Brake & Front End, January 2014

■ ASE G1 TPMS Guide ■ Brake Copper Update ■ Ride Control TSBs ■ Dodge Caliber Alignment

®

A

MAGAZINE

BrakeandFrontEnd.com January 2014

Reader Service: Go to www.bfeRAPIDRESPONSE.com

26

30

22

Publication

A

COVER STORY: Aluminum Suspension Components

CONTENTS

Volume 86, No. 1

22

26

30

Copper Update

Aluminum Suspension

Emission

New Regulations Change Inventory Legislation is changing what parts can be installed on your customers’ vehicles to prevent chemicals from reaching waterways. So the question is: How does this affect the economics of our industry?

Component Serviceability Issues More and more vehicles will be entering your shop with aluminum suspension components. Are you prepped on how to inspect and service these vehicles? We dive into what you need to know.

Catalytic Converters Discussed Exhaust gas recirculation systems (EGR), secondary air injection and catalytic converters — How do these components work together to reduce emissions?

Publisher Jim Merle, ext. 280 email: jmerle@babcox.com

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

Graphic Designer Dan Brennan, ext. 283 email: dbrennan@babcox.com

Circulation Manager Pat Robinson, ext. 276 email: probinson@babcox.com

Editor Andrew Markel, ext. 296 email: amarkel@babcox.com

Managing Editor Chris Crowell, ext. 268 email: ccrowell@babcox.com

Ad Services (Materials) Cindy Ott, ext. 209 email: cott@babcox.com

Subscription Services Maryellen Smith, ext. 288 email: msmith@babcox.com

BrakeandFrontEnd.com 1

DEPARTMENTS Columns

A

Publication

ADVERTISING REPRESENTATIVES HOME OFFICE 3550 Embassy Parkway Akron, Ohio 44333-8318 330-670-1234 FAX 330-670-0874 www.babcox.com

4 Viewpoint 8 Gonzo’s Toolbox 12 Industry Review

20

VICE PRESIDENT Jeff Stankard jstankard@babcox.com 330-670-1234, ext. 282

20 Alignment Specs: Dodge

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

34 Ride Control TSBs 37 ASE G1 Test Prep: TPMS

34

38

44 RAPID RESPONSE

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

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

45 Classifieds 48 Brake Lights

Doug Basford dbasford@babcox.com 330-670-1234, ext. 255 Sean Donohue sdonohue@babcox.com 330-670-1234, ext. 206

38 Tech Tips 42 SHOP: Product Showcase

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

48

Jamie Lewis jlewis@babcox.com 330-670-1234, ext. 266 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) (January 2014, Volume 86, Number 1): 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 443343913. 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.

2 January 2014 | BrakeandFrontEnd.com

Reader Service: Go to www.bfeRAPIDRESPONSE.com

Viewpoint

By Andrew Markel | Editor

Not What You Would Expect

A

re you one of the 7,570 technicians who are ASE-Certified Undercar Specialists? If not, you should be. I recently took the X1 Exhaust Test to qualify as an Undercar Specialist. To gain this certification you must be concurrently certified for Suspension & Steering (A4) and Brakes (A5) from the Automobile & Light Truck Test Series, and Exhaust Systems (X1) from the Specialty Test Series.

The test covers everything from the exhaust port back and all the emissions systems in between. This includes oxygen sensors, turbochargers and air injection systems. The test also includes questions on exhaust system fabrication and the tools required. A lot of the emissions questions appear to come from the A8 Engine Performance Test. This is not an easy test.

Here are my top tips for passing the test: 1. Air injection systems: Know how check valves and reed valves work on aspirated systems and how a malfunctioning valve can change exhaust temperatures and emissions. Many of the ques-

4

January 2014 | BrakeandFrontEnd.com

tions are of the “what can cause” and “what is the most likely cause” variety. Some of the questions will give scenarios where one of the reed or poppit valves are stuck either open or closed. Also, make sure you understand how a leak in the system can change emissions.

2. Acetylene torches: Make sure you are adjusting the regulator and valves in the right sequence and following all recommended procedures.

There are a few great videos on the Internet discussing the

topic. Also, polish up on your gas welding and brazing.

3. MIG & TIG welding: Know your metals and what MIG and TIG welding methods are the best. Also know about basic welder controls like wire feed rates and volts.

4. Turbochargers: Know how the lubrication systems work and how to prime a newly installed unit. Study up on the symptoms of worn impeller shaft bearings and seals.

5. Catalytic converters: Know the law! Make sure you know the OEM and aftermarket EPA warranty times and conditions. Make sure that you know how long a shop has to keep the converter.

You also have to know how to identify a California emissions-equipped vehicle.

6. Oxygen sensors: Learn about converter efficiency and how the emission monitors trip an efficiency code.

Brush up on basic theory on how an oxygen sensor changes voltages. Also, make sure you know about reference air and pump cells.

7. Heat risers: This is one of the most annoying parts of the test. Make sure you understand how these prehistoric warm-up devices work. Most of all, know the failure modes when they either lose vacuum or spring

Viewpoint tension. Younger technicians who have only worked on fuel injection systems may find the questions confusing. The typical question will give you scenarios where the vacuum hose has come off the valve, or the bi-metal spring is no longer working.

8. EGR valves: To pass this test you have to understand the drivability characteristics of an open, partially open or inoperative EGR valve. You need to understand how different throttle positions can cause different symptoms.

I take great pride in being one of the 7,570 ASE-Certified Undercar Specialists. For any undercar shop that specializes in brake, chassis or exhaust work, having a specialist on staff should be a great selling point with customers.

The Experience

Some people have made a big flap over the check-in procedures at the test centers, calling them over the top or that they make you feel like a criminal. I had to place my belongings in a locker, turn my pockets out and had a metal detector waved over my body. And the sock inspection was strange. Talking with some technicians, experiences can vary according to the attitude of the person conducting the check-in procedures.

ASE’s testing contractor, Prometric testing centers, performs testing for a number of vocations that make life and death decisions. ASE test takers are treated no different than people taking civil service,

medical or CPA exams. It’s just standard procedure. Just imagine your accountant, nurse or lawyer having to do the same thing.

My experience was favorable and the administrators at the test center were polite.

This was my first time using the new computer-based format. Below is a short review of the testing experience for those who are getting ready to certify or recertify. Even though I registered the last possible day for testing, I was still able to set up a test time on a Saturday at 1:30 p.m. with no problems at all.

The testing center was in a strip mall about five miles from my home — very convenient.

The Test Environment

Once you’ve been checked in, the administrator will walk you into a room with up to 30 people taking tests. You will sit in a cubical with a computer and scratch paper and they will provide you with headphones to help block out the noise.

The testing program is easy to navigate and displays the remaining time you have to complete the tests. If you complete a test early, you can move on to the next test. You can flag questions to review later. I had no technical issues.

The Tests

I took three recertification exams and two new certification exams. I couldn’t find any questions that were biased against imports or domestics.

Just about all of the questions could be rationalized quickly if you have working knowledge of the system in question.

6 January 2014 | BrakeandFrontEnd.com

Very few questions actually required knowing a specific value or number like the voltage of a dead battery or bad sensor, however, it does favor the more experienced diagnostic technician.

It might just be me, but it felt like there were fewer technician A and B questions on the test this time around.

My tactic was to answer all the questions quickly and flag questions I was not sure about or the wording was tricky. Then I used the remaining time to go back and review the questions.

I was able to confidently finish each test with time to spare.

Post Test

After completing the five exams, I was given my results after leaving the testing room.

This is a lot better than the old paper method.

Overall

There is no excuse not to take an ASE exam except if you live in an extremely rural area. Most testing centers can accommodate difficult schedules. The websites work well and are extremely easy to navigate.

When I paid the $200+ fee to ASE, I questioned if it was really worth it. No one was going to stop me from working on cars if it expired, or take the old certificate off the wall. But, it would have gnawed at me if I let the certifications expire.

While the price for the tests may seem expensive at first, the certifications are good for five years. Also, you can’t put a price on your career. ■

Track Talk Battle at the Beach Back at Daytona for 2014 Bent sheet metal, hurt feelings, last-lap action and ecstatic winners.

That’s what the inaugural UNOH Battle at the Beach promised. And it delivered.

The event, held on the short track on the Superstretch of Daytona International Speedway, will return to the “World Center of Racing” during Speedweeks 2014, and will highlight a week full of NASCAR racing at Daytona and neighboring New Smyrna Speedway.

NASCAR’s top short-track stars will reconvene for another shot at victory, and perhaps a reprise of last season’s fireworks, on the sport’s biggest stage Tuesday, Feb. 18 at Daytona International Speedway. It comes on the heels of a successful debut on the Daytona Superstretch in

which last-lap contact decided the outcome of all three races last season.

“The UNOH Battle at the Beach is a great opportunity for short track racers from around the country to compete on racing’s biggest stage,” said D a y t o n a International Speedway President Joie Chitwood, III. “We’re looking for- Last year, veteran Steve Park scored a popular win in the NASCAR Whelen ward to some intense Modified Tour race at the UNOH Battle at the Beach. competition with two exciting main events.”

NASCAR Whelen Modified Beach was surpassed only by The 0.4-mile oval layout and Whelen Southern the number of people talking that includes part of the 2.5- Modified tours. Both races will about the electrifying finishes.” mile track's backstretch returns be 150 laps.

The race will actually be to host a championship points “Fans around the world the second event of the searace for the NASCAR K&N Pro look forward to Speedweeks to son for the K&N series, which Series East and a non-points kick off the NASCAR season, will kick off Feb. 16 at nearby event for the combined and we are proud to be able to New Smyrna Speedway, a present a half-mile track in New week of Smyrna Beach, FL, now in its short-track second year of affiliation with action lead- the NASCAR Whelen Alling up to the American Series.

56th runTickets and information for ning of the the UNOH Battle at the Beach D a y t o n a as well as NASCAR’s most pres500,” said tigious race – the 56th annual G e o r g e DAYTONA 500 on Sunday, Feb. Silbermann, 23 – are available at daytonainN A S C A R ternationalspeedway.com or by vice presi- calling 1-800-PITSHOP. dent of tourFans can follow NASCAR on ing & weekly Twitter (@NASCAR) and stay series. “The up to speed on the latest anticipation NASCAR news by using hashThe 2014 NASCAR season starts with the 56th annual DAYTONA 500 on Sunday, Feb. 23. for last year’s tags #NASCAR, #DAYTONA500 The Great American Race will air live on FOX, MRN Radio and SiriusXM NASCAR Radio, first UNOH and #ROADTODAYTONA and with additional coverage on NASCAR.com.

Battle at the #NASCARBattle.

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

Gonzo’s Tool Box

By Scott “Gonzo” Weaver Gonzosae@aol.com

Automotive MD:

What If Insurance Covered Repairs?

T

hese days, the demand for the expertise of a practicing doctor and a technician on the job continues to accelerate. While a technician doesn’t need a degree to repair cars, he might as well have one with the speed at which the automobile has evolved and the vast amount of knowledge that’s required to fix today’s vehicles.

So, with all of its professionalism and prestige, the automotive repair industry is sometimes portrayed in a negative light on the news, and this really bothers me.

There always seems to be some repair shop that has botched a job for a customer on the 10 o’clock news. The story is such that the customer is looking for sympathy and the news reporter is doing his part by detailing a fouled-up vehicle repair.

Yet, you hardly hear a thing on the news about someone getting overcharged or wrongly diagnosed at the physician’s office.

There are other comparisons to think about. When a doctor is having trouble diagnosing a patient, he or she will refer him to a specialist. It sounds just like

8

January 2014 | BrakeandFrontEnd.com

what we do in the auto repair industry, doesn’t it? The big difference is the first doctor is still going to send you a bill. Then again, if we send a job to a specialist, we very seldom get paid for the time that we’ve already

invested into the customer’s vehicle. Maybe if technicians had an “AD” (Automotive Doctor) at the end of their title, things might be different and we’d get the same sort of respect. (Something to thwart those inexperienced wrench-

benders who are only out to take people’s money and do subpar work on a customer’s car — something that degrades the entire industry.)

I get calls all the time from people wanting to know how much it will cost to fix their car.

All they want is an over-the-phone estimate. Since I mainly do electrical repair, completely rewiring a car is nothing new for me, although giving an estimate over the phone is another matter altogether.

Now, how does that work if I call a doctor for an estimate? Can there be a price difference between doctors?

Should I question him on what he is charging based on what the physician down the street is charging? Should I tell the doctor that “so-and-so” worked on it before? From what I gather, it’s an insult to ask a doctor about price, other than the cost of an office visit (Of course, there are those unmentioned fees that always seem to creep up when the final bill comes in). Insult or

Missing Something?

See the 50 TIPs for 50 Years Insert at www.50mightytips.com For tips that can make your shop more productive and profitable.

Reader Service: Go to www.bfeRAPIDRESPONSE.com

Gonzo’sToolBox

CONSUMERS TEND TO BE MORE FOCUSED ON COST VS. SATISFACTION WHEN IT COMES TO AUTOMOTIVE REPAIR VS. PHYSICIAN SERVICES. SO, MAYBE IT’S A GOOD THING THAT PEOPLE ASK ME HOW MUCH A REPAIR WILL COST. not, I find it rather amusing that there is such a difference in prices from hospital to hospital and “Joe Public” doesn’t have a clue or seems unconcerned about it beforehand or during the procedures.

Then you get into the issue where the Joe Publics will attempt to repair things themselves. This unprofessional approach is probably the same thing a doctor runs across when someone tries to take care of a simple problem or use the Internet to diagnose an ailment, only to have it end up as an entirely different problem. Yet, they still won’t ask the doctor “How much?” Of course, when the bill shows up in the mail, their chin drops to the floor as they gasp at the cost. I wonder if a doctor has ever received a call from a client saying that their prices are way too high compared to the last doctor they went to?

While it may be a weak analo10 January 2014 | BrakeandFrontEnd.com

gy, I’m trying to point out how consumers tend to be more focused on cost vs. satisfaction when it comes to automotive repair vs. physician services. So, maybe it’s a good thing that people ask me how much a repair will cost. At least then, it’s not as much of a shock to their pocketbook or to their physical health.

I’ve got to hand it to the medical profession, insurance companies and the like. They all manage to make a buck on everyone who’s in need of repair. Too bad we couldn’t get the same kind of coverage on a car. I’m not talking about extended warranties or some aftermarket company that would cover certain aspects of auto repair. I’m talking about a real “health insurance policy” for vehicles.

I doubt too many people would call me up asking for prices on repairs then. Instead, the caller would most likely say, “It’s covered; I’ve got great insurance…just get it done.” ■

Industry Review

v

Airtex Fuel Delivery Systems Announces Lifetime Warranty Airtex Products has announced that all of its electric fuel pumps and electric fuel pump assemblies will now be backed by a lifetime-limited warranty.

Headquartered in Lake Forest, IL, Airtex Products L.P. is a U.S. automotive aftermarket manufacturer of fuel delivery products. The company designs and builds modular reservoir assemblies, electric fuel pumps, in-tank sender and hanger assemblies, and mechanical

fuel pumps for a full range of car, truck, fleet and specialty vehicles.

“We fully stand by our products,” said J. Brett McBrayer, president of Airtex Fuel Delivery Systems and ASC Industries. “We felt it is now time that we had a warranty that reflected this confidence.

We wanted to show that there was still a reason to choose a quality product; one backed 100% by the manufacturer.”

Federal-Mogul Selected as ‘Channel Partner of the Year’ by Aftermarket Auto Parts Alliance The Federal-Mogul Vehicle Components Segment was selected as 2013 Channel Partner of the Year by shareholders of the Aftermarket Auto Parts Alliance (the Alliance), marking the fifth time Federal-Mogul has been honored as the top manufacturer serving the Alliance, which is the source of quality products and services for more than 2,200 parts stores and over 3,000 certified auto service centers across North America.

The 2013 award is based on Federal-Mogul’s exceptional performance in several key business areas,

12

including product availability, customer support, training, marketing programs and field sales support.

“Federal-Mogul and the Alliance are channel partners in every sense of the term — our teams collaborate on a daily basis to help drive sales, efficiency and bottom-line value for every Alliance shareholder and the thousands of customers they serve,” said Roy Kent, vice president, program distribution, Federal-Mogul VCS. “This award is a source of tremendous pride for our entire organization.”

January 2014 | BrakeandFrontEnd.com

2014 ASE Certification Testing Schedule Announced

The 2014 ASE certification testing schedule has been announced. Note: Winter registration is taking place now through Feb. 21.

Winter Testing Jan. 2 – Feb. 28, 2014 Spring Registration March 1 – May 21, 2014 Spring Testing April 1 – May 31, 2014 Summer Registration June 1 – Aug. 21, 2014 Summer Testing July 1 – Aug. 31, 2014 Fall Registration Sept. 1 – Nov. 21, 2014 Fall Testing Oct. 1 – Nov. 30, 2014 For more information, go to ase.com.

Reader Service: Go to www.bfeRAPIDRESPONSE.com

v

Industry Review Federated Accepting Nominations for ‘Shop of the Year’ Federated Auto Parts is now accepting nominations for the 2014 Federated Shop of the Year. Nominated shops will be evaluated on a set of criteria established

by Federated and found on the Shop of the Year nomination form. The winning shop owner and guest will be awarded a three-night, four-day all-expense paid trip to Phoenix as Federated’s guest at the 2014 Federated National Meeting, receiving special recognition during the Federated awards banquet.

“Choosing only one shop is a real challenge since there are so many highly qualified shops around the country,” said Phil Moore, senior vice president for Federated. “If you know of a shop with knowledgeable, professional service technicians, superior service and repairs that result in very satisfied customers, and active community involvement, that shop could be the next Federated Shop of the Year.”

For more information or to nominate a shop, visit Federated Auto Parts at www.federatedautoparts.com/ShopOfTheYear.aspx.

Reader Service: Go to www.bfeRAPIDRESPONSE.com

14 January 2014 | BrakeandFrontEnd.com

Industry Review Car Care Council Introduces Maintenance Mondays The Car Care Council is making it easier to be car care aware in the New Year with the start of Maintenance Mondays. This Instagram-based weekly campaign will help drivers with visual information on car care.

“It’s our New Year’s resolution to help consumers better understand car maintenance, and these days it is best done in images and videos,” said Rich White, executive director, Car Care Council.

With its new Instagram account, the Car Care Council will share image and video tips for maintenance every Monday and will also share them on its other social media channels. Videos will range from simple do-it-yourself videos and preventive maintenance tips to information on choos-

ing an automotive professional when needed.

Follow Maintenance Mondays by joining the Car Care Council on Instagram at instagram.com/carcarecouncil, or find them on Facebook, Twitter and Pinterest with #MaintenanceMondays.

For a copy of the council’s Car Care Guide or for more information, visit www.carcare.org.

Reader Service: Go to www.bfeRAPIDRESPONSE.com BrakeandFrontEnd.com 15

Industry Review 45 Technicians Honored at ASE Annual Meeting Forty-five automotive professionals were recognized Nov. 20, 2013, at the Fall board meeting of the National Institute for Automotive Service Excellence (ASE) held at the Fairmont Hotel in Newport Beach, CA. The annual awards banquet spotlights top scorers on the ASE certification tests. Thirty-eight different companies from both OEM and aftermarket segments sponsored the individual technician recognition awards in the Auto, Truck, Collision and Parts categories, along with three instructor awards. In addition to looking for top scores on ASE tests, award sponsors examine on-the-job excellence, community service and other factors when selecting honorees.

“ASE has been honoring the best of the best in our industry for more than 40 years, and this year we recognized 45 outstanding individuals from all across the nation,” said Tim Zilke, ASE president and CEO. “We couldn’t do this without the support of our many award sponsors, whose ranks include some of the best-known names in the industry. Their commitment to excellence is reflected in the talented individuals we recognize each year.”

For more information about ASE, visit www.ase.com.

2013 ASE Technician Award Winners Front row (R to L): Jeff Miller, John McKeage, Cass Pujol, Steve Keeney, Bill O’Hara, Ronnie Bush, Jerry Bisbee, Carl Hader. Second row: Bruce Nelson, Chris Cargill, Scott Chaney, Roger Christopher, SrA Chad Cassidy, Terry Sparks, Brad Stump, Dave Ellingsen, Rick Edgar.

Third row: Steve Urich, Kevin Collins, Bob Phipps, Rob Brennan, Chuck Stockton, Kurt Wegner.

Fourth row: Bill Cochran, Jeremy Hockett, Lloyd Koppes, Mark Hunter, Larry Willis, Skip Meserve, James Larson, Mike Gerhart .

Fifth row: Andy Dziduch, Chris Gorman, Greg Sampley, Keith Warner, Tim Ehrhart, John Flieger, Dana Haglin. Last row: Brian Wiggins, Joe Tuholski, Lenny King. *Not pictured: Dave Benkert, Jerry Denaple, Marlon Gonzalez and Butch Sarzynski.

BrakeandFrontEnd.com 17

v

Industry Review

AVI Offers G1 Test Prep Program AVI’s ASE Test Prep product line now includes the G1 Test Prep Program, which covers preventive maintenance and light repair services.

The AVI ASE G1 Test Prep Program features instructor Bill Haas and helps technicians make the most of their study time by covering these areas: • General engine inspection, filter, fluid and belt replacement; • Automatic transmission/transaxles, manual drivetrain inspection; • Suspension and steering component inspection and replacement; • Brake system inspection, disc, drum, rotor, pad and caliper replacement (including wheel alignment); • General electrical related to starting and charging and lighting; and • Heating and air conditioning system inspection.

To order, visit www.auto-video.com or call 800-718-7246.

GM Makes Transmission Control

Module Repair Easier With Release of Programming Tools GM Customer Care & Aftersales (GM CCA) is releasing the diagnostic and programming keys essential to repairing and replacing GM 6-speed automatic transmissions. As a result, Independent Service Centers (ISCs) will be able to access the digital tools needed to “flash” the component that gives the GM 6-speed its unique performance capabilities — the Transmission Electro-Hydraulic Control Module (TEHCM).

The programming setup is easily accessible via a download that can be secured through a TIS2Web Service Programming subscription, GM’s next-generation Technical Information System. Seven subscription packages are offered.

With a subscription in hand, all that’s required for a technician to flash the TEHCM is a J2534 device or scan tool.

Go to www.bfeRAPIDRESPONSE.com

For a limited time, GM CCA is offering a two-day TIS2Web trial subscription to ISCs at no charge (not available to subscribers in Massachusetts).

When they purchase a GM 6speed replacement automatic transmission assembly between Oct. 1, 2013, and June 30, 2014, ISCs can access the TEHCM programming with the no-charge subscription.

ISCs obtain a promotional code for the no-charge subscription by calling GM toll-free at 866453 4123 and providing their business name, contact information, transmission assembly part number, serial number and the VIN. The code is then used when accessing the subscription via www.acdelco techconnect.com.

For additional information, contact your GM dealer or go to www.genuinegmparts.com. ■

AlignmentSpec

T

he Dodge Caliber was the replacement for the Neon.

The Caliber shares the same architecture with the Nitro and Sebring models from the same timeframe. Needless to say, this is a “net build” vehicle with only toe adjustments built into the front and rear suspensions.

There are differences in the caster, camber and toe for the different wheel sizes and options like AWD and the RT package for the 2007-2010 models.

Make sure you look at the vehicle before selecting the correct alignment specifications. 2011-2012 models have one specification.

No scan tools or procedures are required to reset the steering position sensor.

20

January 2014 | BrakeandFrontEnd.com

Sponsored by:

FRONT The front suspension does not have adjustments for camber and caster built in. You have two options to bring the vehicle within specification.

First, Chrysler recommends shifting the cradle to adjust the camber and caster. But the rear engine mounts are attached to the cradle. If the cradle is shifted too far, you might not be able to insert the bolts for the mounts.

Second, camber can be adjustable with a lower bolt kit for the struts. The kit will only give ±1º of camber. Aftermarket camber adjustment bolts are also available from various manufacturers.

AlignmentSpec TPMS For the TPMS system to relearn the positions of the sensors or a new sensor, the vehicle must be stationary for more then 20 minutes in order to initiate the learning sequence, then driven continuously for 10 minutes above 15 mph. ■

There have been many complaints about lower ball joint failures on the Caliber. Some drivers have experienced catastrophic failure in as little as 40,000 miles.

Some have blamed the close proximity of the ball joint to the rotor.

To inspect the ball joint, insert a pry bar between the knuckle and lower control arm, resting it on the lower control arm. Push the knuckle up from the lower control arm. Apply the load until the needle of the dial indicator placed on the ball joint’s stud no longer moves. A good ball joint should have no more than 0.8 mm (0.031 in.) of end play.

REAR The rear toe is adjustable by the toe link and the adjustable cam bolt on the inboard side. Camber can be adjusted with aftermarket rear adjustable-length control arms. These can give ±2.0º of camber.

RIDE HEIGHT Chrysler recommends that an alignment should be performed with correctly inflated tires and a full tank of fuel. Failing to do this could lead to false front caster readings.

Reader Service: Go to www.bfeRAPIDRESPONSE.com BrakeandFrontEnd.com 21

CopperUpdate

By Andrew Markel, Editor

to Change the Parts You Sell/Install

N

ew legislation is changing what parts can be installed on your customers’ vehicles.

The goal of these mandates is to reduce emissions and prevent harmful chemicals from reaching waterways. The spirit of the new regulations is to preserve public assets like parks and streams that improve the quality of life for the citizens of the state.

But, the question always has to be: At what cost does this come to the safety and economics of our industry? If people can’t afford to have their cars serviced, or it becomes cost prohibitive to develop environmentally friendly products, the cost to society could be greater than the loss of clean waterways.

WHEEL WEIGHTS In 2008, The EPA reported that about 1.6 million lbs. of lead falls off vehicles each year. Like copper, lead can be toxic for water-

22

January 2014 | BrakeandFrontEnd.com

sheds. While 11 states have legislation concerning lead wheel weights on the books or waiting approval, manufacturers of wheel weights have moved toward products that are lead free to avoid costly regulation.

The solution was alternative materials like zinc and tungsten.

Manufacturers complied with the law and today it is hard to find a lead weight.

BRAKE PADS Brake pads pose a more difficult challenge to manufacturers.

Copper and other toxic substances used in some brake pads are ending up in rivers and streams. This is due to brake dust migrating from the pads to the road. The brake dust is then washed into storm drains or the watershed next to the road.

Copper is used in brake pads as an abrasive to create friction. It is soft and is kind to rotors. But to some fish, it can inhibit their

Reader Service: Go to www.bfeRAPIDRESPONSE.com

CopperUpdate sense of smell and prevent their ability to find their spawning grounds. If copper concentration hits critical levels, it can kill microorganisms that are the critical link for the aquatic food chain.

California is phasing in regulation over the next decade to reduce levels of copper. The next deadline, January 2014, necessitates cadmium, chromium and other heavy metal levels in friction materials to be no more than 0.1 percent by weight. In 2021, a two-step reduction in copper percentage by weight requirement will commence with the mandate that brake friction materials must contain no more than 0.5 percent copper.

Starting in 2013, brake manufacturers selling in Washington state had to report the use of copper, nickel, zinc and antimony in brake friction materials. In order to comply with the Better Brakes Law, brake pads may only contain trace amounts of asbestos, cadmium, chromium, lead and mercury in 2014; but by 2015, all brakes must be certified and marked to indicate the absence of these same materials.

Oregon, New York, Rhode Island and Hawaii also are in the process of drafting legislation to limit copper in brake pads.

There is no direct replacement for copper in non-asbestos organic friction materials. Manufacturers instead have to tune the formulations so copper content is below mandated levels while still keeping performance and noise levels the same as before.

For some brake pad manufacturers that specialized in semimetallic pads, the ban does not change how their pads are formulated. For manufacturers that Go to www.bfeRAPIDRESPONSE.com

specialized in adhesive-type friction pads, it has been difficult to get the level of copper to legal levels.

The full effect of these brake pad copper laws are more than 10 years out, but many components of the laws are being phased in right now. Since Jan. 1, 2013, friction material manufacturers doing business in Washington state are required to submit a report on their use of copper, nickel and other restricted metals. By 2015, all new inventory must be labeled saying if it complies with the law.

Manufacturers, distributors and “installers� have 10 years to sell off existing, unapproved inventory. In California, the law also restricts the use of the cadmium, chromium, lead and its compounds on Jan. 1, 2014.

The laws put new technical and financial burdens on friction material manufacturers. Under the Washington state law, friction material formulation has to be tested by an approved laboratory and the applications that use this material must be submitted so the right label can appear on the box. Every step in the process costs money and time. These burdens may be so great that some manufacturers could get out of these markets completely.

WHAT IS NEXT? As states try to improve air and water quality, any product that contains harmful chemicals will come under scrutiny. Also, more and more states are looking at annual emissions testing to ensure that older vehicles are serviced properly over the longer lifespans. â–

Reader Service: Go to www.bfeRAPIDRESPONSE.com

Suspension

By Andrew Markel | EDITOR

F

or every 10 percent reduction in vehicle weight, there is a 5 to 7 percent fuel savings. Since 1990, there has been a steady increase in the weight of vehicles due to airbags, structural components and convenience features like heated seats. This fattening in some areas forced suspension components to go on a diet.

One additional benefit of aluminum suspension components is their noise and vibration dampening properties.

Engineers have found that aluminum transmits less road and tire noise to the passenger compartment due to the density of the material.

The most important benefit is the reduction in unsprung weight. By reducing weight that connected to the suspension, handling increased while allowing for a more comfortable ride by using lower spring rates and dampener valving.

This is why more and more vehicles entering your shop will have more aluminum suspension components.

INSPECTION In most cases, an aluminum component is as strong or stronger than steel or cast iron. But what sets aluminum apart is how it fails. Most aluminum suspension compo-

26

January 2014 | BrakeandFrontEnd.com

The Hyundai Genesis platform uses aluminum in the knuckle and upper strut tower.

nents are forged and heattreated. If a component has undergone extreme stress like a curb strike, it will most likely crack and break instead of bend.

If you have a vehicle in your bay that has been in a crash or has had a curb strike, look for cracks. There are dye kits on the market to help you inspect for cracks. These kits are easy to use and can spot unseen cracks.

Never try to weld aluminum suspension components.

Aluminum is more heat sensitive than iron or steel. The

heat from welding can ruin the temper of a component and make it more brittle.

When inspecting a vehicle with aluminum control arms, pay special attention to the ball joints. Almost every stock aluminum control arm uses plastic or composite materials for the socket insert instead of a hardened metal socket. This is due to fretting corrosion where the two dissimilar metals wear and tear away at each other under loads and stress.

Once the insert is worn, the hardened stud will start to

Suspension

The new Ford Mustang uses aluminum to replace the solid rear axle.

bite into the soft aluminum of the control arm. This can lead to catastrophic failure in a short period of time. The leading cause of the failure is typically failure of the protective boot. When the boot fails, water can wash out the lubricant and cause wear between the socket and stud.

Some aftermarket suspension components have been engineered to use a metal-on-metal ball and socket; they also have the ability to be lubricated after installation.

FASTENERS Aluminum components require special fasteners and tightening procedures to make sure they keep

their tension and do not damage components. Typically, you will see coated threads, threadlockers and torque-to-yield (TTY) fasteners.

TTY fasteners are mounting fasteners which are torqued beyond the state of elasticity and therefore undergo plastic transformation, causing them to become permanently elongated.

Conventional ball joints and tie-rod ends use a tapered stud and hole with a nut on top to secure the stud to the knuckle. The 7-10Âş angled taper, along with a threaded stud and nut, lock the components together by tensioning the nut and stud. TTY ball joint and tie-rod studs have two advantages. First, they can weigh less and still apply the same clamping loads. Second, the clamping loads are more consistent and controllable.

TTY fasteners were first used for engine head bolts because they required less torque, and the torque applied was more evenly distributed. This resulted in even clamping forces on the head gasket and less distortion in the block and head.

Some of the first TTY head bolts were used on bimetal engines with aluminum heads and cast iron blocks. The same is true for suspensions; the first vehicles to use TTY studs used aluminum knuckles like on the Corvette. Now these types of ball joints and tie-rod ends can be found on Buicks, Jeeps and Fords. Also, more bolts for shock mounts, bushings and control arms are now using TTY fasteners.

They are also used in vehicles with cast-iron

What’s next? The Sting Ray version of the 2014 Corvette uses front control arms are made of hollow castings and even carbon fiber.

BrakeandFrontEnd.com 27

Suspension knuckles.

The metallurgy and heat treatment of TTY bolts and regular bolts is different, and you can sometimes tell one from the other by their appearance.

TTY ball joints and studs have an inset hex head at the end of the stud.

This can be used when tightening to the specified torque and setting the torque angle.

Always make sure to check the service information to get the right torque for a suspension component no matter what type of fastener. If you see an initial torque spec along with an angle in degrees, it is a TTY fastener.

Aluminum knuckles, upper control arms and ball joints can be damaged if not tightened using the correct procedure. Knuckles and upper control arms are aluminum and can be damaged if a torque wrench and torque angle gauge are not used. No matter if you go too tight or too loose, if you fail to use correct tools and procedures, you could be buying the customer a knuckle and working for free to install it.

Many ball joints may have an initial torque spec as low as 15-30 ft.-lbs. and torque angles are between 140º and 225º. Never guess or try to use your calibrated elbow; always look up the spec and use a torque wrench. The same procedure is also required for tie-rod ends. Make sure the washers on the studs are in good condition and installed in the right direction. If a washer splits or fails, it could cause a catastrophic failure.

TTY ball joints and tie-rods are usually installed dry. Do not apply any oil, grease, assembly lube or sealer on the stud or tapered bore. The reason is lubricants reduce friction when a bolt is tightened. This actually increases the torque load on the bolt or stud, which may overload and stretch a TTY bolt too far, causing it to break.

The most important tightening procedure is to look up the torque values and procedures. Never guess or take short cuts when dealing with fasteners on aluminum components. ■ Go to www.bfeRAPIDRESPONSE.com

28 January 2014 | BrakeandFrontEnd.com

Reader Service: Go to www.bfeRAPIDRESPONSE.com

Emission

By Andrew Markel

How Does the EGR and Secondary Air Injection Work With The Catalytic Converter?

T

he perfect internal combustion vehicle would be able to put the exact amount of fuel and air into the combustion chamber. If the perfect combustion event happened, you would get nothing more than water and carbon dioxide. There would not be any unburned fuel or oxygen.

It would also be at the right temperature so oxides (“hyperactive” oxygen turned on by higher temperatures) would not combine with nitrogen and carbon to form nitric oxides (NOx) and carbon monoxide (CO). This perfect car would not need a catalytic converter or any other emission-control device.

What would be needed to make this happen? Direct injection into the combustion chamber is a good start. You would also need the perfect combustion chamber free from hot spots — areas of unwanted turbulence or carbon build up.

The most important ingredient you would need is an engine control computer and sensors that could measure air and fuel perfectly to calculate the best possible ignition timing and optimal combustion. This would require the super computer’s computing capacity to do millions of calculations that would constantly

Go to www.bfeRAPIDRESPONSE.com

change due to engine speed and load.

We do not have this technology, but every year combustion chamber designs get better; engine computers get better and sensors get more sensitive.

In the mean time, we have exhaust gas recirculation systems (EGR), secondary air injection and catalytic converters to reduce emissions

EGR SYSTEMS EGR systems put a small amount of inert gas into the combustion chamber to control the temperatures. Since exhaust gases do not typically burn, this lowers the combustion temperature and reduces NOx emissions from the engine.

When things heat up in the combustion chamber to temperatures around 1,300° C or 2,500° F, oxygen and nitrogen start combining with each other and form NOx and CO. By putting exhaust gases into the combustion chamber, the air fuel mixture is watered down by the inert exhaust gases. This slows down the combustion process and lowers combustion temperatures to levels where NOx does not form.

Unlike older EGR systems,

Emission modern EGR systems work constantly, not just during deceleration or closed throttle conditions.

Keep this in mind when trying to solve a loss of power or stumbling problem.

Newer vehicles with variable valve timing on both exhaust and intake camshafts can adjust timing so that a small amount of exhaust gas is sucked back into the chamber during the intake stroke.

SECONDARY AIR INJECTION SYSTEMS Secondary air injection systems pump outside air into the exhaust stream so unburned fuel can be burned. Early systems have a beltdriven air pump. Newer aspirated systems use the vacuum created by an exhaust pulse to pull air into the pipe. The latest systems use an electric motor to pump air.

These systems are critical for the life of the catalytic converter.

Electric motor systems can be found on many new vehicles like the GM LS series, Toyota V8s and California emission Ford 3.8 V6s.

These systems typically are active during the first 20 to 120 seconds of engine operation by forcing air downstream into the exhaust manifolds to oxidize the hydrocarbons and carbon monoxide created by running rich at startup. This can drastically decrease the lightoff time for the pre-catalysts. The system injects the correct amount of air using inputs like coolant temperature, air temperature and oxygen sensors.

CATALYTIC CONVERTER The catalytic converter needs two elements the EGR system and air injection systems provide: proper temperatures to reduce NOx and oxygen to burn hydrocarbons.

Under ideal conditions, a threeway catalyst can reduce someGo to www.bfeRAPIDRESPONSE.com

where between 50% and 95% of NOx emissions and 99.9% of the unburned fuel.

It is the last stop for pollutants, and if an emissions system upstream is compromised, it can only compensate so much before tailpipe emissions increase.

DIAGNOSTICS To properly diagnosis a highemission vehicle, you must look at it like an engineer looking at the entire system, from the air intake to the exhaust pipe. When a vehicle is engineered, it must meet a specified emission level. To do this, an engineering team will balance the systems and make them work in harmony so the price is affordable.

If a vehicle has a combustion chamber design that has higher than normal temperatures, the engineers will balance out the amount of exhaust gases introduced to the combustion chamber to the size of the converter so the vehicle meets mandated emission levels and the warranty period.

If platinum, palladium and other precious metals were not so expensive, we would probably see larger converters and fewer emission-control devices that focus on what is happening inside the combustion chamber. But with platinum prices around $1,300 an ounce, this is not a viable economic solution.

If your shop is replacing a failed catalytic converter without addressing the problems upstream, you are also using a solution that is not economically viable for the consumer because they will have to replace the converter sooner. â–

Reader Service: Go to www.bfeRAPIDRESPONSE.com

RideControl

TSBs

The Year in Ride Control TSBs

‘Tried and True Fixes’ Can Expedite The Diagnostic Process Technical service bulletins (TSBs) can help you solve common problems that occur on a specific vehicle. If you’re trying to resolve suspension, ride control and air ride problems, looking at the TSBs can lead you down an established diagnostic path that has been constructed by technicians and engineers.

2013 was a good year for ride control TSBs. Some TSBs were intended for very few vehicles on the road, but the solutions can be used to resolve the same problems on a wide variety of vehicles. Several of the TSBs over the next two pages can help to solve chronic problems that have plagued some vehicles for years.

Here are the top seven ride control TSBs from 2013.

1. ACURA: Ticking From the Dashboard or Front Damper TSB#: 13-039 Affected Vehicle: 2014 Acura MDX Summary: While you may not see a 2014 Acura MDX in your shop in the near future, this TSB is still worth reading for the solution to the problem.

Owners of this vehicle were reporting a ticking coming from the upper strut area. The condition is caused from the upper strut mount sticking to the vehicle body, causing a noise as the body flexed. The solution is to mount special stickers to the top of the strut mounts to insulate the body from the upper strut mount.

This TSB will make you think twice about not replacing an insulator or strut mount the next time you change the strut on any vehicle.

34

2. AUDI: DTC 01487, No Communication With Air Ride Suspension Module and Air Ride Deflates TSB#: 43 13 21 2017325/8

3. AUDI: Ride Control DTCs Caused by Bad Grounds

Affected Vehicles: 2007-‘08 Q7 Summary: This TSB is a reflash/reprogramming solution for a condition that happens when the vehicle is turned off and the sleep mode of the serial data bus is interrupted by the key cycle or when the door is opened. Drivers reported the air suspension warning light would blink and the air suspension would go to the lowest possible position when restarting the vehicle. If the driver cycled the ignition, the suspension would return to normal operation. If you get one of these vehicles in your shop, DTC 01487 (system function test incorrect, signal sporadic) will be stored in the system.

The new software prevents this from happening by changing the parameters in the sleep mode protocols.

January 2014 | BrakeandFrontEnd.com

TSB#: 43 13 22 2018190/5 Affected Vehicles: 2007-‘08 Q7 Summary: This TSB advises if DTCs 00142-00145 are stored in the self-leveling suspension control module, the technician should perform checks on the electrical circuits going to the four air ride valve units rather than replacing the entire unit. The TSB advises to check the resistances of the valves, which should be between 1.663.61 ohms depending on the ambient temperature.

RideControl

TSBs

4. AUDI: Compressor Inoperative TSB#: 43 13 23 2018765/9 Affected Vehicles: 2006-‘08 A6, 2004-‘10 A8 2007-‘12 Q7, 2013 S6, 2013 S7, 2011-‘13 A8 Summary: This is an updated TSB from 2010 that outlines the diagnostic procedures and parts replacement recommendation for a compressor that keeps running after the vehicle has been locked and the customer is unable to adjust the system. The affected vehicles have one of three codes stored in the level control system module: DTC 0453: Restricted function through excessive temperature DTC 1583: Leak in the system DTC 1770: Sender for compressor temperature of self-leveling control G290 The TSB discusses thermal damage to the compressor and relay that could cause the compressor to fail. The bulletin shows what a damaged relay looks like.

5. INFINITI: Strut Housing Corrosion Issues TSB#: ITB11-041f Affected Vehicles: 19972003 QX4 Summary: This TSB is a voluntary campaign to resolve issues with corrosion of the front strut housing for vehicles in rust belt states. This TSB can help you to advise customers if they need to contact a dealer for repairs.

6. MINI: Welding Spatter Causes Noise on Bumpy Roads TSB#: SI M33 01 10 Affected Vehicles: 2007‘09 MINI Clubman R55 Summary: This bulletin describes a clicking noise from the rear suspension that can occur on uneven roads.

The noise is caused by welding spatter on the body that comes in contact with the rear upper strut mount. MINI’s solution is to remove the welding spatter, paint the surface and install a gasket on the strut mount.

7. VW: Coil Spring Creak at Low Speeds

Reader Service: Go to www.bfeRAPIDRESPONSE.com

36 January 2014 | BrakeandFrontEnd.com

TSB #: 40 13 03 Affected Vehicles: 2011-‘12 Passat Summary: This TSB is a solution for a creaking noise that occurs at low speeds or while driving over speed bumps.

The source of the problem is the springs.

According to the TSB, some springs were not correctly formed. The bulletin recommends replacing the spring and painting the worn area of the strut’s spring seat. ■

Reader Service: Go to www.bfeRAPIDRESPONSE.com

TPMS

By Andrew Markel | EDITOR

A

s part of the new ASE G1 Certification, knowledge of tire pressure monitoring systems (TPMS) is required.

FROM THE TASK LIST: • Identify and test TPMS (indirect and direct) for operation.

• Verify instrument panel lamps are operational.

• Conduct relearn procedure.

STEM IDENTIFICATION Aluminum valve stems usually have a TPMS sensor behind them. In the past three years, there has been a shift to rubber valve stems by Ford, GM and other carmakers. At first glance, they look just like the valve stems from a non-TPMS vehicle, but the cap will be longer and the stem will have more threads when compared to a conventional stem. This can help a tech avoid damaging a sensor by accidentally pulling the stem. Every model year 2007-andlater vehicle has a TPMS system.

the sensors are active and sending out signals because the vehicle was repositioned or there is radio interference. For the sensors to go into a sleep mode, the car has to be still for a set amount of time, which varies from vehicle to vehicle. If you are having a difficult time with a relearn procedure, let the vehicle sit for 20 minutes. This should put the sensors into sleep mode, and then you can turn the sensors on one at a time so the IDs and positions can be read by the TPMS system.

Even if the TPMS light is out when the vehicle leaves the service bay, it does not mean the light will not come on later. Usually, this happens when the customer is driving home. ■

LAMP OPERATION TPMS reports real-time tire-pressure information to the driver of the vehicle, either via a gauge, pictogram display, or simple low-pressure warning light.

The light should illuminate when a tire is low and should eventually go out after the low tire has been inflated to its recommended pressure. If the light remains on after checking/inflating the tires, or if it flashes and remains illuminated, it may signal a TPMS problem that will require further diagnosis.

RELEARNING When the tires are rotated or sensors are replaced, the sensor IDs and position must be relearned by the vehicle. Relearn procedures differ from vehicle to vehicle. Some require activation with a magnet that energizes the sensor’s transmission coil, some systems self-calibrate and others require a scan tool to connect to the OBDII connector.

When a relearn process is started, vehicles want only one sensor talking at a time. Sometimes all of

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

37

Tech Tips This month is sponsored by:

INFINITI

GROAN NOISE HEARD FROM FRONT BRAKES OF QX56 Applied Vehicles: 2004-’06 QX56 (JA60) Applied VINs: 2004 and 2005 Vehicles, All VINS; 2006 vehicles built before 5N3AA08(**)6N 808731 Applied Dates: Vehicles built before Feb. 10, 2006 If you confirm a “groan” or “growl” noise coming from the front brakes, replace the front brake pads with the new ones noted in this bulletin.

This noise may occur after the vehicle has been stopped several times using moderate-to-hard braking effort. The noise might then be heard during the last few feet of braking when coming to a stop.

The new brake pad kit includes new pad retainers and backing shims.

Service Procedure: 1. Remove the front brake pads.

2. Inspect the rotors; service as needed.

3. Prep the inboard brake pads for installation. a. Apply a “moderate” amount of Molykote M77 grease (P/N 44003-7S000) to the back of each pad as shown in Fig. 1.

Figure 1

Note: • The inboard pads have a straight edge and pad wear sensor.

• The inboard backing shims have cut-outs on the edges. b. Install the shim and push down on it to squeeze out any excess grease. c. Clean off all of the excess grease that squeezes out.

Caution: Don’t get any grease on the brake pad or brake rotor friction surface. Clean off any excess grease.

38

January 2014 | BrakeandFrontEnd.com

4. Prep the outboard brake pads for installation. a. Apply a “moderate” amount of Molykote M77 grease to the back of each pad as shown in Fig. 2.

Figure 2 Note: • The outboard pads have a curved edge.

• The outboard backing shims do not have cut-outs on the edges. b. Install the shim and push down on it to squeeze out any excess grease. c. Clean off all of the excess grease that squeezes out.

Caution: Don’t get any grease on the brake pad or brake rotor friction surface.

5. Install the new front brake pads and pad retainers, P/N 41060-ZC027.

• Apply a thin layer of Molykote M77 grease to the pad retainers.

• Make sure the inboard pads are installed with the wear sensors facing down — toward the ground (see Fig. 3).

Figure 3

Reader Service: Go to www.bfeRAPIDRESPONSE.com

Tech Tips 6. Reinstall the wheels and lug nuts.

• Tighten lug nuts to 133 Nm (14 kg-m, 98 ft.-lb.) with a torque wrench.

• Do not tighten the wheel lug nuts with an air impact wrench.

• If you apply uneven or high torque to the lugs it may “distort” (warp) the brake rotor and hub.

This could cause increased rotor runout and excessive rotor thickness variation as the rotor wears.

7. Burnish the brake pads. a. Drive the vehicle on a straight smooth road at about 30

mph (50 kph). b. Use medium brake pedal/foot effort to bring the vehicle to a complete stop from about 30 mph (50 kph). Adjust your pedal/foot pressure so that the vehicle stopping time is 3-5 seconds. c. Cool the brakes down by driving at about 30 mph (50 kph) for approximately one minute without stopping. d. Repeat a, b and c (above) 10 times to complete the burnishing process.

Courtesy of MotoLOGIC.

Wheel Hub Bearing Q&A Q: What is a wheel hub bearing and why is it so important?

A: Though you may never even see it, a wheel hub bearing unit is an important part of a car’s wheel assembly, enabling wheels to turn freely and playing a crucial role in the safety and handling characteristics of a vehicle. Comprised of precisionmanufactured bearings, seals and sensors in one pre-assembled unit, a wheel hub bearing unit is critical to performance, from the smoothness of the ride, to fuel efficiency, to the integrity of anti-lock breaking systems (ABS).

Q: Why are “value grade” hubs a risky choice?

A: Many manufacturers sell replacement hub bearings that are very low priced and may seem like a great value at first.

Unfortunately, with that low price, you get a low quality hub bearing that is inferior to a premium, original equipment quality hub bearing.

We call these hubs “value grade,” and experience has proven that these low performing, value-grade hubs are no real value in the long run. In many cases: • Value-grade hubs last less than half as long as premium hubs.

• Their seals can allow moisture and contaminants to enter and destroy the bearing prematurely — requiring a new hub in as little Go to www.bfeRAPIDRESPONSE.com

Tech Tips as 10,000 miles.

• They can produce annoying wheel vibration and noise.

• They can cause anti-lock braking systems to malfunction.

• They can even result in the wheel coming off while the vehicle is in motion.

Q: How do hub bearings affect braking safety?

A: Hub bearings include the wheel speed sensor that controls the anti-lock braking system (ABS).

This sensor sends a constant signal to the ABS control system, telling it how fast each wheel is turning. In an emergency situation, the ABS control system will determine if anti-lock braking is required.

If the ABS sensor doesn’t work properly or fails,

AUTOMATIC TRANSMISSION ERRATIC SHIFTS AFTER FILTER REPLACEMENT BULLETIN NO. 11-1007 TO: All ATP Technicians Changing the automatic transmission filter and fluid is a great preventive maintenance practice, ensuring a clean and proper working transmission assembly. The most important factors are installing the correct filter for the vehicle application and the correct installation procedures of the filter. An incorrect filter installation or the wrong filter will ultimately cause erratic shifts and possibly cause damage to the transmission assembly.

Some, if not all transmission filters, are equipped with what is known as a lip seal. Installing the filter with the lip seal as a unit will not seat the filter properly, cause ingestion of air around the lip seal and dislodge the filter from the pump bore.

The most common cause of transmission erratic shifting after a filter and fluid service is the ingestion of air.

When air is introduced inside automatic transmissions, a customer will notice: transmission slippage after 3 to 5 miles of driving; the vehicle will stall or engine will shut off when coming to a stop, or an MIL light illuminates, setting an incorrect pressure ratio DTC. So where is the problem? We cannot condemn the transmission clutch assemblies because of slippage, nor can we blame the torque converter because of the stalls and engine shut offs and, finally, we cannot say that the pressure regulator solenoid or valve is stuck or worn because of a trouble code.

the ABS system fails, so the quality of this sensor (how it is made and protected from damage) is critical to braking safety.

Q: Why are hub bearings critical to my traction control system?

A: A vehicle’s traction control system (TCS) uses a combination of electronic drivetrain controls in conjunction with the ABS system. Since it uses the same wheel speed sensors and components as the ABS system, it can be considered a subsystem and extension of that system. Together, ABS and TCS work to provide the driver with full control over the vehicle under potentially dangerous road conditions.

Provided by SKF.

What to do now? Let us follow the first three important steps: 1. Hear the customer’s complaint; 2. Check the level of the ATF; and 3. Test drive the vehicle.

Now that we have done all three and have encountered a problem, let us pull that good ol’ pressure gauge from the toolbox. A scan tool will not help you in this situation. Once you have connected the pressure gauge and the vehicle is running, any rapid fluctuations of the gauge needle, vibration or humming of the gauge indicates that the pump maybe pulling air.

How can we assume that the pump is pulling in air?

Easy: Overfill the transmission with ATF! Overfilling the transmission with fluid raises the fluid level beyond the area to where the air is being introduced. Also, pay attention to the pressure gauge; the needle of the gauge will smooth out once you have overfilled the transmission and no air is present.

Now that we know that air is being pulled into the transmission, we have to find the source. The removal of the transmission pan is now required. We have to make sure that the filter’s rubber lip seal was not damaged when it was driven up into the pump bore. If the filter is attached to the valve body, gently apply downward pressure of the filter’s body to see if the filter is properly lodged into the lip seal. Inspect the filter for any cracks or separation of the seams.

By James Strong, Technical Support Manager for ATP TechDirect. ■

BrakeandFrontEnd.com 41

Brought to you by:

Shop

AutoCareProNews.com

CARDONE Industries, Inc. introduced several new products to its portfolio of automotive replacement parts: EGR Valves, Oil Rail Repair Kits and Removal Tools for Ford Power Stroke applications join the A1 CARDONE Fuel/Air Systems division; brand new Camshaft Position Sensors join CARDONE Select Electronics; and remanufactured Electronic Parking Brake Calipers supplement the A1 CARDONE Brakes division. These are available today through MyCARDONE, the company’s distributor website, and will also be available through industry e-catalogs by February 2014.

Reader Service: Go to www.bfeRAPIDRESPONSE.com

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

Power and performance are tucked inside the new DynoMax Performance Exhaust systems for 2010-2013 Chevrolet Camaro Convertibles 6.2L V8 and 3.6L V6 platforms. The latest DynoMax Camaro systems help boost performance by up to 15 horsepower and improve torque up to 21 ft.-lbs.

They are built from 2.5 in. mandrel bent, stainless steel piping; a set of stainless steel Ultra Flo welded muffler assemblies; and a pair of buffed and polished, stainless steel slant cut tips.

Reader Service: Go to www.bfeRAPIDRESPONSE.com

Shop StopTech, a Centric Parts brand, has introduced a range of two-piece AeroRotor Replacement Kits (ARK) for the Acura TSX that also fit certain TL, CL and MDX models, as well as certain Honda Accord, Pilot and Odyssey models. The new direct replacement rotors are available for front axles and include pre-assembled StopTech two-piece, floating, directional AeroRotors with iron friction rings and aluminum AeroHats. Available in drilled or slotted form, with or without a protective zinc coating, these new StopTech rotor upgrades expand Centric’s offerings for these models.

Reader Service: Go to www.bfeRAPIDRESPONSE.com

The Snap-on TPMS3 Tire Sensor System Tool just introduced a new Snap-on Programmable Sensor Add-on Package (TPMS3PRG). With this new capability, service technicians can program replacement or duplicate aftermarket tire pressure monitoring sensors, saving time and reducing sensor inventory.

The new Snap-on TPMS3PRG is an optional activation that allows users to utilize their existing or new Snap-on TPMS3 tool to program aftermarket TPMS programmable sensors.

Reader Service: Go to www.bfeRAPIDRESPONSE.com

Pro-Cut has launched its new branded brake service, BrakeSaver, merging its top-quality rotor matching equipment with on-site training and point-of-sale materials. The program is designed to function as a standalone profit center for shops offering brake repair while giving customers quality, value and warranty backing. BrakeSaver includes full training in rotor matching and selling the service to customers. Techs have the opportunity to earn a Master Tech certification offered through Pro-Cut's TrainSMART program and earn more for the shop and for themselves.

Reader Service: Go to www.bfeRAPIDRESPONSE.com NUCAP’s Step Chamfer stamping process for brake pad backing plates reduces weight and improves flatness on backing plates, providing enhanced value. By rethinking the chamfer’s role on a backing plate, the company has found a way to remove material at the backing plate’s leading edge. This has a positive impact on fuel economy by producing lighter-weight braking systems. NUCAP’s innovative process for Step Chamfering improves on traditional angle chamfering by removing more material, while eliminating the distortions generated when angle chamfer is produced.

Reader Service: Go to www.bfeRAPIDRESPONSE.com

AAM, formerly known as American Axle & Manufacturing before a

rebranding late last year, has announced the addition of new axle parts for 2010 and newer Chevy Camaro models. The new parts are available in three axle sizes: 195 mm rear axle 10 bolt, 218 mm rear axle 10 bolt and 250 mm ZLI rear axle bolt. AAM Chevy Camaro axle parts include gear sets, bearing kits, output seal kits, pinion seal, installation kits and TracRite PC traction enhancing differentials.

Reader Service: Go to www.bfeRAPIDRESPONSE.com

BrakeandFrontEnd.com 43

It’s Fast, Easy and Accurate!

Get FREE PRODUCT AND SERVICE INFO from the companies featured in this issue of Brake and Front End. >> VISIT www.bfeRapidResponse.com and click on the company from which you want information. >> OR, go to www.BrakeandFrontEnd.com and click on the Brake and Front End Rapid Response logo.

Advertiser

Page

Advertiser

ACDelco

16, 17

Packard Industries

Advance Auto Parts Professional

29

Perfect Stop

Page 36 32, 33

ADVICS

Cover 2

Pro-Cut Intl

Auto Value/Bumper to Bumper

Cover 4

Schaeffler Group USA

10, 11

37

Specialty Products Co

28

Bartec USA, LLC CARQUEST Auto Parts

3

Eastern Catalytic

30

Federated Auto Parts

13

Hunter Engineering Co.

21

Jasper Engines & Transmissions

39

KYB Americas Corp.

35

Mighty Auto Parts

WORLDPAC

5 Cover Call Out, 23

Nucap Industries O'Reilly Auto Parts

18, 40, 42

Reader Service: Go to www.bfeRapidResponse.com

19

Post your job for just $50 a month!

Visit AutoProJobs.com to get started today!

Contact: Karen Kaim p) 330.670.1234 ext. 295 f ) 330.670.7153 kkaim@babcox.com

44

January 2014 | BrakeandFrontEnd.com

24, 25 15

WANT DETAILS ON THE PRODUCTS & SERVICES YOU SEE IN

Insert, 9

Motorcraft,Ford Motor Company NAPA

Wagner Brakes/Federal-Mogul

14

www.autocarepro.com

DIRECT CLASSIFIEDS

BrakeandFrontEnd.com 45

DIRECT CLASSIFIEDS

Why switch to PDQ? PRICES. Low prices. High Quality. Always.

1st time buyer? Order from this ad and receive these special prices.

Advertising Representatives The Tech Group Bobbie Adams badams@babcox.com 330-670-1234, ext. 238 Jamie Lewis jlewis@babcox.com 330-670-1234, ext. 266 Dean Martin dmartin@babcox.com 330-670-1234, ext. 225

Call now to order or to receive a free 2012 catalog 1-800-434-5141 www.autobodysupplie s.co m

Sean Donohue sdonohue@babcox.com 330-670-1234, ext. 206 Glenn Warner gwarner@babcox.com 330-670-1234, ext. 212 John Zick jzick@babcox.com 949-756-8835 List Sales Manager Don Hemming dhemming@babcox.com 330-670-1234, ext. 286 Classified Sales Tom Staab tstaab@babcox.com 330-670-1234, ext. 224

46 January 2014 | BrakeandfrontEnd.com

DIRECT CLASSIFIEDS

BrakeandFrontEnd.com 47

BrakeLights

U

sing fear to sell safety components like brakes is nothing new. But Amco

broke new ground when it used

children in advertisements to enhance its safety message. â–

BRAKE & FRONT END 1937

48

January 2014 | BrakeandFrontEnd.com

Reader Service: Go to www.bfeRAPIDRESPONSE.com