Brake & Front End, February 2014 by Babcox Media

■Ford F-150 Alignment

■Air Ride Options

■Indirect TPMS Making a Comeback

MAGAZINE

BrakeandFrontEnd.com February 2014

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Publication

24 Drivetrain Diagnostics Solving Transmission Electronic Control Problems

28 Brake Rotor Stop Pulsation Comebacks Before They Start

34 TPMS 28

CONTENTS

Indirect Tire Pressure Monitoring Systems

4 Viewpoint 6 Gonzoâ&#x20AC;&#x2122;s Toolbox 8 Aftermarket Update 16 Alignment Spec 32 Air Ride 36 Tech Tips 42 Shop (New Products) 44 Rapid Response 45 Classifieds 48 Brakelight

Volume 86, No. 2 BRAKE & FRONT END (ISSN 0193-726X) (February 2014, Volume 86, Number 2): 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 441014755. VISA, MasterCard or American Express accepted.

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Andrew Markel, ext. 296 email: amarkel@babcox.com Tim Fritz, ext. 218 email: tfritz@babcox.com Chris Crowell, ext. 268 email: ccrowell@babcox.com Larry Carley Dan Brennan, ext. 283 email: dbrennan@babcox.com Jim Merle, ext. 280 email: jmerle@babcox.com Cindy Ott, ext. 209 email: cott@babcox.com Pat Robinson, ext. 276 email: probinson@babcox.com Maryellen Smith, ext. 288 email: msmith@babcox.com

PRESIDENT Bill Babcox bbabcox@babcox.com 330-670-1234, ext. 217 VICE PRESIDENT Jeff Stankard jstankard@babcox.com 330-670-1234, ext. 282 Sales Representatives: Bobbie Adams badams@babcox.com 330-670-1234, ext. 238 Doug Basford dbasford@babcox.com 330-670-1234, ext. 255 Sean Donohue sdonohue@babcox.com 330-670-1234, ext. 206

Jamie Lewis jlewis@babcox.com 330-670-1234, ext. 266 Dean Martin dmartin@babcox.com 330-670-1234, ext. 225 Glenn Warner gwarner@babcox.com 330-670-1234, ext. 212 John Zick jzick@babcox.com 949-756-8835 List Sales Manager Don Hemming dhemming@babcox.com 330-670-1234, ext. 286 Classified Sales Tom Staab tstaab@babcox.com 330-670-1234, ext. 224

Viewpoint

By Andrew Markel | EDITOR

A Note to My 20-Year-Old Self

ast month, I found my driver’s license from when I was 20. In 1994, I got my first job working at a dealership as a porter, shuttle van driver and service writer trainee. It was the first step on my journey where I would work as a service writer, technician and magazine editor. Just looking at the picture on the license, I can see a wideeyed kid that just wanted to work with cars and make money. I remembered all of the mistakes I made, cars that came back, and — most of all — the people who helped me. I began thinking about what I would say if I could go back in time and talk to this 20year-old kid — to prevent so many mistakes and to avoid the missed opportunities. Here are six things I would tell myself: • Never road rage in a vehicle with the shop’s name on the side. This one is common sense, but some how you managed to forget this when seated inside the 1992 VW Eurovan that was a rolling billboard with the phone number for your boss on it. You are right. She did cut you off. But it does not give you the right to honk, yell and flip her the

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bird. She will call your boss and you will get yelled at. • Do not fix you girlfriend’s vehicle. It will start with an air filter and progress to intake manifold gaskets. When you say no to a clutch, it will lead to a fight because she thinks you are cheating on her with other people’s cars, and she does not understand that it can’t be done in a parking lot in front of her dorm. As a rule, you can only work on your significant other’s vehicle when you are married and have at least two children. • Buy a decent torque wrench. There will come a time when you have to do a wheel bearing on a vehicle twice before you actually come to the realization that you can’t use your “calibrated arm” to apply 170 ft.-lbs of torque with a 150 ft.-lbs torque wrench. Buy a decent torque wrench sooner rather than later. • Do not overextend your credit with tool trucks. You can only avoid the tool truck drivers for so long before they threaten to “repo” your toolbox. You will use some of the tools you buy on credit 20 years from now. But some of the limited edition sets, spark

plug gapping tools and assorted branded gadgets you put on your tab now will take you years to pay off. • The Internet will be BIG. I know you think that AOL is the greatest thing in the world, but it is going to get so much better. In the future, swapping CDs out of drives for service information will be a thing of the past. Information will flow at speeds unknown to you in 1994. Learn how to use the Internet and even how to code. And most importantly…

• Shut Up and Listen. You will have the opportunity to work alongside some of the best technicians in the world. Listen and learn from them. You should be paying them for the help they are giving you. Do not be in a big rush to work on your own for flat rate. The training and advice they will give you is priceless. Shut up and learn. If you fail to do this, you will regret this the most later on. I can’t go back, and I guess that is what makes these lessons valuable. I only hope in 20 years I find an old driver’s license and can look back with the same sense of growth. ■

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

Lessons

From A Day Being Out Of My ‘Comfort Zone’

onday through Friday it’s the same routine: My average day begins with the usual commute to work, coffee and the turn of my key to the front door. I unlock the overheads and do any morning paper work I have waiting. For the most part, every working day has the same general routine, one day to the next, each month and each year. Being under the dash or hood of the modern car is my comfort zone, but it doesn’t hurt to get out of my comfort zone. Like a lot of people, that day-in, dayout grind can give me a snapping attitude. I could use a reminder now and then that what I do for a living ain’t all that bad, and I owe my customers a great deal of gratitude for their patronage and for putting up with this snarly old mechanic. You can take those average days in your own little comfort zone for granted and forget there is more to what makes the world go around besides the next car you’re working on. Sometimes it might take a little nudge from an outside source to get you to realize it. Recently, I took a few days off and ventured out on a road trip with my wife to one of her “comfort zones.” Ok, I was “volun-told” by my wife, but I didn’t complain too much. She was a guest speaker at a quilting retreat. It was three days of little old ladies, sewing machines and quilts.

Goodbye, Comfort Zone I didn’t have any tools, scanners or hoods to hide under. Well over a hundred women with scissors, big fancy (expensive) sewing machines and colorful fabric were on hand. There weren’t many husbands at the retreat, and the hotel staff had its hands full, so they kept me busy as their bell boy (minus the quirky cap of course), carrying their machines from the parking lot to their classrooms. I just pulled my ball cap down a bit tighter and asked the next lady with a sewing machine, “Where do ya’ want this one moved to, ma’am?”

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This whole experience made me think of what it is like for a non-car person to enter an automotive repair shop. The actual interaction with the service writer or mechanic can be intimidating. For me, a weekend with the wife surrounded by thread and quilts was, believe it or not, intimidating. Especially when one of them asked me something about their sewing machine or quilting. Look, I know what a PCM and a ball joint are, but I haven’t a clue about flying geese or half-square triangles. And these women loved to rub it in. Uncomfortable? Yes. Intimidating? Well, let’s put it this way: When I was stuck in front of a sewing machine and clued in on which buttons to push to make it sew, they got quite a chuckle out of watching some big, burly guy fumble around with a sharp needle and try to hold a thin piece of fabric with his nubby fingers. Sooner or later one of them would push me aside and say, “Here, let me show ya’ how to do this.” I’d like to think I can learn how to operate any sort of machinery, even one of these ultra-expensive sewing machines, but these women are in a league of their own. They made it look so easy, and I can’t even figure out how to sew a straight line. I certainly can take some lessons from the quilting retreat. The women did their best to make me feel comfortable. The real heart of the intimidation was trying to hold a conversation with them and not having a clue what they were talking about, or what they were doing. I’ve got to keep this in mind when I’m back at the shop. I should try harder not to be so intimidating, work to keep things on common ground, and not make it so overwhelming for the customer, especially those who are uncomfortable about a stranger they just met working on their car. I got it, ladies — thank you. Now, the other question is, can I turn some of the experience of being out of my comfort zone into my average day? I’m sure going to try. ■

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IndustryReview Federal-Mogul Mobile App Selected for North American Customer Value Leadership Award Federal-Mogul’s popular, free “SmartChoice Mobile” app for automotive service providers has been selected for the Frost & Sullivan North American Customer Value Leadership Award. The Frost & Sullivan award is presented annually to a company that has demonstrated excellence in implementing strategies that proactively create value for its customers. Representatives of the Federal-Mogul Vehicle Components segment received the award Jan. 14 during the Frost & Sullivan Excellence in Best Practices Awards Gala in New Orleans. The SmartChoice Mobile app enables users of iPhone and Android devices to instantly access the latest Federal-Mogul parts information and technical support for virtually any passenger car or light truck, and communicate detailed inspection findings — including photos and repair estimate — directly to the vehicle owner. The app includes VIN scanning technology that can instantly capture critical vehicle information and link the user to all corresponding parts and repair information via FederalMogul’s www.FMe-Cat.com applications database. “SmartChoice Mobile is a central part of the growing

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digital eco-system available to professional technicians who rely on any Federal-Mogul product,” said Brian Tarnacki, director, global market strategy, Federal-Mogul Vehicle Components segment. “The entire automotive parts and service industry depends on the continued operational efficiency and competitiveness of independent service businesses. This tool, like our many other online and in-market technical resources, is ultimately an investment in our customers’ long-term success.” The free Federal-Mogul SmartChoice Mobile app can be downloaded through the Apple App Store and Google Play as well as the company’s www.SmartChoiceApp.com website.

IndustryReview

Akebono Provides Brake Components for “North American Truck of the Year” Akebono Brake Corp. congratulated General Motors on receiving the North American Truck of the Year award for the 2014 Chevrolet Silverado. The award-winning truck is equipped with foundation brake components provided by Akebono. “We congratulate the GM team on their tremendous victory with Silverado,” said Hadrian Rori, executive vice president, research and development, Akebono Brake Corporation. “It is an honor for Akebono to team up with GM on this award-winning vehicle and contribute technology.”

Standard Motor Products Receives Five Aftermarket Auto Parts Alliance Awards Standard Motor Products, Inc. (SMP) was recently honored by the Aftermarket Auto Parts Alliance, Inc. (Alliance), receiving five awards during the annual shareholders’ winter meeting held Dec. 712 at the Turnberry Isle Resort in Aventura, FL. SMP was recognized for its outstanding training support and outstanding shipping performance. “I’d like to thank the Alliance shareholders for recognizing SMP’s achievement for the best training and shipping performance in 2013,” said Ken Wendling, vice president warehouse distribution sales, SMP. “Receiving five awards is an extraordinary accomplishment and we are very proud to share these prestigious honors with all of those who work extremely hard every day to make sure our business and partnership with the Alliance continues to grow and flourish. I’d especially like to acknowledge the fine work our training division has done in support of the Alliance group.” SMP received the outstanding training support award for the 12th time. 10 February 2014 | BrakeandFrontEnd.com

Akebono collaborated with GM on the development of the Silverado’s foundation braking components, including calipers, rotors and brake pads. The rotors Akebono supplies to GM are produced using a ferritic nitro-carburizing process (FNC). The FNC process diffuses nitrogen and carbon into the ferrous rotor material, producing a very hard surface layer that reduces corrosion and wear over the life of the rotors. The four-wheel-disc brakes on the truck also feature Akebono brake pads made of low-copper, non-asbestos friction material.

ALLDATA Launches Manage Online, Android App ALLDATA has launched its cloud-based shop management system, ALLDATA Manage Online as well as the Android version of its ALLDATA Mobile app. ALLDATA collaborated with MAM Software to develop the online version of its shop management system. The company says the online version of ALLDATA Manage retains all the program’s profitability features, including fast and easy write-ups and invoices, integrated labor and parts costs, online parts ordering from the leading catalogs, real-time profit monitoring, “smart” shop jobs and more. “ALLDATA Manage Online can significantly boost a shop’s efficiency, and whenever efficiency goes up, profitability follows,” said ALLDATA President Jeff Lagges. ALLDATA Mobile app offers portable access to ALLDATA's OEM diagnostic and repair information. A technician can read VIN information and pull standard P Codes, which are linked to specific manufacturers’ repair articles. P Codes also can be stored by VIN, as well as cleared.

IndustryReview CARQUEST Auto Parts

Announced ‘Ten To Win’ Sweepstakes Grand Prize Winner Sammy Guinn of Guinn’s Tire & Auto in Marietta, GA, is the 2013 CARQUEST ‘Ten To Win’ Sweepstakes Grand Prize Winner. Guinn is the winner of a fully restored 1965 Ford Mustang. He took delivery of his prize Jan. 18 at the Barrett-Jackson Auction in Scottsdale, AZ. The CARQUEST Ten to Win Sweepstakes was a 10-month contest, held February 2013 to November 2013, exclusively for professional customers of CARQUEST Auto Parts stores. Each month featured a customer winning a trip to the 2014 Scottsdale Barrett-Jackson Auction and a chance to win the fully restored 1965 Ford Mustang. Grand Prize Winner Sammy Guinn is owner of Guinn’s Tire & Auto, a family-owned and operated business in the Marietta, GA., area for more than 35 years. His business is also a proud member of TECH-NET Professional Auto Service.

More Federated Free Fuel Fridays Ahead The popular Federated Free Fuel Fridays contest is back. Every Friday through March 28, Federated will give away two free $50 gas cards on each of its Federated Auto Parts and Federated Car Care Facebook pages. “It’s been a cold, rough winter, so why not stay inside and visit Federated on Facebook? You could become a free fuel winner,” said Phil Moore, senior vice president for Federated Auto Parts. Fans of Federated can enter for a chance to win and will receive extra entries when sharing the contest with their Facebook friends.

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IndustryReview Automakers, Aftermarket To Preserve Consumer Choice In Auto Repair The Alliance of Automobile Manufacturers (Alliance), the Association of Global Automakers (Global), the Automotive Aftermarket Industry Association (AAIA) and the Coalition for Automotive Repair Equality (CARE) have announced their collective acceptance of a national agreement to ensure consumer choice in post-warranty auto repair, decisively ending the longstanding “Right to Repair” debate within the industry. The national agreement is based on a recent law finalized in the Commonwealth of Massachusetts (Chapter 165 of the Acts of 2013). The signed Memorandum of Understanding (MOU) extends nationwide the essential provisions for all light vehicles negotiated in the Massachusetts law; it impacts all companies and organizations that are currently members of the signatory associations. This national agreement ensures the Alliance, Global, AAIA and CARE will stand down in their fight on “Right to Repair” and work collectively to actively oppose individual state legislation while the respective groups work to implement this MOU. In the meantime, the parties agree that further state legislation is not needed and could serve to weaken the effectiveness and clarity of the MOU. “We are excited that consumers and independent repair facilities around the nation will have the same access to the information, tools and software needed to service latemodel computer controlled vehicles as is required under the Massachusetts right to repair statute,” said Kathleen Schmatz, president and CEO of the Automotive Aftermarket Industry Association. “We believe that the resulting competitive repair market is a win-win for car companies, the independent repair industry and, most importantly, consumers.” “Automakers manufacture high-quality, innovative vehicles that provide strong value, safety and convenience to our customers,” said Mitch Bainwol, president and CEO of the Alliance of Automobile Manufacturers. “Accessible, efficient, accurate and competitively priced repair and service are paramount, and franchised dealers and the aftermarket play unique and important roles in the repair process.” “Much like with fuel-efficiency economy and greenhouse gases, a single national standard regarding vehicle repair protocols is imperative,” said Mike Stanton, president and CEO of the Association of Global Automakers. ■

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AlignmentSpec Sponsored by:

2004-2008 Ford F-150

he 2004-‘08 Ford F-150 and 2005-‘08 Lincoln Mark LT are not difficult vehicles to align, but they are difficult vehicles to properly inspect and adjust to the optimal specifications. The 11th generation F-150 was a completely new platform for 2004. There are 2004 models of the old platform known as “heritage” or “classic” F-150s. The main difference with the 11th generation is in the front control arms. The lower control arm is forged aluminum. Upper ball joints have a reputation for failing sooner than lower ball joints. To adjust camber and caster, you must install cam bolts in the lower control arms. By installing the four bolts, you can get ±2.0º of camber and caster. The caster should be

2005-2008 Lincoln Mark LT

measured and adjusted with the truck loaded with the average payload. If you do not take into account the extra weight, the caster may turn too positive when the customer loads the bed up with tools and supplies. This could cause the customer to complain about increased steering effort. If the caster is excessive, it is an opportunity to sell the customer on springs and ride-leveling products.

The base tire package on an F-150 starts at 17 inches. This can be a very expensive tire. If excessive cross-tolerances of the camber or the toe are near specifications, the edges of the tires may feather or wear. Take your time

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AlignmentSpec

and make sure all the adjustments are deep into the green. Always measure the thrust angle. The thrust angle is a diagnostic angle. Failing to do this can lead to a misaligned steering wheel and tire-wear problems.

Camber & Caster Adjustments 1. New lower arm-to-frame

mounting bolts must be installed with cam bolt kits to allow for adjustment of the arm in the frame slot. The rear lower

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control arm-to-frame bolt must be reversed in order to install the alignment kit to allow access for a torque wrench. You should not have to remove the sway bar for some aftermarket bolt kits. Check the instructions before you begin. 2. To adjust the caster and camber, refer to the chart on page 16. Adjustments that require moving the front and the rear of the lower arm should be made equally. Check cross camber and caster tolerances after the

AlignmentSpec or seen, the ball joint is OK. Do not install a new ball joint. If relative movement is found, you need to measure the movement with a dial indicator. To measure ball joint deflection, attach a

suitable dial indicator with a flexible arm between the lower control arm and the wheel knuckle or ball joint stud. The joint should have less than 0.2 mm of deflection.

adjustment. 3. While holding the bolt, tighten the nut. 4. Check and, if necessary, adjust the front toe. 5. Set the final torque to 300 Nm (222 ft.-lb) on the nuts only.

Ball Joint Inspection When performing a pre-alignment inspection, always check the ball joints for wear. The inspection needs to be performed with the suspension unloaded and in the full rebound position. The weight of the wheel and tire assembly must be overcome to obtain an accurate measurement on the dial indicator. Inspect the ball joint for relative movement by alternately pulling downward and pushing upward on the wheel and tire assembly by hand. Note any relative vertical movement between the wheel knuckle and lower arm at the lower ball joint. If relative movement is not felt Reader Service: Go to www.bfeRAPIDRESPONSE.com BrakeandFrontEnd.com 21

AlignmentSpec

Quick Tips • On the “new” model F-Series trucks, be sure to fold the side view mirrors in when raising these trucks on a two-post lift. The mirrors are large enough that they have been crushed by the plate or cap found at the top of lift posts. • This one issue might seem excessively simple to talk about, but can be very embarrassing in front of the customer if you are not prepared. The secondary hood release handle was moved on the 2008 Super Duty. It is now below the inside lower corner of the right headlight.

The Truck in a Beer Can: The 13th generation Ford F-150 Last month, Ford unveiled the latest generation of the Ford F-150. The new F-150 is up to 700 pounds lighter, helping the truck tow and haul more, accelerate and stop faster, and operate more efficiently. The main area of weight reduction is the body. The body uses high-strength, military-grade, aluminum alloys to make the new truck’s body lighter, stronger and more resistant to dents. The frame is still steel, but the lower control arms are stamped steel and not forged aluminum. The aluminum control arms were not carried over to the 13th generation F-150. Ford is introducing a suite of smart driver-assist technologies on a pickup for the first time, including lane-keeping assist, adaptive cruise control and a collision mitigation system. Lane-keeping assist uses the truck’s front camera system to monitor lane markings and can alert the driver if the vehicle drifts out of its lane — even providing steering torque to pull it back into the center of the lane if needed. These new technologies will not work if the new F-150 is not aligned properly and the steering position sensor is malfunctioning after the alignment. ■ Go to www.bfeRAPIDRESPONSE.com

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DrivetrainDiagnostics

By Andrew Markel | EDITOR

In-the-Car Diagnostics: SOLVING TRANSMISSION ELECTRONIC CONTROL PROBLEMS

roubleshooting an automatic transmission can be one of the most intimidating diagnostic procedures at a shop. The first reaction is typically, “We don’t do that type of work.” But there is profit in performing drivetrain diagnostics and “in-the-car” repairs. The modern automatic transmission and attached drivetrain has many “mechatronic” parts that control and protect the traditional clutches and planetary gears. These devices shift the gears, lock the clutches and regulate the fluid pressures. Most of these items can be diagnosed and replaced while the transmission is still in the vehicle.

Tool Up Special tools are often needed when diagnosing transmission problems and when overhauling units. In days gone by when transmissions where purely mechanical and hydraulic, all you needed was a set of high-pressure gauges to check line pressures. You also needed a vacuum gauge to check the engine’s intake vacuum and the integrity of the vacuum modulator. But with today’s electronic controls, you need a scan tool, scope and a multimeter. Transmission codes and sensor data on latemodel vehicles is accessed through the OBD II diagnostic connector and the Powertrain Control Module (PCM) diagnostic gateway module.

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But on some vehicles, the information is often found in a separate Transmission Control Module (TCM) or Body Control Module (BCM). Either way, you’ll need a scan tool to access fault codes and operating data. A scan tool can also help you check for communication faults between the PCM and transmission controller if the vehicle has separate computers. Problems here will typically cause the transmission to go into a “limp in” mode that may lock it in 2nd gear. Some transmission problems may or may not set a fault code and turn on the MIL lamp, so it’s important to always scan the PCM or transmission module for codes if there’s a transmissionrelated complaint or driveability issue. Some engine sensor failures (for example, the throttle position sensor, MAP sensor or vehicle speed sensor) can also affect the operation of the transmission. So, it may be necessary to also check these sensors. If you find a transmission fault code, you may have to check the resistance of a solenoid in the valve body, its operating voltage or the frequency of its control signal from the computer. This will

DrivetrainDiagnostics require a digital multimeter (DMM) that can read voltage, resistance and frequency or dwell. You’ll also need the applicable service information that includes wiring schematics and OEM diagnostic charts with test specifications for all the components that need to be checked. This kind of information can be found in OEM service manuals, on OEM websites (daily one-time access fees are typically $15 to $25), or through online technical information service providers. You should also check for any technical service bulletins (TSBs) that may be related to the transmission problem. In some cases, it may be necessary to reflash (reprogram) the PCM or transmission module to cure a particular fault.

Diagnostic Strategies and Transmissions When using a scan tool to diagnosis a drivetrain problem, it’s often what is not displayed on the scan tool that will lead you to your final diagnosis. The modern transmission is one of the most connected components on a vehicle. If a PCM or TCM can’t see

inputs like engine speed, load or throttle position, it will assume the worst and put the transmission into a safe or limp mode. The transmission does not have discreet sensors connected to the throttle body, crankshaft or intake manifold. Instead, the transmission shares information with the engine control and other modules in the vehicle using a serial data bus. Most vehicles manufactured after 2004 put the TCM or PCM module on the hi-speed, two-wire CAN network along with BCM and ABS modules. The topology for these networks is typically a loop. If a module is not operating, the existing modules can still communicate on the bus. When you’re using your scan tool to solve a transmission problem, you may have to look at the PIDs or datastream from the ECM or BCM to see what modules are talking on the bus. If you can’t communicate with a transmission control module with your scan tool, look for transmission information in the connected mod-

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DrivetrainDiagnostics ules. The BCM will monitor information from the TCM on gear position so it can tell the instrument cluster what gear to display for the driver. It can also work the other way. If a TCM is not able to communicate with the ECM, looking at the transmission-related PIDs for calculated engine load, throttle position and manifold air pressure may show that the ECM is not communicating on the network or has other issues.

THINKING OUTSIDE THE CASE: Three Causes of Transmission Complaints

Non-Transmission Sensors Causing Transmission Problems Most transmission control modules use inputs from other sensors on the vehicle. If a vehicle can’t accurately calculate the load on the engine, it will adjust the line pressure and slippage to the inaccurate calculation. This can damage the transmission. Sensors used to calculate the load can include the Mass Airflow Sensor (MAF), Throttle Position Sensor (TPS) and Manifold Air Pressure (MAP). If unmetered air is entering the cylinder through a leak, the engine load will be below the actual percentage. This can cause the module to use different shift points and line pressures. This could cause the transmission to delay shifts, overheat and possibly burn the fluid. Maintenance items like a restrictive air filter, dirty air flow meter or blocked crank case ventilation system can change the calculated engine load to the point where it can influence shift points and shift quality.

Wiring Harness Problems The wiring harness and connectors on most transmissions operate in a unique environment. Normal automatic transmission fluid’s conductivity is very low. Hybrids usually have a specification for a fluid that is non-conductive. In most cases, the fluid will not damage or short the connections; the detergents and chemicals will cause the degradation of the materials in the wiring harness that might be outside of the case. Also, check for any damaged wires and connections that could be damaged by impact with road debris, weak or shifting motor mounts and hot exhaust systems.

Grounds Since the mid 1990s, the grounds for solenoids and sensors have changed dramatically. Never assume the chassis ground is coming through the case or valve body. Study the wiring diagrams before trying to diagnose a dead or open solenoid. Some transmissions can have multiple ground points for the solenoids, module and sensors. ■ Go to www.bfeRAPIDRESPONSE.com

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BrakeRotors

By Andrew Markel | EDITOR

Measure Three Times, Shim and Cut Once Stop Pulsation Comebacks Before They Start

et’s say a vehicle had .003” 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” 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 5 million times. Every time this spot passes the pads, a little bit of the rotor’s material is removed. Over the course of those 5 million revolutions, enough material is removed to create a thickness variation that can be felt by the driver. This is why it is critical to measure thickness and runout in a brake rotor and wheel flange even if new rotors are going to be installed. Below are the recommended steps for measuring thickness and runout. These are the bare minimum steps you should be following for old and new rotors.

BEFORE STARTING Mark the original position of the rotor with a paint or grease marker before removing the rotor.

ROTOR THICKNESS 1. Inspect the rotor’s surface for defect, corrosion or cracks. 2. Find the discard measurements on the rotor. On some aftermarket rotors, they will be laser-etched into the sides of the plates. If a discard measurement can’t be found, look it up along with the specification for thickness variation or parallelism. 3. Using a micrometer, measure the thickness of the rotor in at least six spots that are opposite from each other. 4. Record the results. Variations in thickness should be between .001” and .003”.

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ROTOR RUNOUT MEASUREMENT 1. Mount the dial indicator to a rigidly secure portion of the suspension, like the knuckle. Do not mount the arm to tie-rod ends or control arms. Position the indicator tip perpendicular to the rotor’s surface and 0.5” from the edge of the rotor. 2. Tighten down the rotor with the correct conical washers to the recommended lugnut specification. 3. Set the dial to zero and turn the rotor.

BrakeRotors 4. Mark the high and low spots of the runout. For most cars, the specification will be .002â&#x20AC;? or less. 5. Remove the rotor. Inspect the mounting surface inside the hat. Remove any corrosion or debris.

RUNOUT IN THE WHEEL FLANGE 1. Rotate the hub bearing assembly by hand. Any roughness, play or noise from the bearing is an indication of damage. Verify that the condition is normal or requires replacement. 2. The dial indicator base should be placed or clamped rigidly on a secure portion of the suspension. Position the indicator tip as perpendicular on the wheel flange as possible. 3. Set the dial indicator to zero. Next, turn the flange at least twice and observe the high and low spots of runout. 4. Mark the high and low spots of runout on the flange. 5. If the flange has more that .002â&#x20AC;?, or the readings are inconsistent, further corrective actions might need to be

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BrakeRotors taken after rotor runout is measured.

Once you have collected the data, the following comparisons should be made:

MATCHING THE HUB TO THE ROTOR

• If the endplay exceeds manufacturer’s specifications, replace the bearing and recheck runout. • Compare bearing flange to rotor runout position. • If the shim cannot 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 without going below the minimum thickness.

By measuring and marking the high and low spots of runout in the hub and rotor, it is possible to match the high spot of runout in the hub with the low spot of runout in the rotor. This technique can be used to minimize the amount of material removed with an on-the-car brake lathe. Flange runout can be corrected with tapered shims that are available to correct a runout of 0.003” (0.075 mm) to 0.009” (0.230 mm). A runout of more than 0.005”(0.125 mm) at the bearing flange cannot be corrected by the use of a shim. The combination of the rotor and bearing flange could prevent the rotor from being turned. Check the bearing flange runout after friction surface runout. Check flange runout by changing the rotor position 180º on the bearing. 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 as the rotor friction surface.

30 February 2014 | BrakeandFrontEnd.com

ON-THE-CAR RUNOUT MINIMIZATION Today, you can purchase an onthe-car brake lathe that, after it has been attached to the vehicle, will automatically compensate for runout — quick and easy. In some cases with excessive runout, a new rotor should be machined to match the vehicle, which helps to match the rotors to the hub flange. Using an on-the-car lathe can help to reduce runout on new rotors. The main advantage of these lathes is that they are able to cut a rotor in its operating plane. This means that the rotor is machined to match the hub. It has often been said that you should never machine new rotors, but what if the runout exceeds the manufacturer’s specifications when the new rotor is installed on the vehicle? This situation makes it permissible to machine a new rotor with an on-the-car brake lathe. ■

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Suspension

By Andrew Markel

Air Ride

Replacement Options REPAIR OR CONVERT A VARIETY OF MAKES AND MODELS

ll air ride systems can fail and require service. There are several repair paths you can go down to offer the best option for a customerâ&#x20AC;&#x2122;s needs and budget. The start of any repair path is diagnostics. With modern air ride systems, failures can occur in multiple areas including the control modules, solenoids and even the vehicle network. A failure may appear to be a leaking air bag, but it might be a control module that canâ&#x20AC;&#x2122;t communicate, a stuck solenoid or a worn out compressor. In some cases, the control module will require reprogramming to resolve a problem. Some of these fixes can be very affordable. Before any air ride system is scrapped for passive coil spring units, consider the resale value of the vehicle. A functioning air ride system

can add thousands to the price of some vehicles. On other vehicles, the price has depreciated to the point where a functioning system makes little difference. Always advise the customer that not repairing the air ride system removes some functionality from the vehicle like adjustable ride control and load leveling. With more and more air-rideequipped vehicles accumulating miles, you can expect to see a steady stream of these vehicles in your bays. You also have more options than ever before when it comes to replacement parts and conversion kits. Below is a forecast of current and future air ride vehicles and replacement options.

CADILLAC Cadillac started the trend of air ride in 1959 as an option on all models. In the 1990s, the Eldorado, Deville and Seville had air ride rear suspensions as a standard feature. Many sport models also had electronically adjustable shocks and struts called ETC. The Escalade shares the same air ride and electronically adjustable struts as the rest of its full-sized GM 1500 brothers. In the future, the STS, SRX, CTSV, DTS, XLR and SRX models with magnetic ride control will require replacement or passive conversion kits.

BMW The 5 Series received rear air leveling suspension in 1999 as an option. The X5 was the first to get air ride in 2000. In 2002, the 7 Series received an adjustable air suspension. New models like the X6 have air ride as standard. Replacement parts and conversion kits are available.

BUICK Buick started to offer rear air leveling shocks in the early 1990s. Later models like the 1998 Park Avenue received front air ride and adjustable-valving struts. Later models like the Lucerne and Terraza also

have air ride leveling suspensions as standard.

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CHEVROLET/GMC The majority of the large- and medium-sized SUVs have some form of air leveling rear suspension. Some of the fully optioned 1500 SUVs have electronically adjustable rear shocks. Many replacement and conversion options are available. Some minivans and crossover SUVs have rear load leveling shocks as an option.

FORD/LINCOLN The biggest service opportunity for Ford vehicles is the 1992-2011 Crown Vic/Town Car/Marquis rear air ride shocks due to the large number of vehicles on the

Suspension

road. The next largest opportunity is the Expedition. Many replacement options are available to service the air ride system or convert the rear units to coil springs. Lincoln was one of the first to offer air ride at all four corners for the Continental and Mark VII models in 1984. The Navigator has air ride shocks standard at the rear for all models. 2003-‘06 Navigators have an optional front air suspension. There are many replacement, service and coil spring conversion options for this vehicle.

HUMMER 2003-‘09 Hummer H2 shares the same rear suspension with the rest of the GM 1500 variants. Air leveling suspension is standard on all H2s. Many replacement and conversion options are available.

JAGUAR The 2004-‘10 Jaguar XJ8 and XJR have air ride units at all four corners. Replacement units from the dealer can be very expensive. Coil conversion kits are available as well as replacement sensors, compressors and complete air ride units.

LAND ROVER Air ride suspensions were standard on all Discovery and Range

Rover models since the mid1990s. These models have common pattern failures that can leave the suspension flat or in safe mode. There are many replacement and service options available for these vehicles from specialists. Coil conversion kits are available as a solution for a costconscience customer, but before considering this option, consider the resale value of the vehicle.

LEXUS From the start, Lexus offered air ride at all four corners as an option with the 1990 LS 400. Since then, air ride has become optional or standard equipment on most models including the RX and GX SUVs. There are aftermarket repair and conversion options.

MERCEDES BENZ Mercedes Benz has offered several air ride and hydraulic systems since the early 1990s. These include Airmatic and ABC. Some of these systems can also have Active Dampening Control (ADC). When ordering replacement parts for these vehicles, make sure you know the system as well as information such as if the vehicle is all-wheel drive. The greatest opportunity for shops is the S-Class for replacement air ride components and coil conversion kits.

TOYOTA The 2003-‘11 Toyota 4Runner with the X-REAS system is not an air ride system, but it is a system that can fail. The X-REAS system links all four shock absorbers to a center control absorber. The aftermarket does offer service parts as well as passive conversion kits. ■

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TPMS

By Larry Carley

Indirect Tire Pressure Monitoring Systems: MAKING A COMEBACK

ndirect Tire Pressure Monitoring Systems (TPMS) are the systems that do not have air pressure sensors inside the tires. Rather, they detect a low tire by comparing relative wheel speeds via the Anti-lock Brake System (ABS) wheel speed sensors. When a tire loses air, its diameter decreases slightly. Older indirect TPMS are not as sensitive to changes in tire pressure as direct systems that actually monitor the air pressure inside the tire, but they are not as expensive either. An indirect TPMS is a relatively affordable add-on to a vehicle if it’s already equipped with ABS. Even so, the vast majority of vehicles that have TPMS use direct systems rather than indirect. Federal law requires the TPMS to alert the driver if the pressure inside a tire has dropped more than 25% below the recommended inflation pressure. The same rules apply to direct and indirect TPMS. Many vehicles abandoned indirect systems for direct systems to meet the federal mandate. One of the weaknesses of older indirect systems is that they may not turn on the warning light if all the tires are underinflated by a similar amount. If the recommended pressure is 32 psi, but all the tires are 24 psi (down 25%), the system won’t know there’s a problem because all the tires will

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be rotating at the same speed when the vehicle is being driven. New systems are taking advantage of better wheel speed sensors and modules to make indirect systems work. Indirect TPMS began making a comeback in 2011 on all Audi models. The highly popular Honda Accord switched to indirect TPMS for the 2013 model year. The 2013 Mazda CX-5 is now also using an indirect TPMS. Some of the VW Golf platform vehicles have switched to an indirect TPMS. Most of these models have the optional ABS and stability control system. But even the newer systems suffer from the inability to read the tire pressure when the vehicle is sitting still.

INDIRECT TPMS APPLICATIONS Indirect TPMS applications include: • Audi 2011-2014 • BMW X5 2002-2005 • Buick LeSabre 2000-2005 • Buick Lucerne 2006 • Buick Park Avenue 1998-2005 • Buick Regal 1999-2004 • Buick Rendezvous 2003-2007 • Chevy Impala 2000-2005 • Chevy Monte Carlo 2000-2005 • Ford Freestar 2004-2005 (some also have direct TPMS) • Ford Windstar 2001-2003 • Honda Accord 2013-2014 • Lexus LS430 2004-2006

TPMS • Lexus RX330 2004-2006 • Mazda CX-5 2013-2014 • Mercedes C-Class 2007 • Mercedes SLK 2005-2007 • Mercury Monterey 2004-2005 (some also have direct TPMS) • MINI Cooper 2004-2007 • Oldsmobile Alero 1999-2000 • Oldsmobile Aurora 2001-2003 • Pontiac Aztec 2003-2005 • Pontiac Bonneville 2000-2005 • Pontiac Grand Am 1999-2002 • Pontiac Grand Prix 2004-2006 • Pontiac Vibe 2005-2007 • Toyota Corolla 2005-2007 • Toyota Matrix 2005-2006 • Toyota Solara 2004-2006 • Toyota Highlander 2004-2006 • Toyota RAV4 2004-‘05 • Volkswagen GTI 2007 and 2010 • Volkswagen Jetta 2005-2007

8) The tire pressure light should now be reset.

TOYOTA On Toyota applications, the reset procedure is fairly straightforward, though it actually takes much longer to complete. Turn the key on (engine off), then press and hold the RESET button until the flashing TPMS warning light goes off. Or, if it is not flashing, hold the RESET button until the light flashes three times. Turn the key off. Hold on though: The relearn procedure is not complete until the vehicle is driven at 19 mph or faster for at least an hour. You don’t have to do this, obviously, but your customer should be made aware of the fact that the TPMS reset procedure won’t be complete until the car has been driven awhile. During this time, the TPMS system may not be able to detect a low tire, so make sure all the tires have been inflated to the correct pressure before the vehicle leaves your shop. ■

WHERE TO FIND RESET PROCEDURES All of these applications use a similar technology and strategy to detect a low tire, but there is no common reset procedure. Toyota is probably the best, with only one simple reset procedure for all of its indirect TPMS (though a slightly different procedure is used on the Lexus models). With so many different reset procedures, it’s important to make sure you’re using the right procedure for the vehicle you’re servicing. TPMS reset procedures may also be found in the vehicle owner’s manual (if it hasn’t been lost). Open the glove box and check the index in the owner’s manual for any TPMS information.

AUDI RESET PROCEDURES 1) Find the factory tire pressure specifications on the placard located on the doorsill on the driver's side. 2) Identify the tire that is low on pressure and fill it up according to factory specifications. 3) Put the key in ignition and start the car, but don't turn the engine on. 4) Push the "Car" button located on the vehicle control panel. 5) A menu will pop up on the screen, scroll down and select "tire pressure monitoring." 6) Select "Store Curr. Tire Pressure" 7) The screen will then read, "tire pressures are being stored."

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TechTips This month is sponsored by:

SUBARU

Cold Weather Braking Effort Problem Models: 1998-â&#x20AC;&#x2122;99 Legacy Sedan, Wagon, Outback, Forester.

Problem: Hard brake pedal (high effort) in extreme cold weather. Braking ability gets better as air temperature rises.

Cause: The vacuum hose in these vehicles has an in-line check valve (see graphic). Moisture can accumulate in the valve. In cold weather, the moisture freezes, blocking the vacuum to the booster, which causes the need for greater brake effort. When the air temperature rises above freezing, the valve thaws out and normal brake effort returns.

Solution: Inspect hose and check valve assembly. If moisture is found, the source of the moisture must be eliminated. Check the emission system and the engine for proper operation; correct or repair as necessary. It may be necessary to replace the vacuum hose and check valve assembly to correct the freezing problem. Source: CARDONE Pro Tech

Toyota: Front Brake Rattle Noise Models: Corolla, Matrix Years: 2003-â&#x20AC;&#x2DC;08 Some customers may experience a front brake rattle type of noise when the car is traveling over bumps. Updated front disc brake cylinder (caliper) mountings and disc brake pad support plates are available to eliminate this condition.

Repair Procedure

1. Conduct a road test to verify the noise condition. A front brake rattle noise will occur when the front tire runs over a depression in the road. 2. Remove and replace the front disc brake pad support plates (two per each caliper).

February 2014 | BrakeandFrontEnd.com

NOTE: The procedures listed below are for one side and should be used for both the right and left side. Refer to Fig. 1 on page 38 for a diagram of the front disc brake components. A. Remove the front wheel. B. Remove the caliper by holding the front disc brake slide pin and removing the two bolts. C. Remove the two front brake pads from the front disc brake cylinder mounting. D. Remove the anti-squeal shims and the pad wear indicator plates from each pad. E. Remove the two front disc brake pad support plates from the cylinder mounting. F. Remove the front disc brake cylinder mounting by removing the two bolts.

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TechTips G. Install the new disc brake cylinder mounting with the 2 bolts. Torque: 107 N.m (1089 kg.cm, 79 ft.lb) H. Install the two new disc brake pad support plates. Apply disc brake grease to the back of the brake pad support plate. I. Install the front anti-squeal shims. Apply disc brake grease to the anti-squeal shims.

Fig. 1: Front Disc Brake Components

NOTES ON THE ANTI-SQUEAL SHIMS: • When replacing worn pads, the anti-squeal shims must be replaced together with the pads. • Make sure to install the shims in the correct positions and directions. • Apply a thin layer of disc brake grease to the area that contacts the anti-squeal shim. 6. Disc Brake Pad 1. Front Disc Brake Cylinder Slide Pin • Disc brake grease can come out 7. Pad Wear Indicator Plate 2. Front Disc Brake Cylinder Mounting LH slightly from the area where the 8. Front Disc Brake Pad Support Plate No. 1 3. Bush Dust Boot anti-squeal shim is installed. Be sure 9. Front Disc Brake Pad Support Plate No. 2 4. Anti-Squeal Shim No. 2 to wipe off any excessive grease to 5. Anti-Squeal Shim No. 1 avoid pad contamination. Make sure that disc brake grease is not applied onto the shims to the disc brake cylinder mounting. Apply a lining surface. small amount of the disc brake grease (1 to 2 mm [0.04 - 0.08 in.] thick) to the areas shown in Fig. 2. J. Install the anti-squeal shims and the pad wear NOTE: Do not apply grease to the friction surindicators to each pad. Make sure to install the pad faces of the brake pads or the disc rotor. wear indicators in the correct positions and direcL. Install the caliper with the two bolts. Torque: 34 tions. N.m (350 kg.cm, 25 ft.-lb) K. Install the two front brake pads with anti-squeal M. Install the front wheel. Torque: 103 N.m (1050 kg.cm, Fig. 2: Front Disc Brake Grease Application 76 ft.-lb) 3. Road test the vehicle to confirm the front brake rattle noise is no longer present. This information supersedes TSB No. BROO4-07 and was originally titled “Front Brake Squeak.”

1. Area For Disc Brake Grease Application 2. Also Apply Disc Brake Grease Here (1-2 mm [0.04-0.08 in.])

38 February 2014 | BrakeandFrontEnd.com

Courtesy of ALLDATA.

TechTips Honda: Rattle From the Rear Shelf

Models: • 2003 Accord 4-Door, VIN JHMCM5...3C000001 through JHMCM5...3C019349 • 2003 Accord 4-Door, VIN 1HGCM5...3A000001 through 1HGCM5...3A054708 • 2003 Accord 2-Door , VIN 1HGCM7...3A000001 through 1HGCM7...3A014092 Customers complain about a rattle that can be heard from the rear shelf area. Do not confuse this with worn upper strut mounts. The probable cause is the dynamic damper does not fit tightly against the rear shelf.

Corrective Action Install washers between the dynamic damper and the rear shelf.

Repair Procedure 1. Remove the rear shelf trim. 2. Remove the dynamic damper. 3. Install two 6 mm washers between the dynamic damper bracket and the rear shelf. 4. Reinstall the dynamic damper and the rear shelf trim.

Parts Information: 6 mm washer (two required). P/N 94103-06800, H/C 0629824 Courtesy of ALLDATA. Go to www.bfeRAPIDRESPONSE.com

TechTips

Chevrolet Malibu: Low Speed Creak/Squeak From Rear of Vehicle Models: 2005-‘07 Chevrolet Malibu (Sedan Only) with Rear Drum Brakes (RPO J41 or JM4)

Some customers may comment on a squeak or creak-type noise coming from the rear of the vehicle. This noise occurs at slow speeds while driving over small bumps and is most apparent when the underbody of the vehicle is wet. This condition may be caused by the parking brake cables rubbing or slip-sticking on the retainer grommet.

Correction Replace both existing white parking brake cable grommets with new black grommets (P/N 15807015) using the procedure below. These new black grommets are made from a Teflon material. • Raise and support the vehicle. • Open the underbody clip (No. 2 in Fig. 1) to provide some slack in the parking brake cable. Use a flat-bladed tool to release the lock tab. Use care not to permanently bend the parking brake cable. If the cable becomes bent, it must be replaced. • Remove the white grommet (No. 1 in Fig. 1) from the bracket. Pull the parking brake cable inboard, gripping the cable on both sides of the grommet. • Use pliers to remove the white grommet from the cable. • Line up the new black grommet slot with the cable and compress onto the cable using pliers. • Install the black grommet into the bracket. • Reinstall the parking brake cable into the underbody clip. • Repeat the steps above for the other side. ■

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Brought to you by:

Shop

AutoCareProNews.com

S&H Industries announced a new Knee Saver work seat with tool tray. Quickly and easily roll about with your tools readily available on the convenient tool tray built into the frame. The work seat can hold a 300-pound capacity and has adjustable height and tilt for multiple positions. Casters evenly distribute the weight and add balance. Knee pads are thickly padded for comfort and a unique kneeling position to reduce pressure on the lower back. Reader Service: Go to www.bfeRAPIDRESPONSE.com

Federal-Mogul’s MOOG Steering and Suspension brand has introduced 43 new replacement parts that address the service requirements of millions of late-model foreign-nameplate and domestic passenger vehicles. The MOOG brand, the automotive service industry’s “Problem Solver,” offers innovative technologies that improve on original component designs for longer life, superior performance and faster, easier installation. The new parts include 12 patent-pending MOOG Problem Solver control arm bushings that eliminate stress-induced failures encountered with the original equipment-style design used on more than 25.5 million passenger vehicles. Available for models from Honda and Mazda. Reader Service: Go to www.bfeRAPIDRESPONSE.com

The PlatinumNAPAFilter offers technology for the latest advancements in synthetic oil and performance oil filters. Featuring a host of oil filter innovations, including wire re-enforced fully-synthetic media, ultra-durable Hydrogenerated Nitrile compound anti-drain back valve (where applicable), this oil filter provides the ultimate protection in the NAPA Family of oil filters. Visit www.napafilters.com for more information. Reader Service: Go to www.bfeRAPIDRESPONSE.com

Honeywell Friction Materials, known for its Bendix, JURID and Stop by Honeywell branded disc pads, added 185 new model numbers in the fourth quarter of 2013, covering an additional 82 million vehicles. Specifically, there was emphasis in the shoe and parking brake category with the introduction of 132 models, which cover 70 million vehicle. Disc pad coverage expanded to include another 1.3 million vehicles, and rotor, wheel cylinder and master cylinder new models on more than 11 million vehicles. Reader Service: Go to www.bfeRAPIDRESPONSE.com

Rancho fabrication and engineering back the new dual steering stabilizer brackets for Rancho RS7000MT and RS5000 series steering stabilizers, constructed from 1/4 -in. highstrength, low-alloy steel. The Rancho dual steering stabilizer brackets fit 1999-2004 Ford F-250/F-350 Super Duty, 20032012 Dodge Ram 2500, 2005-2013 Ford F-250/F-350 Super Duty and 2006-2012 Dodge Ram 1500 truck models outfitted with Rancho RS7000MT or RS5000 steering stabilizers. Reader Service: Go to www.bfeRAPIDRESPONSE.com

42 February 2014 | BrakeandFrontEnd.com

Shop 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. Reader Service: Go to www.bfeRAPIDRESPONSE.com

Tenneco’s 2013-2014 Monroe Brakes catalog highlights the continued expansion of the brand’s Total Solution line of ultra-premium brake pads, with coverage now reaching 97 percent of foreign nameplate applications. Monroe Total Solution pads are delivered complete with electronic wire wear sensors, noise elimination hardware, sensory locking plate (SLP) backing plates and many other ultra-premium features designed to help service providers complete more high-quality brake repairs every day. Reader Service: Go to www.bfeRAPIDRESPONSE.com

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BrakeandFrontEnd.com 47

BrakeLights

June 1951 – More than 250,000 soldiers were wounded in WWII. Some of them could not operate a car using the normal controls. Car makers and shops realized that they had a debt to pay to these veterans. When new cars could be bought after the war, just about every automaker offered hand controls at no extra cost. In a Ford brochure from 1946, Henry Ford wrote: “The least we can do for these men is to be sure that they get an even break with those who come back without major disabilities, and we do not want any profit incentive to enter into this picture. No man who lost a limb in the armed services of our country during the war is going to have to pay anything extra to drive a Ford automobile.” For veterans driving older vehicles, may shops worked with hospitals to install and maintain the hand-control systems. ■

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