Brake & Front End, October 2013 by Babcox Media

■ BRAKE JOB: VW Routan

■ Alignment Spec: Ford Mustang

■ Bearings & Seals

MAGAZINE

BrakeandFrontEnd.com October 2013

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COVER STORY: Copper Regs State-by-State

CONTENTS 26

Copper Regulations

Brake Job: VW Routan

State-by-state laws and fines Copper regulations are sweeping the country. Some are pending while others are starting to affect the pads you install.

The German American mini-van Based on the Chrysler mini-van platform, the VW Routan can be just as difficult as the customers who drive them.

Springs & Chassis Control How can new springs maximize shocks and struts? Springs and dampeners balance the chassis during driving. If one is stronger than the other, the vehicle would not be balanced. Publisher Jim Merle, ext. 280 email: jmerle@babcox.com

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

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

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

Technical Editor Larry Carley

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

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

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

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DEPARTMENTS Columns 6 Viewpoint 8 Quick Tip 11 ASE Test Tip 12 Guest Column 14 Gonzo’s Toolbox 16 Industry Review 22 Training Opportunities 24 Quick Tip 30 Alignment Specs: Ford 48 Brake Math 52 Wheel Bearings 58 TPMS 62 Tech Tips 70 SHOP: Product Showcase 75 RAPID RESPONSE 76 Classifieds 80 Brake Lights

Publication

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AUGMENTED REALITY CONTENT IN THIS ISSUE: SmartChoice™ Mobile App, powered by Federal-Mogul Cover 2 & Page 1 (Open AVI Play and hold your smart device over the SmartChoice™ logo) ASE Test Prep 11 Replacement Springs 38 Tech Tips 68 AVI Test Prep 61 Brake and Front End is a member of and supports the following organizations:

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BRAKE & FRONT END (ISSN 0193-726X) (October 2013, Volume 85, Number 10): Published monthly by Babcox Media, 3550 Embassy Parkway, Akron, OH 44333 U.S.A. Phone (330) 670-1234, FAX (330) 670-0874. Periodical postage paid at Akron, OH 44333 and additional mailing offices. POSTMASTER: Send address changes to BRAKE & FRONT END, P.O. Box 13260, Akron, OH 44334-3913. BRAKE & FRONT END is a trademark of Babcox Publications, Inc. registered with the U.S. Patent and Trademark office. All rights reserved. A limited number of complimentary subscriptions are available to individuals who meet the qualification requirements. Call (330) 670-1234, Ext. 288, to speak to a subscription services representative or FAX us at (330) 670-5335. Paid Subscriptions are available for non-qualified subscribers at the following rates: U.S.: $69 for one year. Canada: $89 for one year. Canadian rates include GST. Ohio residents add current county sales tax. Other foreign rates/via air mail: $129 for one year. Payable in advance in U.S. funds. Mail payment to BRAKE & FRONT END, P.O. Box 75692, Cleveland, OH 44101-4755. VISA, MasterCard or American Express accepted.

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Viewpoint

By Andrew Markel | Editor

GOING FOR THE GRAVY Can you sell diagnostic time?

here is a term technicians and shops throw around, the word is “gravy.” This term refers to a job that is easy to perform or pays extremely well. It could be a brake job, control arm replacement or transmission replacement. But, the gravy is changing with the vehicles. Call it better-made vehicles or more complexity, the gravy game is changing. The gravy in the future will be diagnostic time and procedures performed with scan tools. You can see it with steering angle sensors, TPMS and re-calibration of sensors. In the future, it is only going to get better. I predict in the next 10 years, a profitable shop’s revenue for diagnostic services will equal or surpass the revenue for normal labor. Shops that are not able to make the shift will eventually go out of business. Why? because the business model of free inspections to find the gravy will change due to vehicle complexity. Also, the gravy

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will require information and special tools to eat. People have been complaining since the 1920s that new vehicles are getting too complex. Cars have always been changing. Services like valve lash adjustments, brake drum adjustments and tuneups were lost decades ago.

These items were replaced with oxygen sensor replacement, ABS components and CV joints. In the next 10 years, diagnostics will be essential for selling the new batch of opportunities. The era of “could you look at my car” is over. Your shop is also not a charity for diagnostic time. If a shop is not able to sell diagnostic time, it will be a slow death of your shop. Why? Because every time you send a vehicle to the dealership, swap parts instead of

performing proper diagnostics or an older car is retired, a little bit of your business dies, never to return. So why don’t undercar shops adopt the policy of charging a diagnostic fee similar to what most shops have for checking out driveability problems? There are three myths that prevent this in the industry. First, the leading myth is that undercar repairs are not as complex as underhood service. Second, since brake, suspension and exhaust parts are not that expensive, you can afford to throw parts at a car until the problem is solved. Third, the belief that: “If I charge a diagnostic fee, the customer might go elsewhere.” All three myths are preventing some shops from being profitable. The current approach of finding the problem, writing an estimate and waiting for approval does not work in all cases. Charging for undercar diagnostic time is essential to not only becoming profitable, but to increase customer satisfaction. ■

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QuickTips

POWERTRAIN

Adjustable Clutch Master Cylinders

Figure 1

Following a new clutch installation, there is nothing worse than experiencing slipping or release problems. Many times technicians even begin to believe that the new clutch kit is defective. This is not correct, in most cases. The majority of the time a simple, quick adjustment will alleviate any problems. Most Japanese/Korean imports utilize an adjustable clutch master cylinder (Figure 1). When a new clutch kit is installed, the master cylinder needs to be re-adjusted to work properly with this new kit and avoid release and slipping problems. The steps listed below demonstrate the proper way to adjust the master cylinder and avoid potential release problems with the new clutch.

PREVENTING NO RELEASE:

Figure 2

1. Verify that hydraulic fluid is clean and that correct fluid was used. 2. Locate the master cylinder push rod that attaches to the clutch pedal. 3. Using Figure 2 as reference, extend the push rod to allow for more throw. After the rod has been extended, tighten the locking nut. Caution: DO NOT extend the rod out too far. Extending too far out can block the compensating port in the master cylinder.

PREVENTING SLIPPING: Figure 3 1. Verify that hydraulic fluid is clean and that correct fluid was used. 2. Locate the master cylinder push rod that attaches to the clutch pedal. 3. Using Figure 3 as reference, shorten the push rod to allow for less throw. After the rod has been shortened, tighten the locking nut. Note: In a slipping situation, the rod is too long causing the compensating port to be blocked off not allowing fluid to return to the fluid reservoir. Courtesy of Schaeffler Aftermarket, www.Schaeffler-Aftermarket.us â&#x2013;

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ASE Test Prep

BUS CIRCUIT TESTING ON THE TYPE 3 COMPOSITE VEHICLE By Andrew Markel, Editor

he Advanced Engine Performance Specialist (L1) test contains 50 scored questions focused on the diagnosis of general powertrain, computerized powertrain controls (including OBD II), ignition systems, fuel and air induction systems, emission control systems and I/M test failures. Section B of the Task List on computerized powertrain controls states that you should be able to perform the following items on circuits: • Voltage Drop • Current Flow • Continuity/Resistance • Waveform Analysis

Many of the circuit testing questions relate to a sample vehicle using a composite powertrain control system fea-

turing computerized engine control technology used by most manufacturers. This vehicle is described in the Composite Vehicle Type 3 Reference Booklet that is provided both before and at the time of testing. The Type 3 vehicle was introduced in 2006. This vehicle has several serial data buses and multiple modules. There will be question on the test concerning how different conditions like shorts, opens and changes in resistance can alter serial data bus traffic. You also have to be able to understand the test results from voltage drop, resistance and scope analysis. Most of all you need to understand how a serial data bus network shares information by just changing voltages over two wires. Good luck! ■

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CarQuotes

Words to Work By A great quote only gets better with age. It can stand up to changes in society, technology and morals. Here are six quotes that every shop should live by:

“PEOPLE LIKE TO TALK ABOUT A JOB WELL DONE AND EQUALLY LIKE TO COMPLAIN WHEN A JOB IS BADLY DONE.” – Fred G. Wacker, President, Ammco Tools, May 1973 issue

Fred made this comment in 1973 long before Facebook, Yelp or Twitter. People like to talk about a job well done and give a glowing review online even more than they want to give a negative review.

“PROFIT IS A DIRTY WORD IF YOU PUT IT AHEAD OF SERVICING AND SATISFYING YOUR CUSTOMERS.” – C.R. “Dick” Bowers, Vice President of Amermac Inc., July 1973 issue.

It is OK to make money fixing cars, as long as you are honest and have the customers best interest in mind. Never feel bad about recommending a service or repair that could make a customer’s vehicle safer or last longer. Fixing car for a living is not a vow of poverty.

“HAVE ENOUGH FAITH IN YOURSELF TO ADVERTISE YOUR SERVICE. BUY ADVERTISED PRODUCTS IN ORDER THAT YOU MAY SAFEGUARD THE CONFIDENCE OF YOUR CUSTOMERS.” – Edward Babcox, founder of Brake & Front End, March 1933 issue

This rings true even today! In the past decade, it is possible to get a part for less and from more competing sources. But, it is hard to trust a product just on price and maybe an online review; they could be here today and gone tomorrow. Advertising is a sign that a manufacturer or brand is in it for the long haul with you.

“YOU MAY HAVE A PERFECT UNDERSTANDING OF WHEEL ALIGNMENT AND FRONT-END GEOMETRY. BUT, IF YOU CAN’T COMMUNICATE IN “LAYMAN’S LANGUAGE” JUST WHAT IS WRONG AND HOW TO CORRECT IT, YOU ARE NOT USING ONE OF THE MOST IMPORTANT SALES TOOLS YOU HAVE.” – Lee Hunter, founder of Hunter Engineering in an interview in March 1973 issue.

Lee Hunter changed the automotive service equipment business with innovative battery chargers, wheel balancers and alignment systems. He realized that communication is key when selling services to the motoring public.

“A MARKET IS NEVER SATURATED WITH A GOOD PRODUCT, BUT IT IS VERY QUICKLY SATURATED WITH A BAD ONE.” – Henry Ford

“A BUSINESS ABSOLUTELY DEVOTED TO SERVICE WILL HAVE ONLY ONE WORRY ABOUT PROFITS. THEY WILL BE EMBARRASSINGLY LARGE.” – Henry Ford

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

Sometimes a Short is a Few Thousand Volts More than Expected

ne day, one of my customers called and said he just purchased a car from the police auction, but it had some sort of strange noise coming from the driver’s-side electric seat. It seems that every time he moved it, there was a strange electrical sound. He thought there was something wrong with the seat motor, and asked if I could take a look at it. “Sure,” I said. “What kind of car is it?” “It’s a Peugeot,” he answered. Within a few days, the car arrived at the shop, and after pulling it into a bay, I tried the driver’s seat. Sure enough, as you moved the seat forward an inch or two, a horrible, loud buzzing sound emanated from under the seat. Rolling the seat back would stop the noise. In disbelief, I rolled the seat forward to the spot that made the noise, but it seemed to be pretty consistent — same place, same noise. The second time I moved the seat to the spot that made the noise, I got out of the car and looked underneath. The noise immediately stopped …

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there was nothing, not a whisper of any strange noise or buzzing. I rolled the seat forward and back several times to produce the noise, but to no avail. What in the world was going on? I called over my helper and asked him, “Listen to this and see what you think.” The noise was gone. I explained to my assistant what had happened and he was also at a loss. I climbed back in the car and, sure enough, as long as I was sitting in the seat, it would make the noise. But, when I got back out of the car and tried it again, there was nothing. This is ridiculous. I heard the sound myself but thought, “I’m not going crazy, am I?”

I got out again, and this time I had my helper get in the car and move the seat. He moved the seat forward and it starting making the noise. I told him to lift his butt out of the seat … and the noise stopped immediately. He tried several times, and then I tried a couple of times. Actually, we were having fun with it. One of us would sit in the seat and make a fake pistol with our fingers as if we were shooting each other. We would raise and lower our butts in and out the seat and pretend we were Buck Rogers or something.

Gonzo’s Tool Box “OK, enough fun, sit back down,” I said. “I’ll look underneath this time.” I got down to where I could look under the seat, and at about the same time he was putting his weight back into the cushion. Then, I spotted the problem. Oh my! I had to look again and again just to confirm what I was seeing. My helper asked: “What is it?” with great surprise and anticipation. As I looked underneath the seat, I could see a perfect bluish-white lightning bolt glow about an inch or so long. It was pointed right at the bottom of the cushion, but only a

fraction of an inch from the seat’s metal bracing. In a very calm voice I told him, “Now listen carefully, I want you to raise your butt out of the seat, and I’ll move the seat toward the rear. There is a police taser pointing at your keister right now. Move very carefully, and I don’t think you’ll get shocked.” I think it shook him up a bit. But he carefully lifted his weight out of the seat. The Taser was the exact same color as the carpet and underside of the seat. It was so well camouflaged that it appeared to be a

part of the seat mechanism. If it weren’t for the lightning bolt, I don’t think anyone could have spotted it. It really looked like a part of the seat brackets. After moving the seat back, the Taser eased off of the button and came back to rest with the business end pointing harmlessly away from his “derriere.” I then reached under the seat and carefully pulled the Taser out. I called the customer and told him what I found, and to say the least, he was shocked. So were we for that matter … well, almost. ■

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Industry Review

Federal-Mogul Says New 'SmartChoice Mobile' App For Shops Speeds Repair Process Federal-Mogul has introduced a new, free mobile app designed to help automotive service providers increase operational efficiency, sales and customer satisfaction. The new “SmartChoice Mobile” app enables shop owners, service writers and professional technicians to use their iPhone or Android devices to instantly access the latest parts information for virtually any passenger car or light truck and communicate detailed inspection findings – including photos of worn or broken

parts and a repair estimate – directly to the vehicle owner. The SmartChoice Mobile app is available immediately through the Apple App Store and Google Play as well as Federal-Mogul’s new www.SmartChoiceApp.com website. “SmartChoice Mobile is much more than a parts lookup tool – it helps speed the entire repair process by providing extensive parts and repair information and establishing a real-time connection with the vehicle owner,” said Brian

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Industry Review Tarnacki, director, global market strategy, Federal-Mogul. “This free solution sets the bar for all automotive service apps and positions the shop as a technology leader committed to customer

service excellence.” The app includes VIN scanning technology that allows the user to instantly capture critical vehicle information and access all corresponding part and repair

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information via Federal-Mogul’s www.FMe-Cat.com applications database. The app also provides comprehensive lookup options such as specific part number/interchange search or traditional year, make and model. The service professional can use the app’s “Send Inspection Results” feature to compose and send a shop-branded email – featuring inspection results, repair estimate and images of worn parts – to the vehicle owner. This customizable email summary also includes instantreply and callback buttons to encourage the vehicle owner to ask questions and/or authorize the repair. A “Chat with a Pro” feature automatically connects the shop professional with an ASE-certified technical specialist at the Federal-Mogul Technical Education Center (F-M TEC). The app also includes a link to FederalMogul’s growing library of technical information and latest news. Users can customize the app to access parts information and other content for any or all of the following Federal-Mogul product lines: ANCO wipers; Carter fuel delivery products; Champion spark plugs; Fel-Pro gaskets; MOOG steering and suspension components; Sealed Power engine parts; Wagner brake products; and Wagner lighting components. To learn more and to download this free business-building tool, simply search for “SmartChoice Mobile” in the Apple App Store or Android Market or visit www.SmartChoiceApp.com.

Industry Review MAP Introduces New, Web-Based Training The Automotive Maintenance and Repair Association’s (AMRA) Motorist Assurance Program (MAP) has added a new MAP-qualified training program and assessment test to its online offerings. “Earning MAP-Qualified status is now readily accessible to technicians and service advisers – whether part of member organizations with one shop or 1,000 shops,” said Barry Soltz, AMRA president. The Motorist Assurance Program has been providing consumers and automotive repair shops with documented industry standards for vehicle inspection and communication for more than 20 years. In order for shop staff to professionally utilize MAP standards, they must fully understand the concepts of MAP’s standards of service and how those standards are designed to benefit consumers. MAP’s new training module and assessment are accessible via the AMRA member company’s intranet and reside on the same secure, password-protected site as MAP’s Uniform Inspection and Communication Standards (UICS). After viewing the training module, shop staff are encouraged to utilize the UICS so that the assessment becomes an open-book test. Upon completion of the training and passing the assessment test, technicians and service advisers receive a certificate via email, certifying that they have achieved MAP-qualified status. The certificate is suitable for framing, and MAP suggests that it be posted along with other nationally recognized training certificates for customers to view. MAP-qualified shop staff also can order professionally embroidered patches to be worn on their work uniforms. For more information, contact AMRA/MAP at amra@amra.org.

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Industry Review Centric Parts Expands Friction Research Program

New Brands Added To ShowMeTheParts.Com

Centric Parts is expanding its research and development AVM Industries program by naming noted friction expert Dr. Poh Wah Lee, (MightyLift / StrongArm), PhD, to the newly created position of director of friction Crankshaft Rebuilders, materials sciences. Dr. Lee, a preeminent researcher focused Dynamic Automotive on copper-free formulations, will lead the ongoing developFasteners (JohnDow), ment of Centric’s friction program. Federal Wire, Harris “The entire industry is facing changing regulations based Battery, NTN Bearings, on increased environmental concerns about the use of copper in automotive friction formulations. Dr. Lee is uniquely qualified to spearhead Sealed Power, WJB Automotive, and ZF Centric’s research into developing environmentally-friendly and sustainable alternatives,” said Centric Parts President Dan Lelchuk. “His unique expertise Industries (Lemforder, Sachs, Stablis) are the will be a great asset to the Centric Parts team, and will further enhance our latest brands to join research and development capabilities.” ShowMeTheParts.com. “Because of its unique structure and makeup, copper has been the primary With these most recent substrate used in friction materials to improve the dissipation of thermal eneradditions, gy, helping prevent fade as brake temperatures go up. The goal is to find a suitable replacement formulation that will improve friction performance char- ShowMeTheParts.com now includes 245 brands acteristics over a wide range of driving conditions – providing stable, consiscovering more than 3,300 tent pedal, improved pad and rotor life and low NVH,” said Lee. part types and millions of Having earned his bachelor's, master's and doctorate degrees from Southern applications. Illinois University (SIU), Lee comes to Centric following 15 years of research work at that university’s Center for Advanced Friction Studies. While at SIU, Dr. Lee was responsible for research and development of phenolic bonded friction materials for automotive applications, as well as carbon-carbon composite friction materials for aerospace and auto racing applications. During his tenure at SIU, Dr. Lee was awarded the Dean B. Jefferson Outstanding Staff Award from the College of Engineering, and was published on at least four occasions – including a 2012 SAE white paper entitled, “Development of Cu-free Brake Materials.”

CARDONE Industries Announces 'Enjoy Lunch On Us' Promotion CARDONE Industries, a remanufacturer of automotive components, announces its “Enjoy Lunch on Us” promotion. Now thru December 31, 2013, service dealers and consumers can earn a $10 gift card to their choice of several popular restaurant chains with the purchase of one eligible A1 CARDONE Remanufactured Electronic Component. Up to five purchases per shop or household are permitted for a total of $50 in gift cards. Eligible parts include: Mass Air Flow Sensors, Transfer Case Control Modules, Electronic Throttle Bodies, Fuel Injector Control Modules and Electronic Automatic Transmission Control (EATX) Modules. Interested persons should visit www.cardone.com/lunch for details, restaurant options and participating distributors. ■ 20 October 2013 | BrakeandFrontEnd.com

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TrainingUpdate NEW TECHNICAL TRAINING OPPORTUNITIES Advanced Auto Parts Training Solutions Basic automotive concepts to advanced technical diagnostic training. Visit eservices.advancecommercial.com or call 855-222-1632.

ALLDATA Training Garage Comprehensive web-based training. For more information, visit www.alldata.com/alldata-training-garage.

AVI Training Conference Nov. 4-5 in Las Vegas. For information, visit www.aviconference.com or contact AVI at 800718-7246.

Dill Air Controls TPMS Educational Videos To view the videos, go to www.dillvalves.com.

Elite Shop Management Training Seminars/Webinars For more information, visit www.eliteworldwidestore.com/automotive-seminars-and-webinars.html.

Federal-Mogul Technical Education Center To register for a Federal-Mogul TEC training workshop and to access any archived webinar, follow the “Aftermarket” and “Technical” links at www.federalmogul.com or call 888-771-6005. To register for any Federal-Mogul TEC live webinar, go to www.federalmoguletec.com.

MAP Web-Based Training The Automotive Maintenance and Repair Association’s (AMRA) Motorist Assurance Program (MAP) has added a new MAP-qualified training program and assessment test to its online offerings. For more information, contact AMRA/MAP at amra@amra.org.

SKF: Book an SKF Technical Training Truck Nothing beats a face-to-face training session with a technical expert. SKF technical training trucks can deliver hands-on technical training right to your location. Contact your SKF representative or call 800-882-0008 for details!

October 2013 | BrakeandFrontEnd.com

Standard Motor Products TechSmart Tech Session Training Videos Available for viewing at www.youtube.com/ TechSmartParts and www.facebook.com/ TechSmartParts by clicking on the video channel button.

VDO REDI-Sensor TPMS Training Video Shows technicians the proper procedure for maintaining and replacing damaged VDO clamp-in TPMS sensor valve stems. Watch the video along with other REDI videos here: youtube.com/user/redisensor.

WORLDPAC Advanced Technical Training Program Dates The WORLDPAC technical training program provides advanced level diagnostic training for independent repair technicians. The complexities of properly diagnosing and repairing late-model vehicles requires training that, until now, has not been readily available to the Independent Repair Professional. • October 12: Volvo VIDA, Portland, OR • October 12: VW and Audi Engine Management and Scan Data Diagnostics, Fort Lauderdale, FL • October 12-13: Porsche M96, Atlanta, GA • October 19-20: BMW Chassis Dynamics III, Houston, TX • October 19-20: Modern Diagnosis and Service Techniques, Milpitas, CA • October 26-27: Mini R56, Milpitas, CA • October 26: Volvo Engine Management, Raleigh, NC • November 2: Volvo VIDA Diagnostics and Networking Systems, San Francisco, CA • November 9: VW and Audi Engine Management and Scan Data Diagnostics, Portland, OR • November 9: BMW Motorsport II, Milpitas, CA • November 9: MINI R56 Complete Vehicle, Cambridge, MA Register at www.worldpac.com under Technical Training Seminar or call your WORLDPAC associate at 800-888-9982 ext. 5470. ■

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QuickTip

BRAKE CALIPER

Caliper

Replacement Check List 1. Check vehicle service information for any special procedures for piston retraction, electronic brake assist system deactivation or proportioning/metering valve reset.

2. Upon receiving the new caliper, make sure the replacement caliper matches old caliper. This includes making sure the correct left and right calipers were included in the order. 3. Always install caliper with bleeder(s) toward the highest point of the caliper. 4. Inspect brake hoses and lines for wear, degradation or damage, and repair or replace as necessary. If the brake system has undergone extreme thermal stress, it is a good idea to replace the hose. 5. Flush old brake fluid from system before installing replacement caliper. 6. Use only the vehicle manufacturer’s recommended brake fluid. 7. Follow vehicle manufacturer’s recommended bleeding procedure. Often a scan tool is required to fully bleed the system.

8. Follow vehicle manufacturer’s torque specifications for all caliper bracket bolts and guide pins. Some fasteners are torque to yield and may need replacement.

9. Road test vehicle after service to check for proper operation. Check for brake fluid leaks after road test. ■ Courtesy of Centric Parts

www.centricparts.com

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BrakePads

CALIFORNIA SB 346: The California Brake Pad Law (Passed)Reformulation Bill

Limits on the copper content of brake friction materials are essential for California cities, counties and industries to comply with federal Clean Water Act mandates. California would need to pay billions for noncompliance to the Federal government if this was not enacted. January 2014: CA can’t sell brake friction materials that have any of the following in over .1% by weight: Cadmium, chromium, lead, mercury or asbestiform fibers. Jan. 1, 2021: Brake friction materials sold in California to contain no more than 5% copper by weight. Dec. 31, 2023: Shops and jobbers can sell brake friction materials until then that aren’t compliant in order to deplete inventory. Jan. 1, 2025: Brake friction materials sold in California to contain no more than 0.5% copper by weight. Violations/Penalties:

By a vehicle manufacturer, a vehicle brake friction materials manufacturer, a distributer or a retailer shall be subject to a civil fine of up to $10,000 per violation.

WASHINGTON RCW 70.285 Better Brakes Law (Passed)

January 2013: Brake manufacturers report the use of copper, nickel, zinc and antimony in brake friction materials to Ecology. January 2014: Sale of pads containing more

October 2013 | BrakeandFrontEnd.com

than trace amounts of asbestos, cadmium, chromium, lead and mercury banned. Exemption: Pads manufactured before 2015 can clear inventory until 2025. January 2015: All brakes made after this date must be certified and marked to indicate that they do not contain asbestos, lead, mercury, cadmium, or chromium (VI). December 2015: By this date Ecology must review available information to determine if brake friction materials containing less than .5% copper are available. If available, Ecology is directed to convene a group of experts to determine how best to move forward with a ban on materials containing more than .5% copper by weight. January 2021: Brakes made after this date may not contain more than 5% copper by weight. Exemption: Pads manufactured before 2021 can clear inventory until 2031. January 2025: Unmarked brakes made before 2015 may no longer be sold in Washington State. Violations/Penalties (from the law):

“A brake friction material distributor or retailer that violates this chapter is subject to a civil penalty not to exceed $10,000 for each violation. “Before a penalty, Ecology must give a warning letter and offer assistance to achieve compliance. “A brake friction material manufacturer that knowingly violates this chapter shall recall the brake friction material and reimburse the brake friction distributor, retailer or any other purchaser for the material and any applicable shipping and handling charges for returning the material. A brake friction material manufacturer that violates this chapter is subject to a civil penalty not

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BrakePads to exceed $10,000 for each violation. “Vehicle distributors or retailers selling used vehicles with noncompliant pads are not in violation unless they knowingly install noncompliant pads.”

RHODE ISLAND Rhode Island House Bill 7997 An Act Relating To Motor And Other Vehicles Brake Friction Material (Would Provide For The Use Of Motor Vehicle Brake Friction Material Which Does Not Contain Copper Or Its Compounds) (Under Review)

Current Status: Currently being reviewed by an advisory committee until December 1, 2015, to review risk assessments and scientific studies regarding alternative brake friction material and determine if the material may be available.

than 5% copper.

OREGON SB945 (Under Review)

What the law would do: “Prohibits manufacturers from selling or offering for sale, and other specified persons from knowingly selling or offering for sale, brake friction material or motor vehicles or trailers with brake friction material containing specific amounts of certain fibers or elements that are hazardous when released into state waterways.” Status: May 10, 2011, Referred to General Government and Consumer Protection. • June 30, 2011: In committee upon adjournment. Status: Currently waiting on that committee and the House.

HAWAII SB1319 (Under Review)

NEW YORK SB405 (Under Review)

Limits the use of certain substances in brake friction material. Status: Introduced to Senate and referred to Transportation. What this law would do: January 2016: “No manufacturer, wholesaler, retailer or distributor may sell or offer for sale brake friction material in New York state containing any of the following constituents in an amount exceeding 0.1% by weight: Asbestiform fibers, cadmium and its compounds, chromium, lead and its compounds, mercury and its compounds. Beginning January 2023: “No manufacturer, wholesaler, retailer or distributor may sell or offer for sale brake friction material in New York state containing more Go to www.bfeRAPIDRESPONSE.com

Introduced Jan. 24, 2013 and was put under review by various committees and agencies. Requires all motor vehicles to be equipped with a road pollution filter as a condition precedent to the issuance of a certificate of inspection. Requires drivers to have their vehicle inspected annually to make sure the filters are in place. filters placed behind the wheel to remove brake dust and rubber using just the air blowing in the wheel wells. The filter looks like it is made of normal filter materials and mounted in a flat plastic cage. They make the claim that it can trap particles as small as 2.5 microns. Violations/Penalties

“An excessive pollution emissions charge of $125 shall be assessed.” ■

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AlignmentSpec

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2005-2010 Ford Mustang Front Control Arms The ball joint on these Mustangs is non-serviceable and must be replaced with the entire control arm. The ball joint has a deflection limit of 0.3mm (0.012”). These loaded ball joints can be tested by pulling up and down on the control arm while the suspension is loaded. If you can feel any movement, chances are the joint is worn out. Always tighten the lower control arm and lower ball joint nuts with the suspension at curb height.

Front Caster To adjust front caster, it is necessary to elongate the mounting holes in the front control arm mounting bracket on the subframe. Do not elongate the holes any more than indicated by the etchings on the subframe. This modification will yield about ±1.0 of caster. Tighten the nuts to 175 Nm (129 ft. lbs.). Adjustable upper strut mounts can be used to give ±2.00 of adjustability. But, this requires modification of the strut tower.

Hopping If you have a customer that is complaining about shudder or hopping on acceleration, check the hydro bushing on the top of the axle.

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Bushings The front lower control arms also use a “Hydro” or hydraulic rubber bushing in the rear mount. Also, bushings in the front control arms can change the camber and caster by ± 1.0º or more if they are worn. Visually inspect the bushing looking for any cracks or separation of the rubber from the shaft and shells.

More Camber If camber adjustment is necessary to resolve a vehicle alignment issue, then slotting the strut at the lower mounting hole and installing a cam bolt is the recommended method. This should give ±1.75º of adjustability. Do not enlarge the holes any more than indicated by the etchings on the strut mount and clean and paint the exposed metal. The bolts should be tightened to 200 Nm (148 ft/lbs.) after the adjustment is made. Stock upper strut mounts are non-adjustable. Aftermarket adjustable strut mounts are adjustable. Some aftermarket mounts can give an addition ±2.0 of caster or camber.

Live Axle The Mustang uses a live rear axle mounted on the vehicle with three links and a Panhard rod. None of the angles are adjustable. But, it does not mean that this is a “two wheel” alignment. The thrust angle is critical to aligning the front suspension. Also, it is an indication of the health of the bushings in the control arms.

AlignmentSpec TPMS Sensor Training 2007-2009 models have banded sensors, 2010-2011 models have valve stem mounted sensors. 1. Turn the ignition switch to the OFF position. Then, press and release the brake pedal. 2. Cycle the ignition switch from

the OFF position to the RUN position three times, ending in the RUN position. 3. Press and release the brake pedal. 4. Turn the ignition switch to the OFF position. 5. Turn the ignition switch from

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the OFF position to the RUN position three times, ending in the RUN position. â&#x20AC;˘ The horn will sound once and the indicator will flash if the training mode has been entered successfully. The message center will display TRAIN LF TIRE. 6. It may take up to six seconds to activate a sensor. During this time, the TPMS tool must remain in place 180 degrees from the valve stem for 2007-2009 models with banded sensors and directly below the valve stem on the sidewall for 2010-2011 models with the valve stem mounted sensors. Press and release the test button on the TPMS tool. The horn will sound briefly to indicate the sensor has been recognized. 7. Within two minutes of the horn sounding, place the TPMS tool on the correct position for the sensor and release the test button to train the right front tire pressure sensor. 8. Do not wait more than two minutes between training each sensor or the Smart Junction Box (SJB) will time out and the entire procedure must be repeated. Repeat Step 7 for the right rear and then left rear. The procedure is completed after the last tire has been trained. When the training procedure is complete, the message center (if equipped) will display TIRE TRAINING COMPLETE. For vehicles not equipped with a message center, successful completion of the training procedure will be verified by turning the ignition switch to the OFF position without the horn sounding. If the horn sounds twice when the switch is turned to the OFF position, the training procedure was not successful. â&#x2013;

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BrakeJob

2008-2012

Volkswagen Routan T he 2008-2012 Volkswagen Routan is a rebadged variant of the Chrysler mini van platform with revised styling, suspension tuning and brake service procedures. So this van has a bit of a split personality when it comes to servicing the brakes. The customers who drive the Routan and the Chrysler minivan are two different customers judging by the TSBs. The Routan has five different TSBs about addressing customers who complain about brake noise. The Chrysler mini-van has zero. The two vans have almost identical brake systems and assembled in the same plant. So donâ&#x20AC;&#x2122;t treat the Routan driver like a Chrysler minivan driver.

BRAKE FLUID Volkswagen requires SAE J1703 or DOT 4 brake fluid for

the Routan. This type of brake fluid is recommended because of the kinematic viscosity requirements of ABS and ESC systems.

BRAKE BOOSTER The 3.6 engine equipped Routan uses a vacuum pump to augment normal engine vacuum. Control of the vacuum pump is provided by the PCM. A two-wire electrical connector is used to receive power and ground for the vacuum pump. Operating voltage is between 9V - 16V.

pThe vacuum pump is controlled by the PCM.

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Some vehicles with the auxiliary vacuum pump may store the code DTC P1479 (17887), for a brake vacuum system malfunction. Sometimes this code can be set erroneously due to sudden changes in engine vacuum or even condensation build-up. To check the vacuum pump, it will require the use of a scan tool that can perform the bi-directional test for the pump.

FRONT BRAKES As stated previously, the Routan driver is more sensi-

pThe equalizer bar for the parking brake.

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BrakeJob

The Routan with the 3.6 was the only model to come with a vacuum pump for the booster.

tive to brake noise. Always use a premium pad set with new hardware when the pads are replaced. The stock front disc brakes are equipped with an audible wear indicator on the left side inboard brake pad only. The right side pads do not include an audible wear indicator. Rear disc brakes are equipped with audible wear indicators on both left side and right side inboard brake pads.

REAR BRAKES The rear calipers have an integrated parking brake in the caliper. Turning the caliper piston will retract the caliper.

PARKING BRAKE ADJUSTMENT The parking brake lever is an automatic-adjusting type that continuously applies minimal tension to the parking brake cables to keep them in adjustment at all times. 1. Wipe the front parking brake cable strand clean at the intermediate bracket area. Do not use any type of sharp instrument directly on the cable strand to hold it in place. Damage to the cable strand or coating can occur. 2. Clamp an appropriate pair of pliers on the front parking brake cable button only and pull Go to www.bfeRAPIDRESPONSE.com

the cable strand rearward until it stops, then grasp the front cable strand and hold it in this position. Remove the pliers from the button. 3. While holding the front cable in this position, install the equalizer (attached to both rear cables) on the front parking brake cable. 4. Release the grasp on the front parking brake cable. 5. Apply and release the parking brake lever one time. This will seat the parking brake cables and allow the auto adjuster in the parking brake lever mechanism to correctly tension the parking brake cables.

TORQUE SPECS Front Guide Pin: 26ft/lbs. Caliper Bracket Bolt: 125ft/lbs. Rear Guide Pin: 26ft/lbs. Caliper Bracket Bolt: 100 ft/lbs

RUNOUT LIMIT .002â&#x20AC;?

BLEEDING SEQUENCE Left rear Right front Right rear Left front. â&#x2013;

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Chassis

Springs and Things

Maximizing Ride Control... Steering Response & Handling By Gary Goms

ny spring, whether it’s a leaf, torsion or coil spring, must compensate for irregularities in the road surface, maintain the suspension system at a predetermined height and support added weight without excessive sagging. As you’ll read, each of these functions is extremely important in providing comfort, precise handling and load-bearing capability in the modern import vehicle.

LEAF SPRINGS Historically speaking, the steel multi-leaf spring is one of the oldest and most widely used spring designs in automotive suspension systems. The advantages of the leaf spring are many, not only because it acts as a spring, but also because it attaches the axle directly to the chassis. In

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some applications, a single “mono-leaf” spring can be used to perform the above functions. Although leaf springs are normally used in truck applications with solid drive axles, a transverse leaf spring can be combined with an independently suspended rear axle to form a lightweight rear suspension system in performance road cars. The leaf spring can also be “tuned” to different load-bearing and ride control requirements by changing the numbers, widths, thicknesses and lengths of the spring leaves. In addition, a leaf spring tends to act as its own rebound dampener due to the friction of the leaves rubbing together. In some cases, a conventional steel spring can be replaced with a “plastic” unit that substantially reduces unsprung

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Chassis

Springs and Things

weight and resists corrosion from road salt and other elements.

TORSION SPRINGS The torsion-bar suspension has been used for many years on vehicles equipped with short-long-arm (SLA) suspension systems. As the name implies, the torsion bar is simply a long, round bar approximately four feet long that’s designed to twist as weight is applied to the suspension system. Because a torsion bar is generally “preloaded” by a clockwise or counterclockwise twist built into it, a torsion bar will fit only the side of the vehicle for which it was designed. The advantages of the torsion bar suspension system include compactness and light weight. Since the torsion bar tension is controlled by a threaded screw adjustment, torsion bars can be used to “fine-tune” suspension height. In addition, torsion bars can be attached to either the upper or lower control arms, which increases the versatility of the design.

THE COIL SPRING The function of a coil spring can be better understood if we visualize it as a long, thin, torsion bar wound into a coil shape. Because the coiled wire twists during the spring’s compression and extension cycles, the coil spring actually operates on the same principle as a torsion bar.

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Since a coil spring occupies a relatively small space, it can be used in a variety of suspension designs including MacPherson strut, solid axle with trailing arms, independently sprung rear axle, or any SLA suspension system using a spring or “coilover” shock absorber configuration. Most modern imports use the coil spring in variations of the MacPherson strut design. In general, wire gauge, length, overall diameter and numbers of coils determine the characteristics of the coil spring. In some cases, a coil spring can be designed as a variable-rate spring that increases load-bearing capability as it’s compressed. Variable-rate coil springs are often used in chassis configurations that occasionally carry heavy loads.

HOW SPRINGS WORK Springs cushion the ride of a vehicle according to the principle of sprung-to-unsprung weight ratios. A farm wagon with no springs represents 100% unsprung weight. If springs are installed between the chassis and axles, the sprung-to-unsprung ratio might be 90% representing the chassis weight and 10% representing the axle and wheel weight. As a vehicle gains speed, the springs begin to absorb the impact of striking irregularities in the road surface. As vehicle speed increases, a stiffer spring rate is required to keep the axles and wheels in contact with the road surface. This is why highperformance vehicles tend to use stiffer suspension systems than regular passenger vehicles. Because a compressed spring will extend in a violent fashion, “shock” absorbers must be used to dampen the spring’s compression and extension cycles. Without dampening, a spring’s violent compression and extension would cause a vehicle to lose control on a rough road surface. As rebound control deteriorates due to normal shock absorber wear, the vehicle will begin to experience poor ride, steering response and handling control. In addition, tire wear will be accelerated due to tire scuff caused by the suspension geometry operating out of its normal range. In general, the compression and extension characteristics of the shock absorber must match the compression and extension characteristics of the spring. Since stiffer springs don’t normally experi-

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Chassis

ence extreme ranges of travel, less dampening or rebound control might be required for normal driving. Softer-rated springs, on the other hand, may require more dampening because they tend to experience more compression and extension and, thus, make the shock absorber work much harder. For performance applications, it’s essential to remember that the sway bar must also be included as part of any spring or shock absorber package. In any modification procedure, spring rate, shock absorber dampening and sway bar capacity must be matched to vehicle weight, chassis design and driving conditions for maximum handling, load-bearing capability and driving comfort.

SPRINGS AND SUSPENSION GEOMETRY After numerous extension and compression cycles, the spring eventually experiences metal fatigue. In many cases, the spring’s original height is reduced, which allows the suspension system to sag. In extreme cases of metal fatigue, the spring breaks and causes a noticeable loss of suspension height. In general, sagging springs Go to www.bfeRAPIDRESPONSE.com

increase the camber angle of a typical SLA suspension system. In contrast, sagging springs decrease the camber angle on MacPherson strut-style suspension systems. Although most suspension systems can be adjusted to compensate for minor reductions in suspension height caused by spring sag, applications in which the camber angle isn’t adjustable might require a spring replacement to restore the suspension geometry and camber angle.

SPRING REPLACEMENT Because any compressed spring stores an explosive amount of energy, it’s essential to use quality spring compression equipment and follow recommended safety and service procedures when replacing springs. Before removing any spring, it’s important to “choreograph” the procedure to make sure all the necessary tools and equipment are at hand and adjusted for use to help ensure safe spring removal and replacement. Before replacing a spring, check for correct tire pressure and size, then record the vehicle’s suspension height at all four wheels. Replace one spring at a time to

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Chassis

Springs and Things

ensure that critical parts like ABS wiring and brake hoses are correctly reinstalled. Reassembly of MacPherson struts can be aided by scribing a crayon line along the length of the strut to indicate the relationship of the parts.

Before reassembly, inspect the strut support bearing for lubrication and smooth operation. To prevent noisy operation, at least 1/4-inch of clearance should exist between the end of the spring coil and the spring seat

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46 October 2013 | BrakeandFrontEnd.com

stamped into the control arm or strut assembly. When replacing torsion bars, ensure that the bars are installed in their correct positions. Correct suspension height is achieved only after a “twist” is worked through the bar by bouncing the suspension through 20-30 compression cycles. In some cases, the cycling process can be made easier by temporarily disconnecting the shock absorbers. When replacing coil springs, ensure that the springs are indexed correctly from left to right and seated correctly in the spring seats located in the control arm and chassis. If the coil spring is incorrectly seated, an unwanted increase in suspension height will result. Also ensure that any rubber isolator pads or other hardware is in good condition and installed in their correct positions. All bolts should be installed in their original locations and positions. Bolts should also be lightly lubricated with a non-friction modified lubricant, such as common motor oil, and torqued to specification. Cotter pins, selflocking nuts and interference-fit bolts should be replaced with new. To achieve accurate suspension height, always torque the suspension bushing pivot nuts with the full weight of the vehicle on the suspension system and at normal suspension height. Generally speaking, the vehicle suspension height will change a small amount after driving a few thousand miles. To prevent unwanted tire wear or safety issues to arise from a new spring replacement, retorquing suspension bolts and rechecking alignment angles is a recommended operating procedure. ■

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BrakeMath

Measuring Pedals and Pads HOW CAN A 100 POUND PERSON STOP A TWO-TON VEHICLE?

n a mechanical level, it is easy to understand how brakes work. We all understand that brake fluid transfers force from one hydraulic component to another. But, how does this apply to how a brake pedal feels? This is where math is required. You need only two simple math equations to commit to memory. First, the equation for calculating the surface area of a circle (caliper or master cylinder piston) is p(3.14) x radius2. Second, pressure is equal to the force divided by the area or pounds per square inch. The rest of the math is just multiplication, division and addition/subtraction.

PEDAL RATIO Lets start with the driver. In a sitting position,

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the average driver can comfortably generate 70 lbs. of force on the rubber pad at the end of the brake pedal. The brake pedal is nothing more than a mechanical lever that amplifies the force of the driver. This is where the pedal ratio comes into play. Pedal ratio is the overall pedal length or distance from the pedal pivot to the center of the pedal pad divided by the distance from to the pivot point to where the push rod connects. The optimal pedal ratio is 6.2:1 on a disc/drum vehicle without vacuum or other assist method. This means that the 70 lbs. the driver has applied now is amplified to 434 lbs. (6.2 x 70 lbs.) of output force. The problem is that the travel of the pedal is rather long due to the placement pivot point and master cylinder connection.

BrakeMath BRAKE BOOSTERS A booster increases the force of the pedal so lower mechanical pedal ratio can be used. A lower ratio can give shortened pedal travel and better modulation. Most vacuum-boosted vehicles will have a 3.2:1 to 4:1 mechanical pedal ratio. The size of the booster’s diaphragm and amount of vacuum generated by the engine will determine how much force can be generated. Most engines will generate around -8 psi of vacuum (do not confuse with inches of HG or Mercury). If a hypothetical booster with 7-inch diaphragm is subjected to -8 psi of engine vacuum, it will produce more than 300 lbs. of addition force. Here is the math: π(3.14) X radius(3.5)2 = 38.46 sq/inches of diaphragm surface area X 8 psi (negative pressure becomes positive force) = 307.72 lbs of output force

To keep things simple, let’s return to our manual brake example. The rod coming from the firewall has 434 lbs. of output force. When the force is applied to the back of the master cylinder, the force is transferred into the brake fluid. The formula for pressure is force divided by the

surface area. If the master cylinder has a 1-inch bore, the piston’s surface area is .78 square inches. If you divide the output force of 434 lbs. by the surface area of the piston, you would get 556 psi (434 lbs. divided by .78 inches) at the ports of the master cylinder. Not bad for a 70 lbs. of human effort. If you reduce the surface area of the piston, you will get more pressure. This is because the surface area is smaller, but the output force from the pedal stays the same. If you used a master cylinder with a bore of .75 inches that has a piston that has .44 inches of piston surface area, you would get 986 psi at the ports for the master cylinder (434 lbs. divided by .44 inches). But, how is this force transferred to the calipers? How does the size of the caliper piston change the force needed to push the brake pad to the rotor? If the calipers are a single piston floating design with a twoBrakeandFrontEnd.com 49

BrakeMath inch diameter pistons (piston surface area = pπR2 x 2), we just multiply piston surface area by 556 psi and surface area and we get 3,419 lbs. of clamping force at both front calipers! In our theoretical example above, we are ignoring some real world factors that influence the amount of clamping force. The reality of it is that not all of the 556 psi makes it to the caliper and some of the force is wasted flexing the caliper and compressing the brake pads. While the brake fluid is traveling from the master cylinder to the calipers, it is pushing on the walls of the brake lines and hoses. This means that some of the pressure or pedal effort is lost. This is why engineers try to keep the amount of flexible hose to a minimum. Also, this is why race cars use braided flexible like to reduce compliance. Even if all of the pressure makes it to the caliper piston, some of the generated force is lost as the caliper flexes. This flexing can occur at the bridge or mounting points. Most floating caliper designs can have more flex. Opposed piston designs are typically stiffer. But, if the input pressure and piston area is the same for both designs, the calipers will generate the same theoretical forces. If you try to improve a system by changing to larger calipers with more piston surface area or change the diameter of the master cylinder, you are upsetting the balance. One of the advantages of four-, six- or even eight-piston calipers is the ability to generate the force more evenly over a larger backing plate. Go to www.bfeRAPIDRESPONSE.com

Another factor in the system is the brake pad and how it acts under the force. If the backing plate flexes, braking force is lost as the friction area flexes and changes. Inexpensive brake pads will often have thinner backing plates to save on steel. This is the leading reason why they can cause a soft or low pedal. It gets even worse if the manufacturer is putting large holes in the backing plate for molding or riveting. Some mechanical attachment designs can eliminate these holes. Another benefit to having a ridged backing plate is less brake noise because the friction surface is more stable and consistent. The clamping forces are used to generate friction that produces torque to stop the vehicle. This is where “coefficient of friction” comes into play. Basically, the coefficient of friction is calculated by dividing the force required to slide an object over a surface by the weight of the object. For example, if it takes 100 pounds of force to slide a 100-pound brake pad over a rotor, the coefficient of friction between the two materials is 1.0. Clamping forces and the coefficient of friction are on one side of the equation and brake torque is on the other side. If you increase either variable, you are changing the amount of torque the system can generate. In essence, engineers balance coefficient of friction with piston and master cylinder sizes to give the vehicle the right amount of stopping force and pedal feel. If you increase or decrease the coefficient of friction, you might be upsetting the balance. ■

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WheelBearings

Wheel Bearing Seals: More complex than you would think By Lou Calka

heel bearings, seals and hub units can operate at extreme temperatures. On front-wheel drive, and 4WD vehicles, the seals can be subjected to heat from the bearings and the brake system. This harsh environment can stress the design of the seal, in addition to being very stressful on the physical materials used to make the seal. Standard seals are often made of nitrile. Nitrile is an economical material that works well with most mineral greases and oils. It will last in temperatures as low as -40º F, but its weakness is high temperatures. Nitrile doesn’t last too long at temperatures above 225º F. Polyacrylate seals fare much better at temperatures up to 300º F, making them more suitable for demanding, high temperature applications. Other materials, such as silicone, are also used in some applications. While silicone can work in tempera-

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DESIGN

tures from as low as -100º F to as high as 325º F, it has limited use due to its incompatibility with some compounds, such as the additives used in EP (extreme pressure) lubricants like gear oil. Some newer seals are fabricated using hydrogenated nitrile butyl rubber. The manufacturer claims that the material is impervious to attack and degradation by synthetic fluids and additives that can attack conventional nitrile compounds. In addition, the material has a high resistance to abrasives that can become embedded in other compounds, thus causing leakage.

Most seals today are termed “lip seals” as they have a lip that rides against the outside diameter of a shaft. This “rubber” (nitrile, polyacrylate, silicone, etc...) lip is bonded to a metal shell that fits into the bore of the component to be sealed. A garter spring fits in a groove behind the lip to help the lip maintain contact with the shaft. Sometimes you’ll find a bead of sealer around the outside diameter of the shell to help seal the metal shell to the bore in which the seal is installed. In other cases, the metal shell is completely covered with same material from which the lip itself is made. You may still find some older vehicles that use a square-cut seal (with no spring) used as a grease seal next to the front inner wheel

WheelBearings bearing of a rear-wheel-drive vehicle. A square-cut seal may also be used in conjunction with a lip seal in other applications. The square-cut seal on some applications functions as a “dust” seal, preventing dirt or other con-

taminants from acting directly on the lip seal. But, some OEMs are eliminating these secondary seals in hopes of lowering rolling resistance and increasing fuel economy. Some lip seals include their own integral dust seal, which is a

small, additional lip facing the outside of the shell. This small lip has no garter spring. Some bearing seal manufacturers are making seals that can have up to three different lips.

INSTALLATION A seal must always be installed so that the sealing lip is facing the fluid to be sealed. This is because the lip is made so that pressure applied to it from the “wet” side of the seal will tend to increase the pressure the lip applies to the shaft. If the seal is installed backwards, pressure acting on the “wrong” side of the lip will cause it to lift from the shaft, resulting in leakage. On most seals, the correct side is obvious, on others it is not. Most seals are designed so that the “back” (side that faces the fluid) of the shell is open. The front is closed and may have a part number embossed on it. However, some seal shells are very symmetrical, and careful attention must be paid to the correct direction of the lip. Some seals are even designed for a specific rotation. They may have an arrow on them showing the rotation. Directional seals may have small diagonal ridges near the lip. The ridges act as miniature “screw threads” to help divert fluid away from the lip as the shaft turns. Some seals are engineered with a sine wave in the lip resonating a pattern as the shaft turns. This helps squeeze the lip and pump oil away from it and reduce leakage. Some seals are easy to replace, while others can involve a fair amount of disassembly to replace. Reader Service: Go to www.bfeRAPIDRESPONSE.com

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WheelBearings Once the seal is out, check the surfaces of the hub and spindle where the lip rides for damage. If the surface is scored, pitted or otherwise too rough for the new seal, you have several options. Minor scratches or corrosion can often be removed with emery cloth. Nothing more coarse than emery cloth should be used to dress up the surface. Sometimes the lip of a hardened old seal will wear a groove

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into the sealing surface. If you can catch a fingernail in the groove after polishing the shaft with emery cloth, the groove is too deep and unacceptable. Replacement of the hub or spindle, whatever it is, could be very expensive, both in terms of the cost of the hub and the labor to replace it. Check the seal itself to determine the cause of failure. If the seal is hard and/or worn, it’s simply a victim of age. If the lip of the seal is extremely soft and swollen, it may be a victim of non-compatible lubricants. If the seal is relatively new, it may have been incorrectly installed. Installation failures include torn lips, dents from improper installation tools, misalignment, cocked installation, burr damage and missing garter spring. Careless installation can cause the garter spring to dislodge from its groove. Also, check for signs of heat damage. Next, make sure you have the correct seal. Check the fit on the shaft and in the housing. Before installing the seal, lubricate the lip with whatever fluid it’s going to work in. If the seal is installed dry, the lip will overheat as soon as the shaft starts turning. Use a seal installer to tap the new seal in place. If the seal must be installed over a rough part of a shaft (such as splines) to get to where it belongs, wrap masking tape around the rough areas to prevent seal damage. Don’t hammer directly on the seal, and never use a punch or drift to install the seal. Denting of the seal’s shell by the punch can distort the lip and cause the seal to leak. Be sure to start the seal in the bore squarely, and be certain to drive it in squarely. Generally, the seal should be tapped in until it is flush. There are some exceptions, so it’s a good idea to check the depth before the old seal is removed. ■

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TPMS STEERING, TIRE WEAR DIAGNOSTICS Knowing How Fixed Angles Impact Tire Wear Can Ease Diagnostic Process By Gary Goms

odern tire construction has generally trended toward low aspect ratio tire casings with more flexible sidewalls and rigid treads. Although this type of construction has made tires less sensitive to negative camber angles used in many current steering geometry designs, many types of tire wear patterns continue to indicate problems in a vehicle’s steering geometry. To illustrate, many vehicle manufacturers have eliminated adjustable camber and caster alignment angles from their suspensions. Consequently, it’s doubly important to recognize signs of tire wear caused by bent struts, spindles, steering knuckles and control arms. See Photo 1.

CAMBER ANGLES To better understand how bent steering components affect tire wear, let’s draw an imaginary line front to rear, through the center of the vehicle chassis. Positive camber is represented by the top of the tire leaning away from the centerline, while the top of the tire leaning toward the cen-

Photo 1: Although this tire is worn slightly at the center from over-inflation, the tread is worn evenly with no feathering at the edges of the tread ribs.

terline represents negative camber. Thanks to advanced tire designs, many modern vehicles improve handling by incorporating negative camber into their suspension designs. When diagnosing steering-pull complaints, remember that camber pulls toward the front tire with the most positive camber angle. Remember, too, that changes in camber angle are most affected by changes in the vehicle’s ride height. See Photo 2.

STEERING AXIS INCLINATION (SAI) SAI reduces steering effort and improves steering response by allowing the tire to pivot at the centerline of the tire tread. SAI, along with caster angle, also helps center the steering wheel after cornering. SAI is best represented by drawing a line through the upper and lower pivot points (ball joints) of the steering knuckle through the approximate center of the tire tread. To improve steering response as the vehicle navigates a corner, SAI also operates in concert with caster angle to increase the inside wheel positive camber and decrease the outside wheel positive camber. When diagnosing a camber-related tire wear complaint, it’s also important to know that incorrect SAI caused by a bent spindle or strut will negatively affect

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TPMS steering fork. In most cases, modern vehicles incorporate relatively large amounts of positive caster to help center the steering wheel during forward driving, and to also enhance steering geometry Photo 2: This tire illustrates classic camber angle wear when driving because the tread is worn smoothly with no rough, around a corner. feather edges. Unlike camber, camber angle during cornering. caster angle isn’t significantly SAI is most affected by offset changed by vehicle ride height wheel rims because offset wheels and, except in the most extreme move the tires away from their cases, does not affect tire wear. normal pivot centers. Many undeTOE ANGLE sirable issues are therefore created Positive toe angle is represented by offset wheels, including exceswhen the front wheels point to sive negative camber wear, the forward centerline of the vehiincreased steering effort and cle. Positive toe is commonly used increased steering sensitivity to on rear-wheel-drive (RWD) vehiroad surface irregularities. cles to compensate for the outThe effects of SAI are most ward deflection in the steering notable on open-tread, off-road linkage created by the rolling retires because the camber change sistance of the tires. through a turn is often sufficient to wear the corners off the tread blocks. This condition often can’t be avoided with some types of 4WD vehicles equipped with solid front axles. Since SAI is a fixed angle built into the spindle, SAI-related tire wear complaints are generally caused by offset wheels and bent spindles. See Photo 3.

CASTER ANGLE Positive caster angle is represented when the upper pivot point or ball joint of the steering knuckle trails behind the lower pivot point or ball joint. To better clarify, always remember that any bicycle has positive caster built into its

Photo 3: This tire illustrates extreme camber angle wear with some feathering on the tread blocks. Extreme camber wear as shown can be caused by a bent spindle.

In contrast, negative toe angle is used on many front-wheeldrive (FWD) vehicles to compensate for the positive toe angle created by the forward driving thrust of the front wheels. Assuming either toe angle is correct, either will “zero out” under average driving conditions. The indicator of excessive positive or negative toe angle is a feathering or scuffing that can be detected by stroking the fingertips across the edge of each tread bar or tread block. A feather edge on the inside of the tread bar indicates excess toe-in, while a feather edge on the outside of the tread bar indicates toe-out. Because toe angle is affected by changes in camber and caster angles, it’s always the last angle to be adjusted during the wheel alignment process. In addition, any change in camber or caster angles will immediately change the toe angle. Toe angle geometry can also be greatly affected by changes in suspension height.

ACKERMAN GEOMETRY Ackerman geometry reduces tire scuffing by allowing the inner tire to turn through a shorter radius than the outer tire. The Ackerman angle is represented by drawing a line from the center of the lower ball joint through the center of the outer tie rod end. In general, each of these lines should intersect near the center of the rear axle. Correct Ackerman geometry is indicated when the outer wheel turns through a 20-degree radius from centerline and the inner wheel turns through approximately BrakeandFrontEnd.com 59

TPMS a 22-degree radius from centerline. Because it’s a fixed angle, incorrect Ackerman geometry is usually caused by a bent steering arm. Incorrect Ackerman geometry generally scuffs the tires when driving through sharp corners and might cause tire squeal during sharp turns in parking lots. In any case, Ackerman geometry should always be checked as part of any routine wheel alignment.

TIRE INFLATION

ing snow. This angled road surface, commonly called road crown, will cause a RWD vehicle aligned with equal side-to-side camber and caster angles to drift to the outer edge of the roadway. In contrast, most FWD and allwheel-drive (AWD) vehicles are not nearly as sensitive to differences or “splits” in side-to-side camber and caster angles because the driving thrust transmitted through the front wheels pulls the vehicle along the road crown. Nevertheless, many alignment

Incorrect tire pressure can aggravate any steering geometry-related tire wear complaint. The tire pressure monitoring systems required as standard equipment for the 2008 model year have gone a long way to reduce tire wear complaints. With that said, under-inflation still tends to wear both outer edges, while over-inflation tends to wear the center of the tire tread. See Photo 4.

ROAD CROWN ISSUES Most highways are built higher at the center to expedite drainage of rainwater and melt-

Photo 4: Since the outside tread ribs are largely intact, this tire has obviously suffered from over-inflation.

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60 October 2013 | BrakeandFrontEnd.com

techs often “tweak” camber and caster angles on RWD vehicles to reduce steering pull on crowned roads. Keep in mind that camber angles in RWD vehicles tend to pull toward the most positive camber, while caster angles in RWD vehicles tend to pull toward the most negative caster angle. If the front wheels have insufficient toe angle, the driver’sside front tire will tend to wear on the inside edge, since it’s trying to steer the vehicle toward the center of the road. Conversely, if the front wheels have excessive toe angle, the right front or passenger-side front tire will tend to wear at the outer edge because it’s trying to steer the vehicle toward the center of the road. In summary, the diagnosis of any tire wear complaint requires a thorough interview with the customer concerning the history of the vehicle and any unusual driving conditions, including how the vehicle is routinely loaded. The diagnostic process also requires a thorough knowledge of how the fixed angles, including steering axis inclination and Ackerman Effect, can affect tire wear. In most cases, unusual tire wear patterns are the result of collision damage can’t be detected unless the steering axis inclination and turning radius or Ackerman Effect are accurately measured. ■

TechTips This month is sponsored by:

HONDA: Got VSA DTC(s)? Try Reseating the VSA Modulator-Control Unit Connector Models: 2009 Odyssey Complaint: Got a vehicle in your shop with any of the following DTCs? • VSA DTC 27 (steering angle sensor) • VSA DTC 84 (VSA sensor neutral position) • VSA DTC 86 (F-CAN communication) • VSA DTC 104 (sensor cluster) • DTC U0122 (F-CAN malfunction/PCM-VSA modulator-control unit) Solution: Before you get into heavy troubleshooting, try reseating the VSA modulator-control unit 47P connector. Then clear the DTC(s). To reseat the connector, push down on the orange lever; the connector unplugs itself. Then align the connector to the unit, and pull up on the orange lever until it clicks into place. It’s that easy. A poor connection can cause these and other DTCs, and simply reseating the connector and clearing the DTC(s) will often do the trick. But if it doesn’t, then refer to the applicable DTC troubleshooting in the service manual. Courtesy of MotoLOGIC® Repair & Diagnostics: www.motoshop.com/motologic.

October 2013 | BrakeandFrontEnd.com

GM: Making Clunking Noise? It’s Probably Not the Rack Models: 2004-2010 Chevrolet Malibu 2005-2010 Pontiac G6 2005-2008 Saturn Aura Problem: Complaints related to noise, specifically “clunking” during low speed turns. The manual rack and pinion (23-1810) is part of the Electronic Power Steering System (EPS) for the vehicles listed above. EPS systems provide assist only when needed, so the driver feels when the motor engages/ disengages for assist-on/assist-off driving. The different torque characteristic of this system is not typical of a hydraulic system. The noise complaint is most likely due to three possible conditions that are clearly defined in GM TSB 06-02-32-007G, which are: • Intermediate shaft sticking or slipping; • Interference between the intermediate shaft clamp and steering gear input shaft; and • Strut mount or sway bar link condition. Solution: In addition to the TSB information, there is also a precise mounting bolt torque specification that must be followed to ensure that the rack is properly mounted to the frame. If this specification is not followed, vibration can also lead to misdiagnosed noise. • Tighten mounting bolts to 52 ft-lbs. (70Nm) plus an additional 90 degrees. In addition to the listed TSB, refer to your vehicle’s service manual for specific diagnostic instructions. This ProTech bulletin is supplied as technical information only and is not an authorization for repair. Courtesy of Cardone www.cardone.com

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TechTips TOYOTA: Brake Booster Rattle/Buzz Noise Models: 2005 – 2010 Avalon 2007 – 2010 Camry 2008 – 2009 Highlander 2006 – 2009 RAV4 2004 – 2010 Sienna

Repair Procedure 1. Confirm the noise is coming from the brake booster vacuum check valve. 2. Remove the vacuum tube clip from the brake booster check valve and disconnect tube. 3. Remove and replace the brake booster vacu-

Complaint: Some Toyota vehicles may exhibit a rattle or buzz type noise coming from the driver’s instrument panel area. The noise can be duplicated when lightly accelerating and then decelerating, or when depressing the brake pedal with the shift lever in Park and then releasing brake pedal. An updated vacuum check valve is now available to reduce this noise.

um check valve. 4. Reconnect vacuum tube to the brake booster check valve and secure with clip. 5. Confirm no vacuum leaks. 6. Confirm the noise has been eliminated. Courtesy of AllData

CHRYSLER: Chrome Clad Wheel Adapters For Proper Balancing This bulletin describes the use of proper wheel adapters when mounting Chrysler chrome clad wheels to wheel balancing equipment. Models equipped with chrome clad wheels require specific piloting on balance equipment to properly center the wheel and prevent damage to the chrome clad surface. The chrome cladding is not removable or replaceable and has cladding tabs that extend into the wheel bore. Traditional high-taper cones will come into contact with the cladding tabs rather than properly seat on the hub bore chamfer. Many modern aluminum wheel designs cannot be mounted with traditional Reader Service: Go to www.bfeRAPIDRESPONSE.com

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TechTips MAZDA: DSC Light On/Steering Angle Sensor Off

cones. Direct-fit collets should be used to properly mount clad wheels on balance equipment. Courtesy of Chrysler The Hyundai Genesis transaxle control module

HYUNDAI:

Automatic Transaxle Control Module Adaptive Learning After Battery Replacement (TCM) has internal logic that allows the TCM to compensate for mechanical tolerance changes which may occur during the life of the transaxle due to normal wear. If battery power is disconnected from the TCM, the adaptive learning is cancelled. Whenever battery power is disconnected from the TCM or a new transaxle is installed, follow the procedure below to restore adaptive learning: NOTE: If adaptive learning is not performed, the transaxle shift quality may be affected. 1. Attach a Hi-Scan Pro or enhanced aftermarket scan tool and select "Automatic Transaxle" menu, "Current Data" menu and "Trans Temp. Sensor." 2. Drive the vehicle until the ATF temperature is above 50°C or 122°F (adaptive learning does not occur below this temperature). 3. Accelerate the vehicle through several 1-2-3-4 upshifts and 4-3-2-1 downshifts at light and medium throttle openings until shift flare and shift shock no longer occur. NOTE: Because of the internal transaxle design, adaptive learning for the 2-3 shift takes longer than the 1-2, or 3-4 shifts. Courtesy of MotoLOGIC® Repair & Diagnostics: www.motoshop.com/motologic. Long gone are the days when a can of ATF was all 66 October 2013 | BrakeandFrontEnd.com

Models (DSC Equipped): CX7 2007-2010 CX9 2007-2010 Mazda3 2004-2010 Mazda6 2004-2010 Miata 2006-2006 MX5 2007-2010 RX8 2004-2010 Problem: Some customers may complain of the TCS/DSC light on at times and DTC C1937 may be stored in memory. C1937 is defined as the difference between the steering angle calculated by each sensor and the steering angle from the steering angle sensor exceeds specification. Repair Procedure: Check steering wheel for offcenter condition. If steering wheel is not centered, check front wheel alignment and correct if necessary. If steering wheel center is OK, check and reset steering angle sensor. Courtesy of Mitchell 1

POWER STEERING FLUID IS JUST POWER STEERING FLUID, RIGHT? you needed to top off a power steering reservoir. For years now, savvy technicians have known to use dedicated power steering fluids for the many models, both import and domestic, that call for them. There are still many cars on the road for which ATF is appropriate. However, in recent years, some European automakers including Audi, Volvo and MercedesBenz, have specified a more advanced synthetic fluid for use in power steering systems. This fully synthetic blend is designed with selected esters and certain anti-wear characteristics to assure longevity of the various alloys used in the sophisticated power rack-and-pinion units in these vehicles.

» Spotlight

ACDelco

XX Trust ACDelco When Your Customers Need Brakes When your customers need a quality brake job, the only stop you need to make is ACDelco. The ACDelco family of brake products is all about choice. ACDelco recognizes that while your customers have different needs, priorities and budgets, especially given today’s economics and older vehicle fleet, they still trust you to provide a safe, quality product. ACDelco provides you and your customers with three tiers of products that all proudly wear the ACDelco brand name, which means even your budget-minded customers get a break from no-name pads and rotors. ACDelco Original Equipment Service (OE Service) premium friction products and brake rotors are uniquely formulated and designed to follow original equipment service specifications for durability and performance on Chevrolet, Buick, GMC, Cadillac and other brands in the General Motors family. ACDelco Professional DuraStop is premium line of aftermarket friction products and rotors covering most makes and models – about 95 percent of the North American car and light truck population. ACDelco Professional DuraStop brake products are a high-quality alternative to original equipment products, and are D3EA tested and certified to 90 percent of sales. ACDelco Advantage aftermarket friction products and rotors offer fit, form and function for most makes and models similar to other high-quality aftermarket brake parts but at a more attractive price for budgetconscious consumers. ACDelco Advantage brake products are tested using industry BEEP analysis because when it comes to your customers’ cars, we don’t believe “good enough” is good enough.

Learn more about training opportunities in your area by visiting acdelcotechconnect.com and clicking the Training tab. For merchandising materials, check acdelcostore.com or consult your local ACDelco field representative. More peace of mind for your customers, Members of the ACDelco Professional Service Center program can offer additional customer assurance, including covered labor on ACDelco parts and roadside assistance. In addition, ACDelco Professional DuraStop prodvucts are backed by a limited lifetime warranty on pads and a 12-month, 12,000-mile parts warranty on rotors. ACDelco Advantage brake components include a 12-month, 12,000-mile warranty on both friction parts and rotors. Compare that to competitive products that offer a 30-day warranty or none at all. Quality brake components supported by quality support and promotions: When you add it all up, it’s why we say that ACDelco is part of something bigger.

How ACDelco Brake Products Benefit You and Your Customers For our Professional Service Center members, ACDelco pulls out all the stops with industry-leading merchandising and training support to help you maintain and grow your technical expertise and successfully market ACDelco brake components.

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TechTips

It maintains a very stable viscosity over a particularly wide range of operating conditions, assuring proper lubricity in the extremes of high desert temperatures, as well as remaining free flowing in extreme cold, even down to -40 to -50° F. In addition, the advanced chemistry of these new blends allows for effective lubrication and protection, even with the extended fluid change intervals as specified by these automakers. Mixing this new blend with previous petroleum-based fluids is not recommended. However, replacing the petrochemical fluid in older models with this new synthetic fluid is a viable upgrade, and is easily accomplished with a thorough flushing of the old fluid. Do note, however, that Honda-specific power steering fluid is recommended for Honda and Acura models. The new synthetic fluid is often identified as CHF11S in owners’ manuals and service manuals. It is also readily identified by its distinctive green color. So while it’s always best to refer to manufacturers’ reference data, as a general rule, you’ll be safe adding “green to green.” Note that while fluids may be described as compatible with CHF11S, some fluids are blended to exceed the standards of such fluid, sometimes by a wide margin. So, it’s best to check the specs of a given fluid, or choose a brand you trust to meet or exceed OE recommendations. Contributed by Steve Muth, chief chemist, The Penray Companies.

GM: EBCM Wheel Speed Sensor Traction Message

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Models: 2008-2011 Buick Enclave 2008-2011 Cadillac CTS/CTS-V 2010-2011 Cadillac SRX 2009-2011 Chevrolet Traverse 2010-2011 Chevrolet Equinox 2011 Chevrolet Cruze Volt 2007-2011 GMC Acadia

TechTips 2010-2011 GMC Terrain 2007-2010 Saturn Outlook 2010-2011 Buick LaCrosse 2011 Buick Regal 2010-2011 Chevrolet Camaro Condition: A customer may comment the ABS, Service Traction Control System, and/or Service Stabilitrak telltale lights are on. During initial scan for EBCM module diagnostic codes you may find one or more of the following Wheel Speed Sensor DTCs â&#x20AC;&#x201D; C0035-C0050. Magnetic Encoder Ring This condition may be caused by single or multiple pieces of ferrous metallic debris stuck to the wheel speed sensor magnetic encoder ring. This magnetic encoder ring is now part of the inboard bearing hub assembly. Some newer model vehicles have begun to use a different type of wheel speed sensor encoder ring or tone wheel. Instead of a traditional mechanicaltype tooth tone wheel, the wheel speed sensor tone wheel is now made of a magnetized nitrile rubber ring, typically brown in color. This magnetic encoder consists of multiple North and South Pole pairs surrounding the outer circumference. When this magnetic encoder ring rotates and passes by the wheel speed sensor head; it generates a sign wave in the wheel speed sensor. The wheel speed sensor converts an analog signal to a digital square wave, and typical digital signal values switch between 7mA (Low) and 14mA (High) DC current. Solution: Inspect and clean debris from the Encoder Ring. Important: Most repairs can be performed without any replacement of the bearing hub assembly or wheel speed sensor. Caution: Take care not to damage the bearing outer seal when brushing and/or cleaning the magnetic encoder debris. Caution: Do not use any type of magnetic tool to remove the debris from the bearing magnetic encoder; an external magnet can damage the encoder.

remove the foreign debris off the magnetic encoder ring. If debris was removed, proceed to step 2. If debris still remains, wash the encoder ring using a mild soap detergent Before and wipe dry. 3. Connect a scan tool to the vehicle. Turn ON the ignition. Clear the DTCs. Follow this diagnostic or repair process thoroughly and complete each step. If the condition exhibited is resolved without completing every step, the remain- After ing steps do not need to be performed. â&#x2013;

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

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The Ultimate Import Wire — Intermotor Import Ignition Wire Sets are unrivaled for quality, coverage and original match. No one provides more extras like factory-installed separator clips, anchors, protective loom and trays to keep wires sorted properly and safely. Intermotor ignition wire sets install with ease for exceptional power, performance and extra-long service life. Visit www.IntermotorImport.com.

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Jasper Engines & Transmissions offers the Ford 6R60/6R75 rear-wheel drive and four-wheel drive transmission on exchange. This six-speed CAN (Controller Area Network) electronically controlled automatic transmission is available for the following 2006-2008 applications: Ford Explorer and Expedition. For more information on the remanufactured products of Jasper Engines & Transmissions, call 800-827-7455, visit www.jasperengines.com.

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The Innova PRO 31603 expert diagnostic tool allows technicians to quickly retrieve vital information in order to diagnose OBD II, ABS and SRS issues. Extended Asian and European ABS and SRS coverage is available so technicians can complete more repairs, more efficiently. Shop management software reports manage vehicle diagnostics. Visit www.pro.innova.com.

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

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Shop Rancho now offers a brand-new “Level It” performance suspension system that easily lifts the front of 2003-2012 Dodge Ram 2500/3500 diesel trucks. Available now through performance retailers, the Rancho Level It Dodge Ram system (P/N RS66450R7) delivers uncompromised on- and off-road comfort and performance, said the company. Easily installs and fits up to 35-in. tires, this new Rancho kit includes sway bar relocation brackets, a set of front Rancho RS7000MT monotube shocks and variable rate front coil springs. For more information, visit www.gorancho.com.

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ACDelco brake pipe kits cover 1999-2007 GM full-size pickup trucks and SUVs. Available through authorized ACDelco distributors, the kits are ideal for when the entire brake pipe assembly must be replaced. They are pre-formed and preflared for more efficient and cost-effective installation, and nylon-coated for corrosion protection. To learn more, visit www.acdelco.com. Reader Service: Go to www.bfeRAPIDRESPONSE.com

The Pulstar gg1 Pulse Plug for Jeep vehicles that utilize the Chrysler Pentstar 3.6L engine have shown an increase of 6 hp over stock plugs in dyno testing conducted by Enerpulse Inc. In addition, the testing demonstrated a fuel economy increase of 4.26%. The Pulstar gg1 Pulse Plug fits the V6 engine applications for the 2011 to present Jeep Grand Cherokee in the following models: Laredo "E", Laredo "X", 70th Anniversary Edition, Trailhawk, Altitude Edition, Limited, Overland and Overland Summit Edition. It also has fitment for the 2012 to present in various Jeep Wrangler models. For more information, phone 888-800-6700 or visit www.pulstar.com.

Reader Service: Go to www.bfeRAPIDRESPONSE.com Continental Commercial Vehicles & Aftermarket has introduced the VDO REDI-Sensor Installer Kit for automotive technicians. The new kit comes with one of each of the three REDISensor sensor assemblies and four sensor service kits. The REDI-Sensor Multi-Application TPMS Sensor Program allows technicians to cover 85% of TPMS equipped vehicles without waiting for parts delivery. All of the components in the kits are included in a special tackle box. For more information, visit redi-sensor.com or contact salessupport-us@vdo.com.

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NAPA Proformer Brake Pads are a good choice for you and your customers. Proformer is NAPA’s most competitively priced disc brake pad and stacks up against many competitive “premium” brands. NAPA Proformer disc brake pads include all the features and benefits you expect from NAPA Brakes and are manufactured with value in mind, making Proformer pads the best possible choice for the price-conscious consumer. Visit NAPABrakes.com for more information.

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Shop Mitchell 1 announces the release of its 2014 Emission Control Application Guide (ECAT14) for domestic and import cars, light trucks, vans (diesel engines) and Class ‘A’ motor homes with gasoline engines, model years 1966 - 2014. The new guide provides vehicle-specific emission system information for repair shops that perform smog inspections. To order the ECAT14, call 888-724-6742 or visit www.Buymitchell1.com. Additional information about Mitchell 1 products and services is available on the company’s website, www.mitchell1.com.

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The optimal control derived from the ADVICS total braking system results in a comfortable and safe ride every time. With applications for passenger cars and light trucks, ADVICS products meet or exceed OE specifications, assuring industry-leading braking performance. Visit www.ADVICS-na.com to learn more about ADVICS braking systems or email amsales@advics-na.com.

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AMSOIL introduces new OE Synthetic Automatic Transmission Fluid, available in Multi-Vehicle and Fuel-Efficient formulations. AMSOIL OE Synthetic Automatic Transmission Fluid is thermally stable and guards against the harmful effects of thermal breakdown. It helps components stay clean by resisting heat-related evaporation and viscosity loss. It provides reliable cold-weather performance and remains fluid in sub-zero temperatures for fast, reliable shifts during cold starts. Its excellent low-temperature fluidity also maximizes fuel efficiency. For more information, visit www.amsoil.com.

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PaceSetter Performance Products now offers a direct-fit manifold catalytic converters for the 2006‘08 Mazda 6 S with the 3.0L engine. PaceSetter Direct-Fit Manifold Converters utilize mandrel-bent stainless steel tubing for maximum efficiency and CNC-machined thick steel flanges for a factory-like fit and good seal. In addition, these Direct Fit Manifold Converters (#757465 &757466) have fittings for the O2 Sensor and A.I.R. Injection. For additional information, visit www.pacesetterexhaust.com.

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Increase your service capabilities by turning an 18,000-lb. or 30,000-lb. capacity heavy-duty Rotary Lift SM series fourpost lift into an alignment lift using the company’s new bolton alignment kit. With the retrofit installed, technicians can use an SM-series lift to align most vehicles, from work trucks to day cabs. Additional information about Rotary Lift’s full line of heavy-duty lifts can be found at www.rotarylift.com or via phone at (800) 640-5438.

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Shop Wagner ThermoQuiet Ceramic brake pads featuring Wagner OE21 formulations are the first full line of replacement ceramic pads to achieve low-copper certification. Approval was provided by NSF International, the independent registrar overseeing manufacturer compliance with copper legislation. The official industry â&#x20AC;&#x153;LeafMark,â&#x20AC;? indicating compliance with 2021 legislative requirements, will now appear on Wagner ThermoQuiet Ceramic boxes. FederalMogul has developed OE21 low-copper formulations specifically for the Wagner ThermoQuiet aftermarket product line. These new ThermoQuiet low-copper ceramic pads are 35% quieter while providing 15% more stopping power and 40% greater fade resistance than previous formulations. To learn more about the proprietary OE21 low-copper friction formulations and Wagner ThermoQuiet Ceramic brake pads, visit www.WagnerBrake.com.

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Hennessy Industries, Inc. has launched a new line of auto lifts under the BaseLine by COATS brand. Similar to BaseLine by COATS tire changers and wheel balancers, the new line of lifts is designed specifically for shops that want quality lifts at affordable prices. The BaseLine by COATS line of lifts offers a comprehensive selection of styles, including two-post, fourpost, motorcycle/ATV, mid-rise and parking lifts. For more information on different lift styles, visit www.ammcoats.com/auto-lifts.

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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 AASA ACDelco Advance Auto Parts Professional ADVICS Air Suspension Parts by Arnott, Inc. Akebono Corporation ATEQ Corporation Auto Value/Bumper to Bumper CARDONE CARQUEST Auto Parts Centric Parts Chrysler Group LLC Federated Auto Parts Gabriel GDM Bourne, Inc Hunter Engineering Co. Jasper Engines & Transmissions KYB Americas Corp. Mevotech Motorcraft,Ford Motor Company NAPA Nucap Industries O'Reilly Auto Parts Packard Industries

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hen the customer drove the vehicle in, he stated that the brake pedal was low and there was a wet spot under the truck. It was a busy day at the shop and I didn't have time to get it in the shop to see what it needed. Given the description, I decided to go out to the parking lot to see where it was leaking figuring it was a leaking brake line. I stepped on the brake pedal only to find the pedal going straight to the floor. I could hear the brake fluid spraying under the truck so I proceeded to look where it was coming from. I expected to see a rear brake line leaking because that is what we usually see on these S10 trucks. I was surprised to find the fluid leak coming from the left front wheel. I couldn't really get under the truck to see just how bad it was, but I could see the fluid was coming out of the brake caliper. Looking through the front of the wheel, I could see the brake pads were fairly thin and would need to be replaced soon. I priced out replacing front pads, rotors and calipers. I told the customer that I hadn't had time to get the vehicle in yet, but I knew for sure that we would need to do at least this as a minimum. We went to bring the truck in, but couldn't get it to stop so we decided to just push it in. We got the wheels off and found both pistons on the left front caliper had popped out. There was no inboard pad, and the inside of the rotor was half way through the fins. We showed the customer his rotor when he came to pick the truck up. He was surprised to see how bad it was. â&#x2013;

Matt Kammel Matt's Auto Repair Lacrosse WI Do you have your own bad brakes story and pictures? If you do, it could be worth $75 and, if selected, your story could appear in

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