | BrakeandFrontEnd.com

Brake Job

he Chevy Volt at the wheels is nothing more than a Chevy Cruz. But, the similarities end under the hood at the master cylinder.

PADS & ROTORS There is nothing special about pad and rotor replacement on the Volt. The only precaution is to make sure the High Pressure Accumulator (HPA) is depleted. To deplete the HPA, the transmission must be in the PARK position, the power button in the OFF position, and

High Pressure Accumulator

the brakes not applied to ensure HPA pressure relief occurs. This process will take approximately 1 to 3 minutes. The HPA can also be depleted with the ignition OFF and the brakes cool. Apply the brakes 3-5 times, or until the brake pedal effort increases significantly, in order to deplete the brake booster power reserve. Due to regenerative braking, the brake pads and rotors will last a long time. This is why it is critical to use a high-quality brake pad. It the rear brakes are dragging or making noise, check the condition of the emergency/parking brake in the hat of the rotor. If there is pitting from rusting, the rotor must be replaced. Do not attempt to machine the surfaces.

BRAKE BLEEDING The system can be bleed manually or with a scan tool to bleed the HCU and master cylinder.

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BLEEDING SEQUENCE 1. Left front 2. Right front 3. Left rear 4. Right rear

BRAKE PEDAL FEEL SIMULATOR For the regenerative braking to work, the pressure applied to the brake pedal is measured by the system to generate braking force with the generator and charge the batteries. The system tricks the driver

Brake Job into thinking they are applying convention hydraulic brakes. On the pedal is a travel sensor and there is a pressure sensor to measure force. To allow operation of the pedal feel simulator,

the brake modulator assembly energizes and then closes the Normally Open (NO) valve to direct brake fluid only to the pedal feel simulator. The brake modulator also energizes and opens a Normally Closed (NC) valve to allow brake fluid to escape from the backside of the brake pedal feel simulator to the master cylinder reservoir, allowing the simulator piston to move. The pedal feel simulator incorporates a spring which causes increasing brake pedal effort and feedback through the master cylinder, providing brake pedal feel to the driver. Based on the amount of braking force requested by the driver and sensor data inputs of fluid pressure

throughout the brake modulator assembly passageways, the modulator uses a boost valve to continuously provide the optimal fluid pressure for use by the wheel apply circuits. The modulator assembly uses the boost valve to both build and relieve pressure within the wheel apply circuits. The boost valve meters the flow of pressurized brake fluid from the HPA to build pressure and relieves pressure as needed by venting fluid through the energized, and open, NC valve to the master cylinder reservoir. The brake modulator assembly also controls various valves in a way similar to a traditional brake modulator to blend and modulate delivery of brake fluid to the wheel apply circuits, to achieve optimal balance and brake system output performance.

BrakeandFrontEnd.com 19

Brake Job BRAKE PRESSURE SENSOR The Volt uses several brake pressure sensors mounted in the Hydraulic Control Unit. The brake pressure sensor doesn’t require calibration often. Calibration of the brake pressure sensor might be required after certain service procedures are performed.

mission taking off on a hill; a situation where no roll back is desired. Tension can be fully released from the park brake cables to allow for service of the park brake system. The tention in the cable can be released with a scan tool or manually.

PARKING BRAKE

METHOD 1

Park brake apply input force is received by activating the Electronic Parking Brake (EPB) switch signaling the EPB control module, and transfers an evenly distributed force through the parking brake cables and equalizer to the parking brake apply levers. The electric parking brake can be used to prevent roll back for vehicles with a manual trans-

1. Turn the ignition switch to the ON/RUN position with the engine OFF. 2. Place the automatic transmission in PARK or manual transmission in NEUTRAL, as equipped. 3. Apply and hold the brake pedal. The brake pedal must remain applied throughout the park brake cable tension release process. 4. Press and hold down the electronic park brake (EPB) switch approximately five seconds. 5. Observe the PARK BRAKE lamp on the instrument cluster. 6. When the PARK BRAKE lamp flashes, release then immediately press and release the EPB switch. The parking brake cable tension is fully released. 7. Release the brake pedal.

Electronic Parking Brake

In the event you need to release the EPB and the battery is dead, the following procedure may be used to release the brakes: 1. Remove the left rear tire and wheel assembly. 2. Remove the left rear wheelhouse panel liner. 3. Remove the protective plug (1) from the EPB manual release. 4. Using an appropriate square-drive tool, rotate the mechanism clockwise until the tension is fully released from the parking brake cables. Up to 50 turns may be required until the parking brake cable tension is fully released. ■

FRONT

REAR

Caliper Guide Pin Bolts: 21 ft/lbs Caliper Bracket Bolts: 80 ft/lbs Brake Pad Minimum Thickness: 2 mm Rotor Discard Thickness: 23.0 mm (0.905”) Maximum Allowable Rotor Thickness Variation: 0.025 mm (0.001”) Maximum Allowable Assembled Lateral Runout: 0.06 mm (0.002”)

Caliper Guide Pin Bolts: 21 ft/lbs Caliper Bracket Bolts: 80 ft/lbs Brake Pad Minimum Thickness: 2 mm Rotor Discard Thickness: 10 mm (0.393”) Maximum Allowable Thickness Variation: 0.025 mm (0.001”) Maximum Allowable Assembled Lateral Runout: 0.06 mm (0.002”)

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Speed Sensor By Scott “Gonzo” Weaver

Active Speed Sensor Diagnostics

here are two "types" of sensors generally found on the modern car, the passive speed sensor and the active speed sensor. They both perform the same function but work entirely different. The passive speed sensor uses a magnet with fine copper wire wrapped around it to create its own alternating magnetic field. The polarity changes from positive to negative as the tone ring passes by the magnetic field. This frequency changes with wheel speed. The newer active sensor uses a digital signal created by the ABS controller. This type of sensor uses a hall effect or a variable reluctance signal with a square wave pattern. The sensor consists of two wires; one is used as the positive (DC) voltage from the controller and the other lead as the return (Ground) to it. The advantages of the active speed sensors are their ability to read more accurately at slow speeds than the passive speed sensors. They don’t have to self-generate the needed voltage by the spinning action of the wheel. Also, since these sensors use a DC voltage, they can detect not only the speed of the wheel, but the direction of travel. This allows the controller the ability to calculate not only wheel speed, but can also be used for the hill holding and hill descent control features found on some vehicles.

HOW DOES IT WORK The active speed sensor or Go to www.bfeRAPIDRESPONSE.com

MAGNETIC MATERIAL EMBEDDED IN THE TONE RING.

“Magneto Resistive Sensor” consists of two parallel resistors and a magnetic material located at a precise distance from a permanent magnet. The resistors are about 1.4k ohms each, however if you were to measure the resistance at the wire ends you would probably see 5 to 6 mega ohms. (That’s because you are reading the resistance values of the not only the resistors but the magnetic material inside the sensor.) These parallel resistors work together to create the voltage changes you’ll see on your lab scope as the tone wheel passes by the internal magnet. The tone wheel (if flattened out) looks like the square wave pattern it creates. As the high part of the tone wheel’s tooth is near the sensor, a higher voltage is created while the opposite is done when the lower part of the tone wheel is near the sensor. Even though it is close to battery voltage at the sensor (10.6v is what I’ve found) you won’t be able to use a test light to read it. A test light consists of a ground

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Speed Sensor lead, a bulb (resistance), and the LED TESTER You'll need a 220 ohm resistor, positive end, which is basically an LED and a 12v battery source. the same thing the sensor has Disconnect the sensor from the internally minus the magnets. If car (DO NOT TRY THIS WITH you try stabbing a test light on IT HOOKED UP!), and hook up the positive lead to the sensor, the computer sees that as a possi- the battery to one side of the sensor leads. The other lead from ble short to ground. Meaning, it the sensor is hooked up to your thinks your test light is the sensor because the return voltage on resistor and LED, while the the ground side of the sensor has remaining lead from your LED should return drastically to the battery. changed. In An LED is fact, in most of polarity conthese ABS sysscious, be sure tems, if you do to have the “short” the current flowlead, the ing in the right processor shuts direction or it that sensor off FLAT-BLADE STYLE SENSOR won’t light up (0.0v) until the at all. (The sensor doesn’t care next key cycle. This way it which direction, just the LED avoids any harm coming to the does). What you’ll see as you internal circuits of the processor. spin the wheel is your LED But, if you continued to check blinking on and off with an the circuit without turning off the key, you’d end up back at the increasing and decreasing blink rate as the wheel speed changes. processor and more than likely This is one of those times when come to the conclusion the the old school test light isn’t processor is bad. It’s not … just going to help you out at all; in cycle the key and recheck it. fact, it might create more of a TESTING AN ACTIVE problem. Your scope or your SPEED SENSOR scanner on these types of sensors The best tool for testing the is the better choice. However, active speed sensor is a good this quick little LED tester might scanner, preferably one that can help you with your diagnostics. show the separate speed sensors It won’t test the entire system, in graph form. A lab scope is but it will confirm if the speed probably the best for a more pre- sensor is functioning. Testing is cise answer and can be attached always better when you have directly at the sensor to read the more than one method to deterindividual sensors or wires mine the condition of a comporather than the entire system as nent. In this case, a scanner, a with the scanner. But if you’re scope or a homemade LED tester looking for a quick test to detercan help you in diagnosing these mine if just the speed sensor is in active speed sensors. working order, you can make a Always test first, test second … quick little tester yourself. and when still in doubt … test a third time. ■ Go to www.bfeRAPIDRESPONSE.com

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Brake Pads

Judging Brake Pads Do you trust your pads?

uying a quality brake pad is like buying medicine. When you are buying a legal drug, you are not just paying the cost to manufacture, package and market the pill. The bulk of what you are paying for is research and development. The same is true for brake pads. Aftermarket brake pads require a great deal of testing and engineering because they are made for a specific vehicle. A quality brake pad manufacturer will spend a lot of time

August 2013 | BrakeandFrontEnd.com

and money developing a brake pad application for your vehicle. This includes simulated and on-the-vehicle testing. These types of testing are time and equipment intensive. As a technician, it can be difficult to judge a brake pad before you put it on the vehicle. But, doing your homework and looking for certain visual cues can help you make the right choice.

CERAMIC Ceramic materialâ&#x20AC;&#x2122;s structural

properties are very stable under high temperatures, much like Corning cookware. But this is where the comparison ends. Ceramic materials that go into a brake pad are very small strands that are engineered to be a certain length and width. There are three advantages of ceramic pads in certain applications. First, since the ceramic materials offer stable performance under a wide range of temperatures, they can offer quiet performance. Second, ceramic brake pads manage heat in the caliper better on some vehicles than some nonceramic applications. Third, ceramic brake dust does not show up on or stick to wheels like some other brake pad formulations. This could be an important factor if you have an expensive set of custom wheels.

NAO Non-asbestos organic (NAO) friction materials typically wear more than harder semimetallic compounds. Itâ&#x20AC;&#x2122;s hard to generalize about the wear characteristics of NAO and ceramic-based compounds because there are so many. Wear varies depending on the formula the friction supplier chooses for a particular application. Different vehicles require different coefficients of

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Brake Pads

friction, so formulas are often “application engineered” to deliver the best combination of stopping power, wear resistance, pedal feel and noise control. Most premium-quality NAO and ceramic-based linings will provide long life and wear less than an equivalent set of NAO pads on the same application.

SEMI-METALLIC Semi-Metallic pads use metal fibers to give structure and provide friction. The metals used are typically high-quality steel, copper and other exotic metals. So what is the other part of the semi-metallic mix? It is a variety of materials like glues, lubricants and structural fibers. The manufacturer will blend the components together to give the best performance for that application.

APPLICATION/VEHICLE SPECIFIC LINES If all of the material jargon is too much to deal with, you can look for a line that touts itself as vehicle or application specific. These lines can help you leave the material selection up to the manufacturer. What makes one friction material quieter or better than another? It is a two-part answer. First, if a friction material is better at keeping a constant coefficient of friction across broad temperature ranges and environmental conditions, it probably is a quiet pad. A “consistent” friction

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material causes less vibrational excitation variation at the friction coupling by having consistent brake torque at environmental extremes of humidity and temperature (-40 F to 500 F). Second, some friction materials leave or transfer a layer of friction material (transfer film or “seasoning”) on the rotor’s surface that some friction material companies claim can smooth out the rotor surface, thereby causing less excitation and noise at the friction coupling. Also, this transfer layer may not be as sensitive to heat-induced brake torque variation.

TO THE NAKED EYE After you have ordered the brake pad and it has been delivered, you can now inspect it with the naked eye. Packaging of the pads can be an indication of the quality. But don’t judge a book by its cover. Some of the best pads come in small boxes. This is done to reduce packaging costs and the impact to the environment. Look at the quality of the finish, shim materials and finish. Look at the overall finish of the pad. Many manufacturers will use a high-quality paint or coating on their pads. This coating is designed to resist corrosion and hopefully can survive high temperatures. The finish should not easily scratch off. Some friction material companies are playing a game of oneup-man-ship when it comes to what they put in the box. Typically, brake pad companies will include a hardware that includes abutment and anti-

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Brake Pads rattle clips. Some might even include new caliper bolts and guide pin boots if required. Some have even have included the torque specs on the box.

BACKING PLATES The backing plate creates a foundation for the friction material that must be stiff and stable. If a backing plate is flexing, the friction material is not in full contact with the rotor. This can cause longer stops, a softer brake pedal, and it increases the potential for unwanted noise. Look at the thickness of the backing plate and the edges. A poorly stamped backing plate will have rough edges. Also, look at the areas where the pad contacts the caliper. These areas should be as smooth as possible. The attachment method of friction to the backing plate does matter. For some fleet and safety-critical applications like school buses, the manufacturer or insurance company may specify a brake pad that uses a mechanical attachment to secure the friction material to the backing plate. Mechanical attachment involves some type of protrusion from the backing plate to hold the friction material. Some backing plates have tiny hooks machined into the surface to hold the material.

FRICTION SHAPE Another aspect to look at is the shape of the friction material on the brake pad. OEMs tune the shape of the brake pad to the overall system. This includes elements like overall length and width, and design elements like chamfers and slots. These physical dimensions and design elements can reduce excitation and shift natural vibrational frequencies. Some aftermarket brake pad manufacturers will tune the shape of their pads to suit older vehicles and the characteristics of their friction material blend.

SHIMS Look at the shim material on the back of the pad. If possible, remove the shim and drop it gently on a hard surface. If the shim makes a nice “thunk,” it is made of a good material. If the pad makes a rattling sound, like a dropped wrench, chances are it will not make a good sound insulator. Brake shims are not designed for adjusting spacing/distance between friction material and the rotor. Shims provide multifunction noise control as a com30 August 2013 | BrakeandFrontEnd.com

ponent attached to the friction pad backing plate. A quality brake shim can prevent brake noise during the entire life of the brake job and will not dry out or be displaced over time like some lubricants. But remember, a shim does not do its job if it is left in the box.

THE UNSEEN ASPECTS When you are buying a brake pad, you are also buying the engineering and research behind it. When an aftermarket brake pad manufacturer is developing or reverse engineering an application, rarely do they test on an actual vehicle. This type of testing is expensive and time consuming. Also, the human element can change the results. A brake dynamometer can test brake systems in a controlled environment that mirrors the real world. A brake dynamometer can run 24 hours a day and can measure the performance of a braking system over its entire lifetime. Plus, would you want to be a brake pad guinea pig for 25,000 miles? A brake dynamometer can be more sophisticated and larger than an engine dynamometer. Brake dynamometers can simulate the conditions the brake system will experience in a much shorter time. This means that a brake dynamometer can simulate the mass, inertia and performance capabilities of a vehicle. The typical brake dynamometer can cost anywhere between $250,000 (used) to more than $1 million. Some brake friction suppliers own dynamometers, while some lease dynamometers from testing companies. In the engineering world, there is a saying that goes: “One test is worth a thousand expert opinions.” This saying is also true for the brake technician. ■

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Alignment Spec

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10 Alignment Tips to Increase Productivity and Profit

ances. These tolerances include runout and radial force variation. The changes in uniformity and stacked tolerances in the tire and wheel can cause a steering pull. You can try rotating the tires to cancel out the pull or at least move the worst tire to a nonsteering axle. But, during the next rotation the pull could return. Some balancers simulate how the wheel actually performs on the vehicle by applying force over the entire tire/rim assembly. With its patented sensors, Hunter's GSP9700 balancer pinpoints the lowest point of a rim (for runout) and the stiff area of a tire's sidewall under load (for radial force variation). Then the patented software

1. CHECKING SELFCALIBRATING STEERING ANGLE SENSORS Self-calibrating steering angle sensors use inputs from the accelerometers to determine if the vehicle is traveling straight and resets the steering angle sensor. But, on most of these systems, some enabling criteria must be met, like a minimum speed and a defined amount of steering

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angle. This is why it is always a good idea to test drive a car after an alignment. It is always a good idea to perform one lock-to-lock turn before leaving the alignment bay.

2. DONâ&#x20AC;&#x2122;T FORGET THE TIRES Tires are not perfect! Like every part on the car, tires and wheels are made within toler-

Alignment Spec automatically determines how the assembly can be match-mounted to offer the best ride quality. The balancer can then look at the entire set and place the right tire with the right rim and assign the correct position so a pull can be canceled out.

3. INFLATION FIRST When doing your pre-alignment inspection, always check tire inflation pressures because a low tire will pull. It’s also important to note tire sizes. A car will pull toward the side with the smallest tires or the side with wider tires. A wide tire offers greater rolling resistance than a narrower tire. Wide tires also tend to be more sensitive to road crown steer than narrower ones.

4. HITTING THE BULLSEYE When doing an alignment, always aim for the midpoint or preferred setting within a range of acceptable specs. And when that isn’t possible, then make sure you’re at least within the range of acceptable specs. Also, try to minimize cross-camber by keeping the side-to-side camber readings within half a degree of each other. If camber is not within half a degree side-toside, it may create a steering pull. If the wheels won’t align, or if the wheels on a vehicle with a “nonadjustable” suspension are out of range, then something is bent or worn and needs to be straightened or replaced. Don’t just set the toe and let it go. If camber is off the mark, find out why and see if it’s worth fixing. A weak or broken spring, a collapsed control arm bushing, a mislocated strut tower or engine cradle, or a bent strut or control arm can throw camber off Go to www.bfeRAPIDRESPONSE.com

as well as Steering Axis Inclination (SAI) to cause a steering pull. As with rear toe, rear camber is also important on vehicles with independent rear suspensions. A sagging suspension (typically due to a weak or broken spring) will often cause a rear camber problem, so be sure to inspect the suspension carefully if rear camber is off.

5. FIGHTING THE CROWN Steering pull that’s caused by road crown can sometimes be compensated by adding positive caster to the left front wheel compared to the right front. You don’t need much, just enough to offset the road crown which slopes to the right. The trick is to find the right amount of caster that keeps the vehicle going straight and keeps your customer happy. If caster is out of range, check for worn strut or control arm bushings, a mislocated MacPherson strut tower or a bent lower control arm.

6. PROBLEM VEHICLES The toughest alignment job is the “problem” vehicle that keeps coming back because it’s wearing out tires or isn’t steering straight no matter how you align the wheels. Sometimes the real problem is undiagnosed collision damage, such as a bent strut, steering arm, control arm, mislocated strut tower, subframe or engine cradle that is affecting alignment. And as we said earlier, rear axle steer may be causing front toe wear, as well as a steering pull. A problem vehicle may have misaligned structural members that position the front or rear suspension. Assembly line build tolerances have tightened considerably in recent years, but nobody is per-

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Alignment Spec fect. Mistakes are made, and the so-called plus or minus 1 mm build tolerance is more myth than reality in many instances.

• Does it pull? Which way? When? • What is the vehicle used for?

7. TAKE NOTES

The service writer should include all relevant information. Never worry about writing too much.

A service writer’s note to the technician should answer the following questions: • Why does the vehicle require an alignment?

8. INFORMATION BELONGS IN THE ALIGNMENT BAY Back in the days of CD-ROM based information systems, if you had to look up torque specs of adjustment procedure, you might have had to look it up in a service manual that was always missing the years you really needed or you had to go to a computer in the front office to look up the information. With most modern alignment consoles, the service information is incorporated into the core operating software of the system. Most of these systems are PC based and allow you to go onto the internet to look for information and even order parts.

9. PRICE ALIGNMENTS FOR THE VEHICLE AND NOT A MENU There have been dramatic changes in vehicle technology and suspension designs in just the last decade. From “net build” vehicles made with only front toe adjustments to cast aluminum control links, the alignment process has changed with the vehicles. It is up to you to price an alignment accordingly. Alignments are not loss leaders.

10. TEST DRIVE THE VEHICLE BEFORE IT’S RETURNED TO THE CUSTOMER A simple test drive can reveal a lot of problems that might have been otherwise overlooked. Sure, test drives take time, but so do comebacks. Think of it as a final qualitycontrol check. ■ Reader Service: Go to www.bfeRAPIDRESPONSE.com

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Rotor Runout Solving Rotor Runout Problems Are you actually hurting your profitability by blindly installing new pads and rotors?

ost manufacturers have written extensive bulletins on the proper methods of turning brake rotors and solving pulsation complaints under warranty. All of the bulletins begin with the proper preparation and measurement of the rotor and hub before turning or even replacing a rotor. You typically fly past these TSBs when looking for other brake information. While these bulletins are typically warranty procedures, they are important long after the warranty has expired. Brake judder and pulsation problems cost automakers millions and can kill initial quality ratings. OEMs realize paying a highly-trained technician to measure runout, install a correction plate or maybe use an onthe-car brake lathe is cheaper and more effective than just installing new pads and rotors. Most dealers are required to have a runout

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compensating on-the-car brake lathe by the OEMs, and the OEMs are paying the warranty time. So why would they begin a TSB with this â&#x20AC;&#x153;extraâ&#x20AC;? check and maybe a correction plate before turning the rotor? Simple, it is a quality check that helps to eliminate runout problems that could actually be made worse by turning the rotor. If you machine a rotor to match a flange with borderline lateral runout, you could be taking too much material off a rotor. This could create a rotor that is thermally unstable or limiting the life of a new rotor even before it leaves the bay. Tapered correction plates are available to correct a runout of 0.003 inch (0.075 mm) to 0.009 inch (0.230 mm). A runout of more than 0.005 inch (0.125 mm) at the bearing flange cannot be corrected by the use of a correction plate. You may be able to correct the runout to the point it is below specifications and turning the rotor may not be required. The combination of rotor and bearing flange

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Rotor Runout

could prevent the rotor from being turned. Checking bearing flange runout should be performed after friction surface runout. Changing the rotor position 180º on the bearing can check flange runout. If the high spot changes 180º, the rotor could be OK or ready to turn after the bearing is shimmed. Components should be marked as you perform an inspection of the assembly. Check the bearing endplay. Mark the relation of the rotor to the bearing flange. Mark the rotor high and low runout spots on the rotor friction surface; the low spot marked as zero and the high spot as 0.XX”. Mark the high and low runout spots on the bearing flange with the same method, and the rotor friction surface. Once you have collected the data, the following comparisons should be made. If the endplay exceeds manufacturer’s specifications, replace the bearing and recheck runout. Compare bearing flange to rotor runout position. If the shim can’t correct the runout, the bearing should be replaced. Check the rotor thickness. The minimum dimension should be stamped or cast into the rotor. There has to be enough thickness to cover the runout Go to www.bfeRAPIDRESPONSE.com

without going below the minimum thickness.

INSTALLING NEW PADS What if you just installed new pads and rotors to solve a pulsation complaint? Let’s say the vehicle had .003-inch of lateral runout when measured at the outside face of the rotor. If this vehicle is riding on 205/55R16 tires, in one mile, the high-spot with .003-inch of runout goes past the caliper approximately 836 times. Over 6,000 miles, that spot on the rotor will go past the pads more than five million times! Every time this spot passes the pads, a little bit of the rotor’s material is removed. Over five million revolutions, enough material is removed to create a thickness variation that can be felt by the driver. If the .003” of runout was corrected the first time, the customer would not be back at your shop blaming you for a bad brake job. ■

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Suspension

n most modern vehicles, the compressor and air ride control unit is a very intelligent component. Most communicate with the Body Control Module (BCM) on a high-speed serial data bus. These systems have malfunction indicator lights on the dash and require the use of a scan tool to diagnose the system. Servicing modern air ride systems requires the right service information to interpret the â&#x20AC;&#x153;Câ&#x20AC;? or chassis codes

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the air ride system can generate. A failure code and an illuminated dash light could be just a failure of the air ride module to communicate with the BCM. This could be due to electrical problems and not a leak in the air system or a compressor failure. With an enhanced or factory scan tool, it is possible to perform bi-direction tests on the compressor and valves during inspection. This can save you hours of diagnostic time waiting for a compressor to

turn on and drain the battery or testing for an intermittent condition. Throwing parts at these vehicles without performing a proper diagnosis can result in an unhappy customer and lost productivity. The air ride module does more than control the ride height. The software controls the temperature of the com-

Suspension pressor so it does not damage itself trying to inflate a leaking air bag. It can also change the characteristics of the air bag in response to how fast the vehicle is going and if it is in sport or towing mode. But most of all, it helps to filter out erroneous ride height readings so the best possible ride is achieved.

COMPRESSOR KILLERS Most passenger and light-truck compressors are diaphragm types that supply an oil-free air supply to

Some luxury SUVs use air ride struts that do more than control the height of the vehicle. New designs can keep the tire planted firmly on the unsteady ground. These struts require more volume and pressure than some systems.

the springs. A piston-type compressor can be found on applications that require a higher volume of air. Running the compressor for extended periods can over heat the compressor and damage the diaphragm or piston. It is very important to ensure that the source of air for the compressor is clean and as dry as possible. In the air is moisture that can damage not only the compressor, but the valves. When air is compressed, the water vapor contained in the air is condensed into a liquid. If there is no means of removing the water from the system, it will find its way to all parts of the system causing corro-

sion damage or freezing. Most systems have a dryer that is connected to the compressor outlet to absorb the water entering the system. The dryer contains a moistureabsorbing desiccant such as silica gel. The desiccant can hold a given amount of water and once the desiccant is saturated with water, it will allow water to pass into the system. The dryers that are installed on most systems do not have an indicator that will show when it is satuBrakeandFrontEnd.com 45

Suspension

rated and no longer able to absorb water. An The health of the entire system depends on the additional dryer with a moisture indicator can be quality of the air supply. It is rare for just one compoadded to the original equipment dryer. It can be nent of an air suspension to fail. installed in the supply line and placed in a posiMECHANICAL AND SOLENOID VALVES tion where a periodic check can be made. There are various combinations of both mechaniSome systems have filters on the air intake for the cal and solenoid valves. The function of the pump. The filter removes airborne particles and acts mechanical or solenoid valve is to exhaust air as a noise muffler for the compressor. Some systems even send purged air back through the filter. This fil- from the spring(s). Each spring can have a valve. For the Lincoln air suspension system, there are ter should be replaced with the compressor, and five solenoid valves â&#x20AC;&#x201D; one for each air spring or often this filter is attached to the compressorâ&#x20AC;&#x2122;s casing. Another killer of air-ride components is the compressor. As the compressor over heats and wears, it can send debris and oil to the rest of the system. This oil and debris can degrade the air bellows even after the compressor is replaced. This is why it is critical to flush the lines if a compressor has failed. Some systems have air reserve tanks or accumulators located in the most inconvenient locations, like below the C-pillar or next to the frame rail. If the system experiences a catastrophic failure of the compressor or air bladder, replacement or flushing of the Moisture is the mortal enemy of any air-ride system. Silica absorbs reserve might be required. moisture and limits the amount of water in the system. 46 August 2013 | BrakeandFrontEnd.com

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Additional Air Reservoirs

Suspension Air Ride Control Module

High Speed Serial Data Bus Air Inlet Filter

Compressor

strut and one to exhaust air from the system. Most valves are used for a pair of load-assist springs. The compressor unit contains a one-way check valve to isolate it from the springs or a reservoir. The Lincoln compressor has a combination one-way check valve and exhaust solenoid valve to inflate or exhaust the springs individually. Whether the valve is mechanical or solenoid, it needs dry air to operate properly. Plastic line is used to transport air in the system in sizes 1/4”, 3/8” and 1/2”. Most fittings are pushon O-ring type ranging in size from 1/8” to 3/8” Male NPT. Air struts for some import vehicles can have even more complex valves, air chambers and accumulators on the strut body to keep the suspension taut 48 August 2013 | BrakeandFrontEnd.com

under certain conditions. These types of struts will have both an air and electrical connection to control the valves on the strut and the hydraulic valves of the dampener.

DYNAMIC VEHICLE TRIM The Lincoln Continental Mark VIII is equipped with ride height sensors at each front wheel and one for the live rear axle at the driver’s side control arm. The sensors provide input to the controller for ride height. The suspension controller is programmed for two different ride heights. Parked, the vehicle will maintain this height by compensating for passengers and luggage. When the vehicle is put into gear, the controller will raise the suspension ride height 0.75 inch (20 mm). When vehicle speed exceeds 63 mph (105 kph), ride height is lowered by 0.75 inch (20

Suspension

Air reserve tank

alternatives replace the air ride components with springs and conventional ride control units. On some vehicles that still have 100,000 of miles of useable service left, these kits can offer an eco-

nomical option for the driver. Also, some remanufacturers are willing to pay for the worn air ride shock or strut cores that come off the vehicle. In some cases, the core could be worth $300! â&#x2013;

mm). When vehicle speed decreases to 45 mph (72 kph), the vehicle ride height is increased. The differential between 45 and 63 mph provides a dead band where the system will not adjust ride height. This prevents the system from cycling with small changes in vehicle speed. With the ignition off and doors closed, the vehicle returns to parked height. The rear air struts on GM vehicles are used to assist the conventional coil springs. Cadillac vehicles with Road Sensing Suspension (RSS) have an electrically operated hydraulic valve located at the base of the air shock. There are sensors located at each wheel that supply input to the ride controller that operates the valves in the air shock and front struts. The suspension height sensor is located on the driverside control arm and the compressor is located in the rear suspension cradle.

ALTERNATIVES There are suppliers that can provide economical replacements for both springs and struts. These Reader Service: Go to www.bfeRAPIDRESPONSE.com BrakeandFrontEnd.com 49

Catalytic Converter

atalytic converter efficiency codes can be a long diagnostic road that can either lead to a happy customer or an expensive comeback. Chances are the original converter didn’t fail on it’s own, but conditions up stream hastened its demise. Catalytic converter failures on today’s vehicles are rarely caused by defects in catalytic converters. Most catalytic converter failures can be traced back to problems caused by what happens in the combustion chamber. Almost every part on the engine determines how long it will last. It could be a faulty line of computer code that pulses an injector too long, or it could be a stuck piston ring that allows oil to be sucked into the combustion chamber. These little details can limit the life of a catalytic converter.

dize hydrocarbon or fuel by turning it into inert carbon products and water (H2O). This is called reduction in chemistry and breaks down molecules into smaller parts. The precious metals act as catalysts in the process and are not changed, they just store and use oxygen to breakdown combustion products. However, they can’t breakdown or oxidize some chemicals in the exhaust stream. If the catalyst is blocked by carbon, silica or phosphorus, the converter will fail to work.

BASIC CHEMISTRY Platinum, palladium, rhodium and cerium store oxygen in the converter during periods of lean operation or by an external air source. The oxygen is used to oxidize hydrocarbons and toxic gases during periods of “rich” operation. This oxidation changes harmful carbon monoxide (CO) into carbon dioxide (CO2). It will also oxi-

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THE CODE For a catalyst efficiency code to be set, a number of criteria

must be met. The specific enabling criteria is different for almost every vehicle. For a code to be set, the oxygen or air fuel sensor and the rear oxygen sensor must see a reduction in the efficiency of the converter. In other words, if the oxygen levels before and after the converter do not change, the converter is not working. But, this is not an automatic pass or fail. The oxygen sensors need to see this loss in efficiency over a number of drive cycle conditions. This is why it might take a few hours or a few days for the light to come back on after an efficiency code is erased and no other service is performed. On most vehicles, an efficiency code will not be set if an oxygen sensor heater code or any oxygen sensor-related code is set. The same is true for coolant and air temperature sensors. You could repair these items only to have the customer come back with the check engine light on and an efficiency code set. Even if the converter is operating below 95 percent efficiency or the oxygen sensor is bad, the chances of the light coming right back on are slim. If you clear the code, the light might stay off for a while until the

Catalytic Converter system goes through two readiness cycles. This might take a couple of days or a couple of weeks. But, no good deed goes unpunished. The customer will be back and your quick fix will be forgotten. One thing to keep in mind about non-continuous OBD II monitors is that they may not catch a problem until the vehicle has been driven several times and conditions are right to detect the fault. Consequently, any time you’re troubleshooting an OBD II problem, it’s very important to use a scan tool that can tell you if all the monitor readiness flags have been set. If one or more monitors are not ready, the vehicle will have to be driven under varying speeds and loads until all the monitors are set. Then, and only then, will you get an accurate diagnosis from OBD II.

WHAT IS EFFICIENCY? The converter has an efficiency rating that is computed by the vehicle. This number rates the amount of reduction that is occurring in the converter and its ability to store oxygen. But, efficiency of the converter is tied to the fuel trim of the engine. Most engines minutely alter the fuel trim to replenish the oxygen in the converter and to add fuel for reduction. This helps to keep the converter at the correct temperature for the most efficient operation. If an engine is running too rich, it cannot store oxygen. If it is running too lean, the reduction process might not occur due to an inability to heat up. If the engine is dealing with a leaking vacuum hose or a stuck injector, it can’t switch the fuel mixture properly to replenish

oxygen and reduce harmful contaminates. Converter efficiency can be checked with some scan tools along with the switching between rich and lean. Lab scopes can also be used to monitor the switching. The converter efficiency threshold of a vehicle is part of a vehicle’s software. Once the efficiency drops below a specified level and other criteria are met, an efficiency code will be set. The software is designed to filter out data that may be erroneous or random signals that may interfere with the oxygen sensor. Most converters start out at about 99 percent efficiency when new, and quickly taper off to about 95 percent efficiency after 4,000 miles or so of driving. As long as efficiency doesn’t drop off more than a few percentage points, the converter will do a good job of cleaning up the exhaust. But if efficiency drops much below 92 percent, it will usually turn on the MIL lamp. With vehicles that meet the tougher LEV (Low Emission Vehicle) requirements, there’s even less room for leeway. A drop in converter efficiency of only three percent can cause emissions to exceed federal limits by 150 percent. The LEV standard allows only 0.225 grams per mile of hydrocarbons, which is almost nothing.

PROBLEM VEHICLES Some vehicles have difficulties passing the emission warranty or replacement converter warranty before an efficiency code is set. However, there are some solutions to consider if you are stuck with a problem vehicle.

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Catalytic Converter

SOFTWARE Some vehicles have more sensitive catalyst efficiency monitors. This means that the tests and parameters for testing that were programmed in at the factory for the efficiency of the converter might be a little too sensitive or the drive cycle is too narrow. The programming may not take into account real-world conditions. Many OEMs will release updated engine management calibrations that alter the enabling criteria of the catalyst monitors. The new calibration can then be re-flashed onto the ECM or PCM. For a vehicle with a damaged converter, the re-flash will do nothing. For a converter that is near the threshold, it may extend the life of the converter and prevent the light from coming on for 10,000 or 80,000 miles. It is always a good idea to check if the car has the latest calibration if the converter is being replaced; this can save you a comeback down the road.

OIL CONSUMPTION GM, Toyota, Honda and other manufacturers have issued Technical Service Bulletins (TSBs) concerning excessive oil consumption. Most of these problems relate to cylinder deactivation and variable valve timing. The main culprit in these problems is vacuum generated in the cylinders sucking engine oil past the rings and into the combustion chamber. On vehicles with cylinder deactivation, the deactivated cylinder 52 August 2013 | BrakeandFrontEnd.com

is a negative pressure and would draw oil droplets in the crank case past the ring and eventually into the converter. This has happened on some GM and Honda engines. On some vehicles with variable valve timing (typically on the exhaust and intake cams), the valve timing could produce higher than normal vacuum pressures that could suck oil past the rings. This was the case for some recent Toyota models. While the oil getting past the rings is bad enough, the oil trapped in the rings can become carbonized and cause damage to the cylinder walls. This can lead to even more damage and more oil consumption. The oil consumption problem must be solved first before the converter is replaced. The most common fix is new engine management software designed to reduce negative cylinder pressures. Some manufacturers have also released special splash shields and oil valves to alleviate the problem. These problems may occur on vehicles with as little as 20,000 miles.

COOLANT LEAKS The chemical components of engine coolant can block and prevent the precious metals of the catalyst from storing oxygen and reducing toxic components of exhaust gases. It is not the coolant that can damage the catalyst, but the silicates, phosphates and other chemicals added to the coolant to prevent corrosion. Engineers have been using alternative chemicals and lower levels to prevent leaking coolant from damaging a converter. This is why it is critical to use the right coolant for a vehicle. Some vehicles are notorious for head and intake gasket leaks. Some of these leaks may weep over time and eventually damage the converter. Most modern cooling systems do not require the coolant to be topped off regularly. Often, closed cooling systems can go 20,000 miles without needing additional coolant. But if a driver has to top off the coolant monthly, they might be damaging the converter. Always pressure check the coolant system and check for exhaust gases in the coolant before replacing a converter. Even the smallest of leaks can kill a catalytic converter.

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Catalytic Converter MAINTENANCE In the past two decades, the greatest leaps forward in engine technology have been in the combustion chamber. Using highspeed cameras and quartz windows to see inside a combustion chamber, engineers are about to change the shape of the combustion chamber to produce the best possible flame front that produces more power, burns the fuel more completely and at a higher compression ratio. This is called thermal efficiency. But, this increase in efficiency makes it more sensitive to changes in the combustion chamber due to lack of maintenance. Carbon deposits on the pistons and valves can cause changes in the fuel spray pattern and the velocity of the air in the combustion chamber. This can cause misfires and unburned fuel to be sent to the catalytic converter. If the spark plugs are worn, a missed combustion event can cause raw fuel to be sent to the converter and burned. This can lead to premature death of the converter. If the driver continues to drive with a misfire, the driver can kill a converter in a few thousand miles. Since 1986 and the introduction of GF1 oil specifications, engine oils have had the levels of zinc, phosphorous and sulfur reduced to extend the life of the catalytic converter so the manufacturer can meet the emissions warranty of at least 80,000 miles. Zinc, phosphorous and sulfur can contaminate the catalyst and reduce the life of the converter even on low-mile engines that consume very little oil. If racing, diesel or agriculture engine oil with high levels of these additives are used, the converter will be permanently damaged. Go to www.bfeRAPIDRESPONSE.com

Clogged air filters can shorten the life of the converter. Not being able to draw in enough air, the restricted air filter can cause the fuel mixture to run rich. This can shorten the life of the converter.

OTHER THINGS TO CONSIDER PCV Valves: The spring tension of a PCV check valve is critical to the life of the catalytic converter. If there is too little tension, excessive amounts of oil can enter the combustion camber. If there is too much tension, it could cause oil sludging. Never take this inexpensive emissions device for granted because it could destroy a more expensive emissions device. Some newer vehicles use an electronic PCV valve to control crank case vapors. Some TSBs have been issued and re-flash engine calibrations have been tweaked to help extend the life of the converter. VIBRATION: Broken exhaust hangers and mounts can cause the internal structure of the converter to fail. Signs of this type of damage may be a restricted converter. SealantS: Never use siliconebased or non-approved sealants on systems or components that could enter into the combustion chamber. Most sealants can contaminate the catalyst and oxygen sensor and stop them from working. eGR PRoblemS: EGR systems are designed to reduce smog-causing nitrous oxides (NOx) by recirculating a portion of the exhaust gases from each cylinder of the engine back into the intake manifold. This process lowers the combustion temperatures. Restricted flow can result in high NOx emissions and detonation (engine knock or ping) under certain driving conditions. This type of misfire can damage a converter. â&#x2013;

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Tech Tips

GM / VW / CHRYSLER / FORD

This month is sponsored by:

USING A FIVE-GAS ANALYZER TO DIAGNOSE CATALYTIC CONVERTERS One of the most effective ways to resolve emissions issues is by sampling the exhaust gases with a five-gas analyzer. Levels of the five gases can indicate the root cause of the problem: • High HC emissions indicate unburned fuel. • High CO levels indicate partially burnt fuel or oil. • High NOx levels are normally caused by high combustion temperatures and pressures, slightly lean AFR and excessively advanced ignition timing. • Tailpipe emissions readings low in HC and CO levels with high NOx emissions are typically NOT caused by a defective converter. The low HC and CO readings indicate that the converter is functioning. The root cause of the problem is an engine which is emitting excessively high NOx emissions. These high NOx emissions may reduce the durability and efficiency of the converter. Courtesy of Walker Emissions Control/Tenneco

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Tech Tips

GM: Steering Leak Diagnostics Models: 2005-2007 Buick Allure (Canada Only), LaCrosse 2004-2007 Chevrolet Impala, Monte Carlo 2004-2007 Pontiac Grand Prix Condition: Some customers may comment on a power steering gear leak or that the gear appears to be leaking. Additionally, the customer may come into the shop indicating they were told by another service facility that the steering gear was leaking because the power steering reservoir was low on fluid and the gear showed an oil residue. Some customers may also comment on a power steering noise during steering maneuvers or while driving. Correction: Inspect and diagnose the power steering system before any repairs are attempted using the procedure listed below. Because the power steering reservoir on 3800 V6-equipped vehicles is located behind and below the rear cylinder head, the fluid level may not be getting checked and/or topped off similar to other vehicles which have a reservoir that is located on the upper portion of the engine. Determine if the power steering system is full of oil. Adjust the fluid in the reservoir to the proper level. The lower fluid level could be the result of a variation in the original system fill. Plus, over time and mileage, the system purges any remaining air. Additionally, as the hoses expand and contract, the fluid level may drop as measured within the reservoir. Don't assume there is an external fluid leak just because the fluid level in the reservoir is down to the add mark. Restart the engine and see if the noise goes away after turning the steering wheel lock to lock a few times. This will correct most, if not all, the vehicles with a noise condition. If the customer was told there was a power steering fluid leak because the power steering reservoir needed fluid and they saw oil residue on the power steering gear, then carefully inspect the gear and surrounding area for oil residue. Below are some causes as to why oil residue may be present. Oil residue on the body of the steering gear is usually on the pinion area (left side) of the gear or on the convoluted boots. This condition could be caused by a small amount of oil that can drip out when the shipping plugs are removed from the gear, just prior to the installation of the P/S pressure and return lines being connected at the assembly plants. Gears should not be replaced for this condition. 58 August 2013 | BrakeandFrontEnd.com

CONVERTER BREAK-IN PERIODS A replacement catalytic converter needs a proper “break-in” period. If the converter is not warmed-up (broken-in) properly, the substrate inside could be adversely affected and eventually cause the converter to fail down the road. The problem typically occurs when a shop installs the converter and immediately returns the vehicle to the customer. The customer drives away and runs the car for a long distance or lets the vehicle idle for an extended period of time. Under these conditions, the matting, which is intended to secure the substrate, will not expand properly and hold it in place. Converter matting is made from a mineral

called vermiculite, which is held together by a fiber mat and a binder. This matting is wrapped around the converter’s ceramic brick. The matting is installed in the converter in an unexpanded state. During the first heat up, the fiber mat and binder burn off and the matting actually gets looser before it expands to fill the converter cavity to hold the ceramic brick in place. If that warm up is not done properly, the brick can come loose and get damaged. That rattle you might hear inside the converter shell is a sure telltale for this problem. The best way to avoid this service issue and potential warranty problems is to include the warm-up period as a key part of your overall converter installation procedure. This heating cycle will allow for correct matting expansion.

Here are suggested steps for a proper break-in or warm-up: • Start the vehicle, but do not rev the engine; • Idle the vehicle and allow it to warm up slowly; • After 5 minutes, increase the engine speed to 2500 rpm; • Hold at 2500 rpm for 2 minutes; and • Allow vehicle to cool down. Courtesy of Eastern Catalytic For additional information, call your distributor or visit: www.easterncatalytic.com.

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Tech Tips

Oil residue may be found inside the convoluted boots. When the steering gear is assembled into the housing, grease is applied to the gear teeth. In some cases, if there is a lot of grease used, it will squeeze out of the gear teeth, soften and run down and collect in the bottom of the convolutes. This may have the appearance of a thick oil, especially in hot climates. Some technicians have seen this liquefied grease and thought is was power steering fluid. Gears should not be replaced for this condition. If the customer indicates that they have seen what they think was a leak, resembling oil residue, on their garage floor or driveway, or the technician sees drops of oil leaking, carefully inspect the power steering hydraulic system. The inspection should be performed while the engine is running and the steering wheel is rotated from lock to lock. If a leak is observed, then repair the source of the leak. If the noise is not the result of low power steering fluid, provide a complete description of when the noise happens and what type of noise

it is; i.e. squeal, pop, clunk, tick, continuous rubbing, etc. If it is a pop or clunk noise, make sure you inspect the convoluted boots to determine if the inner tie rod is rubbing the boots. Replace the boot or boots only for this condition. If the noise is a clunk or pop noise and it's not the inner tie rod rubbing the convoluted boots, make sure to inspect the intermediate shaft for the slip stick condition. This should be done prior to replacing any steering gears. The number of vehicles that will require a complete inspection using dye will be minimal based on the inspection of numerous steering gears returned for testing where the complaint was fluid leak and no leaks could be reproduced. If a steering gear is replaced because a leak was discovered using the dye test method, make sure the repair order has a description of where the leak was discovered. If the steering gear is replaced for a noise concern, make sure a complete description of the diagnosis appears on the repair order. Courtesy of ALLDATA

HYDRO-BOOST TIPS & HINTS Vehicles: All power steering pump operated power brake boosters. Problem: Improper operation, noisy system. Installation Tip: Hydro-boost brake systems are self-bleeding if there is no other problem in the system. Use this initial bleeding procedure whenever replacing or servicing any component in a hydroboost system. Normal driving conditions will remove air that remains trapped within the system when components are properly installed and there are no flow restrictions in the system. Always refer to the vehicle service manual for specific installation and testing procedures. 1. Replace any hydraulic line showing external damage. Rubber hoses more than 4 years old should be replaced. Install new seals for all disconnected fittings (as required) and install an in-line power steering filter. Tighten all hose fittings to OE specifications. 2. Flush the entire power steering system using the vehicle manufacturerâ&#x20AC;&#x2122;s recommended fluid. Fill pump reservoir to the proper level. 3. Disable engine to allow cranking without starting. Block wheels, put transmission in neutral or park and set parking brake, then crank engine 5 to 10 seconds (avoid overheating starter motor). 60 August 2013 | BrakeandFrontEnd.com

Tech Tips 4. Refill pump reservoir as necessary. Repeat step 3 until level is correct. 5. Enable the engine to allow starting. Start engine and let idle. Slowly turn steering wheel from lock to lock a number of times. 6. Turn engine off and inspect fluid level and condition. Add or remove fluid as necessary. If fluid is foaming, wait one hour then recheck level. Repeat step 5 and 6 until fluid level is correct and shows no sign of air. If the problem persists, recheck installation and connections. 1. With engine off, apply and release brake pedal 5 to 10 applications to deplete accumulator reserve pressure. With foot slightly pressing brake pedal, start engine. Pedal should drop and then push back against your foot. 2. With engine running, turn steering wheel until lightly against steering stop. After five seconds,

return wheels to the straight ahead position and turn engine off. Apply and release brake pedal. There should be at least one power assisted brake application. Start engine and allow accumulator to recharge before moving vehicle. 3. Test drive vehicle. WARNING: Do not operate vehicle until brake and booster systems are functioning properly. There should be one power assisted application.

Condition and Causes Hard pedal: Slipping belt, low pump pressure, restricted system. Pedal stays down: Contamination in booster. Long pedal/no pedal: Possible brake hydraulic problem. Block master cylinder ports, recheck pedal action. If pedal is firm, the problem is beyond the master cylinder. Courtesy of Cardone

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Tech Tips

VW / CHRYSLER / FORD

HEATER CORE LEAK REPAIR A classic sign of a heater core problem is when the inside of the vehicle windshield persistently keeps misting. Warm coolant is leaking out of the core into the vents and then condensing against the cooler surface of the windshield. The automatic response is to turn up the blowers to try and clear the mist, but this only compounds the problem. The solution is usually to remove and either repair or replace the heater core. However, this is a particularly time consuming task which on older vehicles is often not cost-effective. An alternative solution is to treat the cooling system with a total coolant leak repair additive. These are designed to flow throughout the cooling system, including through the heater core, to make a quick and low-cost repair. Look for a ceramic based coolant friendly product, ideally one that conforms to ASTM D3147. This solution is brought to you by K-Seal www.kseal.com

LOW OR SPONGY PEDAL AFTER ROUTINE BRAKE SERVICE

VW: SUSPENSION CREAKING NOISE Vehicles: 2006-09 Volkswagen Passat 2005-09 Volkswagen Jetta A5, 2009 Jetta SportWagen 2006-09 Volkswagen Rabbit, GTI, R32 2007-09 Volkswagen Eos 2009 Volkswagen CC Repair Procedure: Vehicles listed above may exhibit a creaking noise originating in the front suspension while entering steep driveways or over large bumps. The source of this noise could be the forward inner control arm bushing. To confirm if this is the issue, raise the vehicle and remove the wheel on the suspected side. Disconnect the lower control arm at the ball joint and move the arm up and down, checking for noise at the forward bushing. If the noise is found, remove the control arm and replace the bushing with Raybestos Chassis part number 565-1362. Courtesy of Raybestos Chassis

HUB AXLE NUT TORQUING

Models: 2007 – 2008 GM C/K truck Problem: Some vehicles may exhibit a low or spongy pedal after wheel end brake service that cannot be remedied by bleeding the brakes. This may be due to a prematurely deteriorated seal in the master cylinder. Remove snap ring and rearmost piston from master cylinder to inspect seals. If any deformation or deterioration of seals is present, replace the master cylinder. Courtesy of Centric Parts

62 August 2013 | BrakeandFrontEnd.com

One of the leading causes of premature hub failure is improper torquing of the axle nut. Most drive axle hubs have a center nut that must be torqued down onto the axle shaft to a specific torque value. Putting the proper torque on the center nut sets the preload for the bearing and keeps the bearing from separating while in operation. The torque specification for this center nut is critical to the performance and longevity of the hub. The correct torque spec is available from a number of sources including SKF’s Torque Specification Guide (Form # 457377). This guide contains torque specifications and procedures for properly securing all domestic and import wheel bearing units. Torque specifications can also be found in SKF’s online catalog in the Application listing section. Also note some hubs come with a new nut in

Tech Tips the box. This is typically when a one-time use self staking nut secures the hub. In these applications, a new nut must always be used when installing a hub. Reuse of the old nut could potentially cause the nut to loosen during vehicle operation. Remember: Many vehicles require the wheels to be on the ground for final torquing to

CHRYSLER / FORD

OEM specifications. This assures the proper mating of the split inner rings of the bearing needed to achieve the proper internal clearance. For specific mounting instructions, refer to the vehicle manufacturer’s service manual for that model. Courtesy of SKF www.vsm.skf.com

CHRYSLER: ESP LAMP FLASHING/ESP PUMP HOWL MODELS: 2008-2009 Challenger 2009 300/300C/Charger • With Electronic Stability Program (ESP) (sales code BNB) without adaptive cruise control Condition: Some drivers may notice a howl or groan sound while driving straight after a low speed spirited turning event. On SRT vehicles only, when the vehicle has been switched to the "Full On" ESP mode, the ESP event

lamp continues to flash. This does not affect the functionality of the ESP system in any way. The system can be returned to "normal Full-On" mode by briefly pressing and releasing the ESP Off switch. The system will reset itself each time the ignition is cycled. Solution: Using a scan tool that is J2435 compatible, reprogram the vehicle with the latest calibration of the ESP software. Courtesy of ALLData

FORD: VIBRATION OR THUMP FROM UNDER THE VEHICLE Models: 2009-2012 Ford F150 Issue: Some built on of before January 16, 2012, may have a vibration, thump or clunk noise coming from under the vehicle. Solution: Inspect the rubber bonded joint of the driveshaft. Replace the joint and bearing. Courtesy of ALLDATA

STEERING ANGLE SENSOR SERVICE For Model 163 vehicles, including the 2003 ML 350, ensure WIS document AR46.10-P-0400GH is followed and adhered to when removing and installing the jacket tube. Do not separate the coupling below the steering angle sensor (N49) or damage to the sensor rotor may occur. A damaged sensor due to improper jacket tube removal/installation may trigger the following reoccurring fault codes: C1172 (Steering Angle Sensor Internal Fault) or C1174 and C1178 (Steering Angle Sensor Not Initialized). If the steering angle sensor is found defective, do not transfer the steering angle sensor from the new jacket tube to the previously installed jacket tube. ■ Courtesy of Identifix. Go to www.bfeRAPIDRESPONSE.com

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Retro

Technology in the Bays In 1943, shop owner installs a phone in his alignment bay.

rake & Front End, September 1943 â&#x20AC;&#x201D; The goal of every shop is to increase the productivity of the technician by eliminating extra steps in the repair process. Today, we have WiFi and smart phones. Back in 1943, Schwerin Brake Service came up with the idea of putting a phone in the alignment bay so the mechanic could answer questions and order parts. I doubt this could be done today with the amount of telemarketing calls businesses receive. â&#x2013;

SCHWERIN BRAKE SERVICE IS STILL OPEN 66

August 2013 | BrakeandFrontEnd.com

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AutoCareProNews.com

Product Showcase

Veyance Technologies, Inc., manufacturer of Goodyear Engineered Products and Gatorback power transmission belts, announces the release of 83 new part numbers to its automotive aftermarket and heavy duty product lines for the second quarter of 2013. The company has added more than 1,000 part numbers over the past two years as part of its concerted effort to expand coverage to more domestic and import vehicles. Goodyear Engineered Products belts and hoses now cover more than 98 percent and 95 percent, respectively, of vehicles in operation.

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Tenneco continues to expand its Walker emissions control line, with nearly 270 new catalytic converter, muffler and exhaust assembly part numbers now available for popular domestic and import models. The new parts include Walker Ultra EPA-compliant converters, Walker CalCat CARB-compliant converters and premium Quiet-Flow SS stainless steel mufflers and assemblies.

Reader Service: Go to www.bfeRAPIDRESPONSE.com Federal-Mogul has released a comprehensive new ANCO Wipers master catalog featuring a dramatic expansion of late-model coverage across the brandâ&#x20AC;&#x2122;s entire premium offering of original equipment-quality replacement wiper blades. The new catalog (No. 3095) also features a highly user-friendly format designed to help drive wiper sales through faster, easier lookups. The ANCO line now covers 99.9 percent of 2013 passenger vehicles and more than 99 percent of vehicles manufactured since the 2000 model year.

KYB Americas has announced the recent release of a new comprehensive ride control components catalog. KYB shocks and struts are calibrated and built to help restore original vehicle handling and performance. Featuring more than 3,100 items, the 380-page catalog is a complete resource guide for automotive professionals. In addition to the paper catalog, KYB offers the most up-to-date catalog information via www.kyb.com, where visitors can view an interactive online catalog complete with application, product photos, VIN and part number lookups.

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NAPA TOTAL ECLIPSE PREMIUM CALIPERS come loaded with unique features:Proprietary protective coating defends against rust, salt spray and more; Semi Loaded Caliper components meet or exceed OEM specifications; Rear hardware included where applicable; 100% computer tested; Limited lifetime warranty; and Two-year 24-Hour Roadside Assistance program.

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BrakeandFrontEnd.com 67

Product Showcase It all comes down to the wheel end. Smart technicians know this is no place to cut corners. For more than 125 years, FAG premium-quality wheel end components have been the brand of choice for the world’s leading vehicle manufacturers. From tapered wheel bearings to fully-integrated hub units, FAG products set the standard for quality, durability and performance. Choosing a FAG brand wheel bearing kit guarantees premium quality products built to the same exacting standards as our OE product. So you can install FAG brand products with confidence.

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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 your complete brake solution. For the latest promotions on Wearever products, visit AdvanceCommercial.com/seasons or call your local Advance delivery store.

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Hunter’s Quick Check inspection system, which performs a comprehensive vehicle inspection in under three minutes, uses new WinAlign 14 software to communicate with cutting-edge devices and provide valuable information about a vehicle’s alignment, brake performance, battery health, tire health and emissions. The Quick Check inspection system builds on Hunter’s patented alignment check system which measures alignment angles that affect tire life. The alignment check takes only 58 seconds, and produces total toe and camber measurements for both axles.

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68 August 2013 | BrakeandFrontEnd.com

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

Advertiser AAPEX Advance Auto Parts Professional ADVICS Air Suspension Parts by Arnott, Inc. Akebono Corporation Auto Value/Bumper to Bumper Bosch CARQUEST Auto Parts Centric Parts Eastern Catalytic Federated Auto Parts Ford Parts Gabriel Hunter Engineering Co Jasper Engines & Transmissions Mitchell 1 Mohawk Lifts NAPA Nissan Motor Corp. USA Nucap Industries Nupla Corporation O'Reilly Auto Parts Packard Industries

Page 25, 74 36, 37 32, 33 47 11 Cover 4 21 3 28, 29 51 23 17, 35 49 38 57 13 14 Cover Card, 31, 41, 59 7 75, 80, Cover 3 70 15 68

Advertiser Parts Plus Perfect Stop Permatex Inc Raybestos Brakes Schaeffler Group USA Tenneco/Monroe Brakes Tenneco/Walker Timken Wagner Brakes/Federal-Mogul WIX Filters WORLDPAC

Page 27 53, 64, 65 73 Cover 2, 56 8, 9 24 54 22, 72 Insert 42, 43, 55 12, 61

WANT DETAILS ON THE PRODUCTS & SERVICES YOU SEE IN

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Product Showcase CORSA Performance Exhausts now offers a newly engineered cat-back exhaust system specifically for BMW's 2007-2010 E90/92 335i Coupe and Sedan. The BMW 335i exhaust system is made of a 3.5-inch premium stainless steel in a dual rear exit configuration with Pro Series 4-inch tips in either a Polished (part #14861) or custom Diamond Black finish (part #14861BLK). The exhaust tips are manufactured from high-quality, 304L polished stainless steel, feature double-wall construction, and are laser etched with the CORSA logo.

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Standard Motor Products, Inc. (SMP) has added eight new clone-able sensors to its growing TPMS sensor line. The new Standard and Intermotor part numbers, which match the original for fit, form and function, cover an additional six million VIO for Buick, Chevrolet, Dodge Ram, Hyundai, Jeep, Kia, Saturn, Toyota, Toyota truck and Volvo through the 2013 model year.

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70 August 2013 | BrakeandFrontEnd.com

Product Showcase Arnott has teamed up with Gast Manufacturing to design this reliable air suspension compressor for the Mercedes-Benz V-Class (1996-2003). This heavy-duty compressor features an epoxy coated finish to prevent corrosion and a rocking arm piston with exclusive long-life cup material. This air suspension compressor is a 100% replacement for the original equipment compressor.

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The new Myers Tire Supply 350-page, full-line catalog features more than 8,000 items for the automotive, heavy-duty fleet and retread and repair professionals. The catalog is arranged in 11 product groups from valves and accessories, tire changing, tire balancing and shop equipment, through tire repair and retreading. To get your Myers Catalog, contact one of Myers' 165 sales representatives, or online at www.myerstiresupply.com or call 1-800-998-9897.

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Timken®

Wheel Hub Units. Performance You Can Trust.

Timken® wheel hub units offer strong benefits for your customers: They last twice as long as economy-line manufacturers’,† help improve brake performance and increase vehicle control. Built with industry-leading Timken® tapered roller bearings, Timken wheel hub units feature advanced sensors for anti-lock braking systems. You can feel confident recommending Timken products. In fact, nearly 50 percent of technicians surveyed prefer Timken over any other bearing brand – that’s more than double the closest competitor.* † Timken recently benchmarked its manufactured wheel hub units against economy-line products. The bearings were for the same vehicle application and were evaluated using the same test conditions. Information derived from Timken Standard Hub/Bearing Accelerated Durability Rig Test. Testing methods accepted by original equipment manufacturers. (SP450300, 513200) Weibull life based on statistically small sample size. * Based on a survey conducted in 2011 by an independent research firm of professional technicians at independent repair shops in the U.S.

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72 August 2013 | BrakeandFrontEnd.com

» Spotlight

Permatex

THE SECRET TO A GOOD BRAKE JOB. MAKE YOUR BRAKE SERVICE EASIER AND MORE RELIABLE. Aside from reaching for your trusty wrenches, screwdrivers, and power tools, there are a few innovative “chemical tools” that can help make life a lot easier when you are working under a vehicle. Whether you’re changing out pads, replacing rotors, or fixing the hydraulics, Permatex offers some handy “problem solvers” that you can use to make every brake job better. The brake system’s hardware and components will be easier to assemble or disassemble. You’ll add reliability to the new parts you install, and you’ll help to improve the overall performance of your customer’s brake system, as well as your work.

HERE IS A QUICK REVIEW OF THE CHEMICAL TOOLS THAT WE SUGGEST YOU KEEP IN YOUR TOOLBOX OR ON YOUR WORKBENCH: • • • • • •

Permatex Permatex Permatex Permatex Permatex Permatex

Pro-Strength Brake & Parts Cleaner Disc Brake Quiet Ceramic Extreme Brake Parts Lubricant Anti-Seize Lubricant Threadlocker Blue Fast Break Super Penetrant

For additional information, please visit: www.permatex.com or contact your local jobber:

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ADVERTORIAL

BrakeandFrontEnd.com

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» Spotlight

NUCAP

NUCAP NRS® Equipped Brake Pads NUCAP NRS® EQUIPPED BRAKE PADS HAVE UP TO A 30% EXTENDED LIFE, ELIMINATE VIBRATION AND DELAMINATION NOISE, OFFERING DRIVERS A QUIETER, LONGER-LASTING BRAKE SYSTEM. Toronto, Canada – NUCAP delivers innovative technology solutions to the automotive aftermarket with its NRS® mechanical attachment system for brake pad backing plates. Research shows that the adhesive ( glue) bonded brake pad backing plate is the leading cause of most premature braking system noise, vibration, and wear out issues, they are an accident waiting to happen! NRS® technology was developed to help technicians eliminate brake system comebacks and warranty returns. Brake Pads manufactured with NRS Ultimate Bond, will last up to 30 % longer, avoiding the most common causes of pad failures like rust jacking, edge lift and friction material vibration and delamination. They will not Fail! Hundreds of NRS® steel hooks create a permanent bond with the friction material, and this innovative mechanical attachment technology holding the friction material better than any adhesive (glue) bond. “Drivers and their wallets are experiencing the difference that NRS® provides - 30 % longer pad life, and a quieter braking system, therefore installers are seeing fewer comebacks, and more satisfied customers, NUCUP is so confident in the performance of pads equipped with NRS®, they launched an industry-first 100% Brake Pad Performance Guarantee in May, 2013.” Learn more about NRS® technology and the NUCAP 100% Brake Pad Performance Guarantee at www.nucap.com

NUCAP Industries Inc. 1-416-494-1444 www.nucap.com Reader Service: Go to www.bfeRAPIDRESPONSE.com

ADVERTORIAL

BrakeandFrontEnd.com

DIRECT CLASSIFIEDS

Why switch to PDQ? PRICES. Low prices. High Quality. Always. 1st time buyer? Order from this ad and receive these special prices.

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Transmissions/Parts

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Authorized Distributor

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76 August 2013 | BrakeandFrontEnd.com

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78 August 2013 | BrakeandFrontEnd.com

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Brake Lights

A customer asked us to check the brakes on his 2006 Chevrolet 3500 dump truck and the technician found one of the rear rotors was worn down so far that the hat broke away from the disc. â&#x20AC;&#x201D; Ashley Ward Ward's Automotive Inc. Mount Laurel, New Jersey â&#x2013;

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August 2013 | BrakeandFrontEnd.com

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