Underhood Service, 12.2012 by Babcox Media

■ Chilly Reception for R-1234yf ■ Diesel Injector Diagnostics ■ Gonzo's Toolbox: Brain Damage

MAGAZINE

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Publication

12. 1 2 CONTENTS Volume XVII, No. 12

Diagnostic Dilemmas

Tech of the Year

Tech Feature

Multiple Failure Diagnostics

The Sky’s NOT the Limit Kim Brant, an automotive technician at Joe’s Tire and Auto Service, St. Joseph, MO, has been named the 2012 Best Tech. Read what unique customer relations helped him earn this title.

Diagnosing Diesel Injector Problems

Gary Goms explains that in tough economic times, a driver has no way of knowing how many maintenancebased and component-based failures will accumulate before he or she can afford to have a technician investigate the problem once a Check Engine light comes on. Editor Edward Sunkin, ext. 258 email: esunkin@babcox.com Managing Editor Jennifer Clements, ext. 265 email: jclements@babcox.com

Technical Editor Larry Carley Contributing Writers Gary Goms, Scott “Gonzo” Weaver, Bob Dowie and Randy Rundle

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Bob McDonald highlights how to solve diesel driveability and misfire problems that are often caused by failed or faulty diesel fuel injectors.

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

Advertising Director Cindy Ott, ext. 209 email: cott@babcox.com

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

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

Circulation Assistant Kim Hedgepeth, ext. 260 email: khedgepeth@babcox.com

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DEPARTMENTS

Columns

Publication

6 Directions

ADVERTISING REPRESENTATIVES

8 Gonzo’s Toolbox

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

10 Aftermarket Update

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

42 Tech Tips

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VICE PRESIDENT Jeff Stankard jstankard@babcox.com 330-670-1234, ext. 282 Sales Representatives: Bobbie Adams badams@babcox.com 330-670-1234, ext. 238

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Sean Donohue sdonohue@babcox.com 330-670-1234, ext. 206 Dean Martin dmartin@babcox.com 330-670-1234, ext. 225

56 Guess the Car

Glenn Warner gwarner@babcox.com 330-670-1234, ext. 212

56 EDIToRIAl ADVISoRy BoARD Brent Crago, owner Top Tech Automotive Cleveland, Tennessee

Anthony Hurst, owner Auto Diagnostics Ephrata, Pennsylvania

Tom Palermo, general manager Preferred Automotive Specialists Jenkintown, Pennsylvania

Paul Stock, owner Stock’s Underhood Specialists Belleville, Illinois

Albert Duebber, owner Duebber’s Auto Service Cincinnati, Ohio

Roger Kwapich, owner Smitty’s Automotive Toledo, Ohio

Van Pedigo, owner Richfield Automotive Center Richfield, Ohio

Michael Warner, owner Suburban Wrench Pennington, New Jersey

Marvin Greenlee, owner Meade & Greenlee Inc. Salem, Oregon

Rick O’Brien, technician Coachworks Portland, Maine

John Zick jzick@babcox.com 949-756-8835 List Sales Manager Don Hemming dhemming@babcox.com 330-670-1234, ext. 286 Classified Sales Tom Staab tstaab@babcox.com 330-670-1234, ext. 224

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UNDERHOOD SERVICE (ISSN 1079-6177) (December 2012, Volume XVII, Number 12): Published monthly by Babcox, 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: Please send address changes to UNDERHOOD SERVICE, 3550 Embassy Parkway Akron, OH 44333. UNDERHOOD SERVICE is a trademark of Babcox Media, 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. 260, 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 UNDERHOOD SERVICE, P.O. Box 75692, Cleveland, OH 44101-4755. VISA, MasterCard or American Express accepted.

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» Directions

BY Edward Sunkin | EDITOR

Are You Optimistic About Automotive Business in 2013?

s we close out 2012, it’s time to take a few minutes and look back at how your shop performed this year. Did your profitability go up, stay the same or go down this year? We’re hoping it increased for you, and we are expecting better times ahead as we look into the Do It For Me (DIFM) market in 2013. As the nation rounds out the year, we’re finding that consumer confidence is up, the unemployment rate is going down and investment markets are returning to pre2008 levels. Spending time at the AAPEX show in Las Vegas, the buzz on business was good and comments from manufacturers and suppliers of automotive parts and equipment were generally positive as they look toward the new year. But how that will translate toward your customers is probably what’s weighing most on your mind. It may be that drivers are becoming more in tune on the issue of regularly scheduled maintenance. According to the most recent release of Northcoast Research’s Independent Automotive Repair Garage Survey, demand trends in the DIFM channel increased during August relative to the prior year. A lot of this improvement was the result of vehicle owners seeking routine service and

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maintenance for their cars and light trucks. “While the performance in August marked the first time in eight months that the index finished in expansion territory in successive months, demand during the period was clearly not as strong as it was in July,” the research firm wrote in its August report. “However, in what is starting to sound like a broken record, our contacts noted that the behavior toward routine maintenance remained a headwind to sales and traffic trends during August.” Each month, Northcoast Research publishes the Northcoast Research Mechanic Index, based on the results of a survey of approximately 50 independent repair shops operating in the top 10 states (based on the light vehicle fleet population), plus Advance Auto Parts’, AutoZone’s and O’Reilly’s aggregate store count. You can view reports from Northcoast Research and other industry analysis providers by visiting www.aftermarket news.com/ThePulse/Default.aspx. Are you, as a shop owner, optimistic on how business will be next year? Are your customers seeing the benefit of routine maintenance, or are they only visiting your shop when their vehicle is in need of a repair? We’d like to hear from you. Drop us a note by e-mailing me at esunkin@babcox.com. ■

» Gonzo’s Toolbox By Scott “Gonzo” Weaver

Brain Damage — How Many ‘Brains’ Does it Take to Fix a Car?

hroughout the evolution of the modern vehicle, there have been an increasing number of duties taken over by computers. These computers have not only made the engine more fuel efficient, but also more environmentally friendly. Nowadays, these systems are starting to “think” for themselves and make decisions for the driver. Things like park assist, keeping a safe distance between cars on the road and collision avoidance are just a few examples of the capabilities of the modern computerdriven automobile. In some ways, the car has become a thinking, reasoning and quite capable robotic apparatus. You’re not so sure of that? Well, let’s define robotic function and a robot’s task. A robot is a device that manipulates its surroundings by way of certain inputs, which are dictated by the software or information instructions set into its protocol. In a sense, the information is its brain. Not all “robots” are in a form of the walkingtalking version; a robot can be stationary and perform one

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task over and over again. Take, for example, the Antilock Brake System (ABS). This can be considered a robotic function. The ABS module (or brain) is given a task by way of its programming, and, in

turn, watches for certain input signals from various sources such as the wheel speed sensors, brake pedal application, and engine and transmission inputs. It’s a stationary robot in a non-stationary setting. If the system fails to follow the preset instructions, it gives the

driver an indication of its condition by way of a service light. The necessary repair is still left up to the technician. I’m kind of glad for that, as I don’t know if I’m up to dealing with the “Terminator” mentality of a walking, talking robotic device that inevitability figures out it’s smarter than its creator. These days, a modern technician uses a computer to talk to the vehicle’s computer. That makes it three “brains” involved in determining the reason for the service light: two cyber brains and one human brain. And, each one of them has to do its job correctly. When one or more of these “brains” malfunctions (and, yes, I do mean the technician’s too), the whole process of figuring out the problem becomes a lesson in futility. I recently had a car in the shop that wasn’t communicating with any of my scanners. As the technician, aka “The Human Brain,” it was my task to figure out why and where the lack of communication was originating. It wasn’t long before I tracked down Circle #9 for Reader Service

» Gonzo’s Toolbox the culprit. Not only was the main PCM in the car dead, but so were several other processors. It looked like a case of brain damage to me. All the usual suspects for this type of problem, such as power sources, grounds and communication lines, checked out to be in good condition. The test results showed that the car had been struck by lightning. It appeared that this little robotic wonder of modern technology had been done in by Mother Nature herself. Even in the electronic age…Mother Nature still rules. But among the variations of problems a technician can run across, there are those occasions where the car is fine, but its second brain (the “scanner”) is damaged in some way. On occasion, I’ve had to deal with an uncooperative scanner. After getting in and out of a car countless times, and the endless twisting and manipulating of the cords and connections, the scanner can come down with its own form of brain damage. Sometimes, it’s the service cord at fault, while other times it’s the scanner itself. (I keep the shipping boxes just in case I have to send one in for repair.) The big problem for the consumer these days is the modern car can’t function without these computers, nor can the modern technician diagnose or repair a lot of the functions without a computer to talk to the car. We’ve become so dependent on the electronic wizardry of these modern conveniences, that our world today couldn’t function as we know it without them.

Sometimes, I feel like I’ve got brain damage myself when I’m trying to figure out the multitude of problems brought on by all these electronic components. There are numerous problems that exist only in today’s cars because of all of these technical advancements. You wouldn’t see some of these problems in a car without a computer under the hood. In years past, a lot of car components were rebuilt right in the shop, and most everything was a “hands-on” repair. A tech removed a part, would take it down to its individual components, replace one or more parts of the original component, and then reassemble it. That is not the case today. Most parts are electronic or have been manufactured in a way that the individual parts can’t be taken apart. Most of today’s automotive repairs require a higher degree of understanding of electronics, as well as mechanical aptitude. You really need both to be a good tech these days. Our technical advancements and electronic world is moving closer and closer to a place that our forefathers of just one generation ago would never recognize. It won’t be long before the automatous car is the norm (which is nothing more than a robot on wheels), and imagine what they would think of those! These innovations are enough to give me brain damage if I ever get a chance to stop and think about them long enough. Technology will continue to evolve and dealing with those changes is what today’s successful technician must expertly do. ■

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Federal-Mogul Introduces Interactive Local Market

Technician Support Platform at AAPEX Federal-Mogul announced at the AAPEX show in Las Vegas a new in-market technical and product support platform. The new platform features a team of ASE-certified specialists and sophisticated technical support vehicles that will be deployed throughout North America with the capability to reach thousands of automotive service professionals each year. The in-market support teams complement the in-depth technical training programs and materials available via Federal-Mogul’s award-winning Technical Education Center in St. Louis. Federal-Mogul unveiled its extensive new in-market product, brand and technical support platform for vehicle service providers during AAPEX. The new platform features a team of ASE-certified specialists and sophisticated technical support vehicles that will be deployed throughout North America with the capability to reach thousands of service professionals each year. “Automotive service profession-

als face new diagnostic, repair and customer service challenges every day,” said Jay Burkhart, senior vice president, global markets, Vehicle Component Solutions, Federal-Mogul. “We believe it’s our responsibility as a leading manufacturer to offer a comprehensive two-way communication platform that provides valuable daily support of these professionals on a one-to-one basis. This platform will serve as a hands-on, in-market interface with the thousands of professionals who specify and install our products on the job. “Technicians will be able to hold our products in their hands and

see how and why they’re the best choices for their customers’ vehicles,” Burkhart continued. “This one-to-one connection has been missing for too long in the aftermarket, yet it’s more important than ever given today’s increasingly sophisticated vehicle systems and rising consumer expectations.” Federal-Mogul also offers a realtime electronic information system, www.fme360.com, which enables service professionals to access the latest news regarding the company’s products and programs as well as an extensive virtual library of technical resources and other business-critical tools.

Bosch Adds New Features To Part Finder Mobile App The Bosch Part Finder app allows technicians to locate a Bosch part for their customers’ vehicles. Now, with even more product lines available, plus a new and innovative enhancement, the latest release of the app can be downloaded to search for even more Bosch products. The mobile app provides part numbers for vehicles operating in the United States and Canada,

along with images, product features, and technical attributes for those parts. For additional information and 360° images, a link is provided to the www.BoschAuto Parts.com website. An important addition to the app’s list of features is the VIN code lookup function. With the updated app, part information for a vehicle can be accessed by entering the VIN manually or

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simply by scanning the vehicle’s VIN bar code. Separate from the mobile app, the Bosch Vehicle Part Finder found on the website features rotatable and scalable 360° images for oxygen sensors, fuel pumps, and other engine management components. A special tab also allows users to view a product warranty statement.

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» Aftermarket Update Mitchell 1 Introduces All-In-One Repair Information Resource Mitchell 1 announced at AAPEX the release of SureTrack, a new all-in-one repair information resource that brings together a unique combination of intelligence and expertise to help aftermarket automotive shops increase accuracy and efficiency from diagnosis to completed repair. “SureTrack combines a powerful suite of resources that will set a new standard for automotive repair excellence by bridging the gap between symptom and accurate repair,” said Ben Johnson, director of product management for Mitchell 1. “In a nutshell, SureTrack provides a short and direct path to the most likely repair for specific symptoms on a specific vehicle. We’re dedicated to always helping our shop customers improve productivity and efficiency, so we’re delighted to launch this resource that will truly allow them to fix cars faster.” The result of an extensive collaborative development effort between Mitchell 1 and Snap-on, SureTrack is one of the industry’s most comprehensive source of expert knowledge for professional technicians, combining diagnostic experience with repair timesavers and detailed parts replacement records, all wrapped in an interactive forum. Vehicle-specific data is generated from millions of successful fixes and consolidated from multiple sources — parts data, diagnostic troubleshooting procedures and repair experience — eliminating the need to access multiple databases and Web-based forums to gather and analyze the information.

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» Aftermarket Update The Case Against HFO-1234yf Heats Up Volkswagen head Ferdinand Piech has now ended the silence that had fallen on the automotive industry following Daimler’s announcement of its plans to withdraw from using HFO-1234yf in future vehicles.

According to the site R744.com, Piech told journalists that, “The right refrigerant is CO2. It does not burn, for sure. Until this comes, we will continue using the proven refrigerant R-134a.” Daimler, the manufacturer of Mercedes-Benz vehicles, had said Sept. 25 that it would not be using the new HFO refrigerant R-1234yf in its vehicle air conditioning systems. Instead, it says it plans to continue using R-134a. The German car and truck manufacturer has raised new safety concerns with usage of the internationally recognized refrigerant replacement for R134a following its own independent safety tests. While concerns had been raised in the past — particularly in Germany — as to the issue of its “mild” flammability, the climate-friendly R-1234yf was to be implemented worldwide in 2013 models. The U.S. Environmental

Protection Agency (EPA) had perceived the new refrigerant to be safe. Its findings were the result of numerous laboratory and crash tests carried out by international vehicle manufacturers and independent institutions. But Daimler said it has carried out a series of additional tests on the new refrigerant as part of a new real-life test scenario developed in-house, which goes above and beyond the legally prescribed requirements. “In the new real-life test scenario, the refrigerant is dynamically dispersed at high pressure near to hot components of the test vehicle’s exhaust system,” said the report. “This corresponds to a serious head-on collision in which the refrigerant line is severed and the reproducible results demonstrate that refrigerant, which is otherwise difficult to ignite under laboratory conditions, can indeed prove to be flammable in a hot engine compartment.” Daimler said that similar tests carried out with the current R134a refrigerant did not result in ignition. “Due to the new findings of this study and the high safety demands at Mercedes-Benz, this chemical will not be used in its products,” says a company statement. “The company therefore wishes to continue to use the proven and safe R-134a refrigerant in its vehicles. Daimler has already informed the relevant

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authorities of these facts and will also make the results of this investigation available to all relevant associations as well as to other vehicle manufacturers,” it said.

The ‘Smoking Gun’?

Daimler welcomed VW’s decision to not use R-1234yf. An official Daimler video has been released that the company says proves that under real-life conditions, R-1234yf starts burning after two seconds, releasing highly toxic substances. You can access the video at: http://r744.com/web/assets/ video/1234yf-vs-134a-fire.mp4. According to Daimler, a blue flash fire appears after about two seconds, indicating that the R-1234yf is burning. Released by a remotely controlled valve in the refrigerant piping, it releases highly toxic substances before the fire is extinguished after 12 seconds. Within this short time period the flames’ yellow color indicate that the fire has already spread to the plastic parts of the motor compartment, and the front windshield is corroded by the aggressive acid. This test, conducted by Daimler

» Aftermarket Update on a Mercedes B 180, was said to have occurred under real-life conditions. The automaker says it proves that the refrigerant so far assumed to be “mildly flammable” is indeed ignited instantly, as compared to the conventional refrigerant R-134a also shown in the test. One of the major arguments — that the flammability concerns for R-134a and R-1234yf would be comparable and in fact negligible — falls apart, sparking a discussion if the approval for R1234yf now has to be revised. Daimler said that this test is replicable at any time and to stress its message, the carmaker repeated the test live in front of other automotive companies and public authorities, as well as to the chemical maker Honeywell, which currently holds a global patent on the R1234yf refrigerant. Following a meeting with Mercedes-Benz, Honeywell reported that it did not see any evidence that the car manufacturer’s findings into the safety of R-1234yf had added any substantial new information to previous comprehensive risk assessments. “The Mercedes-Benz testing was conducted without the participation of any reputable third party and without consultation with others in the industry,” said a Honeywell spokesperson. Honeywell then pointed out that HFO-1234yf was the subject of comprehensive testing conducted over a three-year period under the Cooperative Research Program (CRP) of SAE International using proven, standard methods for evaluating new products and materials in automobiles.

“That testing, which was sponsored by 15 global automakers including all leading German automakers, concluded that HFO-1234yf is safe for use in automobile applications,” said a Honeywell spokesman. “While Honeywell appreciates Daimler’s willingness to discuss the results of its in-house tests, we do not see any evidence that the findings have added any substantial new information to the comprehensive risk assessments conducted under the CRP.” The refrigerant manufacturer maintains that in today’s automobiles, there are several useful materials under the hood that are more flammable, including brake and transmission fluids, coolant, lubricants and gasoline. “Automakers can safely use these flammable materials through design that minimizes the risks,” says Honeywell. “In fact, OEMs have already taken appropriate vehicle design steps to ensure the safe use of HFO1234yf even under extreme conditions, as they do for other flammable materials. Honeywell said it had a constructive dialogue with Daimler and asked them to review their designs to determine the necessary modifications required to further minimize any flammability risks. The refrigerant maker also offered its engineering expertise to work alongside Daimler’s engineers to develop a solution for their vehicles and meet the Jan. 1, 2013, deadline for the European Union’s Mobile Air Conditioning Directive to replace R-134a in vehicles. “We regret the position that Daimler has taken in isolation and believe that it does not

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reflect the industry’s collaborative and transparent testing processes, which have ensured the safe implementation of many innovative materials within automobiles,” Honeywell said.

Back to the Drawing Board?

In response to Volkswagen’s recent press statement that “CO2 is the right refrigerant,” SAE International president Frank Klegon has again invited all automobile manufacturers to join in an industry collaborative effort to fully evaluate the technical aspects of the use of CO2 as an automotive air conditioning refrigerant. SAE International has unquestioned expertise in the research, analysis and application of a variety of automotive refrigerants. In the last decade, more than 10 major SAE CRP projects have provided forums for subject matter experts from around the industry to meet, discuss and agree on advantages and disadvantages of various alternative refrigerants, as well as the management of accompanying risks. “The implementation of CO2 as an automotive refrigerant is not without technical challenges,” Klegon said. The U.S. EPA has published its concerns regarding the use of CO2 as a mobile air conditioning refrigerant for passenger cars. Under its Significant New Alternatives Policy (SNAP) program published this year, the EPA found that the use of CO2 posed risks that were lower than or comparable to the risks posed by other acceptable substitutes.

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» Aftermarket Update However, it specified the use of fittings with specific dimensions to deal with the higher-pressure refrigerant. In addition, in the event of a CO2 leak into the passenger area, it placed maximum short-term exposure limits of 3% (30,000 ppm) averaged over 15 minutes with a ceiling limit of 4% in the passenger breathing zone. EPA reports have revealed that exposures over 4% (40,000 ppm) CO2 are likely to cause discomfort and signs of intoxication

that could impair the driver’s response to road and driving conditions, and could create safety and health risks to the passengers. While Daimler is keeping open all options for the best refrigerant to be used in the future, among them CO2, VW has made clear that the natural refrigerant is the direction to go, regardless of the SNAP findings. As a reaction to VW’s announcement, Daimler told the

press that “we are happy that VW follows us in our evaluation of the risks associated to the new refrigerant” while also clarifying that “if the VW corporation excludes the use of R-1234yf, we would welcome this decision. We are currently investigating different options for a different refrigerant, and this includes also the use of CO2.” Sources: Honeywell, SAE International, PR Newswire and R744.com

API’S MOTOR OIL MATTERS LAUNCHES LICENSING EFFORT FOR INDUSTRY TO ENSURE DRIVERS GET THE RIGHT MOTOR OIL INSTALLED The American Petroleum Institute (API) has launched its licensing efforts for motor oil distributors and oil change locations as part of its expanded Motor Oil Matters (MOM) campaign. Created to bring together everyone involved in the bulk motor oil chain of custody, including motor oil marketers, distributors, oil change locations and consumers, MOM is designed to ensure that drivers get the right motor oil for their cars and trucks — every time. API has been licensing motor oils meeting API performance standards and sampling and testing them in the marketplace for many years, but monitoring the quality of motor oils sold in bulk has been a challenge. API developed MOM to complement API’s current oil quality monitoring program and to provide greater assurance that the industry markets, delivers and installs highquality motor oils. This will be accomplished by maintaining a secure chain-of-custody for bulk motor oil from the marketer all the way to the vehicle. Earlier this year, API published the industry’s first standard for establishing motor oil chain of custody, outlining basic procedures to ensure that distributors are able to confidently identify the oil that they deliver to oil change locations 18 December 2012 | UnderhoodService.com

and these locations in turn are able to identify the oil they pour into customers’ vehicles. Every customer of a Motor Oil Matters licensed location will receive a written receipt with the brand name, viscosity and performance level of the oil installed in his or her car. API will certify motor oil distributors and oil change locations, identifying them as businesses committed to delivering quality oils. These distributors and locations will be able to market and advertise themselves as distributors and oil change locations that have successfully implemented API’s new chain of custody standard, therefore identifying themselves as trusted service providers. As a consumer advocate, MOM will help reaffirm the confidence and trust the motoring public places in oil change locations. As an educator, ongoing efforts will be made to enlighten consumers about the benefits of using quality motor oils through online, social media and industry events. MOM will also identify MOM-licensed distributors and oil change locations. At the same time, API has expanded its monitoring system to better evaluate bulk oils. Visit www.motoroilmatters.org to join Motor Oil Matters and to find information on the benefits of using quality motor oil.

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» Diagnostic Dilemmas By Gary Goms, technical contributor

iven our recovering economy, it’s accurate to say that many vehicle owners must still balance auto repairs with their other financial needs. Thanks to an unanticipated dentist visit or a hot water heater that just split its seams, it’s often impossible for vehicle owners to repair a bright-orange Check Engine light in a timely manner. But once that light illuminates, the driver has no way of knowing how many maintenance-based and componentbased failures will accumulate before he or she can afford to have a qualified technician investigate the problem. Such was the case when I was recently called to diagnose a rough idle complaint on a 2003 Chrysler Town & Country van with about 170,000 miles on the odometer. The shop was inundated with summer business and unable to sort out what appeared to be a baffling set of symptoms. According to owner, the 3.8L Town & Country had been driven for quite awhile with an illuminated Check Engine light and a rough idle condition. As the vehicle was driven, the idle condition worsened until the engine wouldn’t idle in gear unless the driver applied the throttle. Of course, the vehicle owner had assumed that the rough idle complaint was caused by

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only one component failure and would therefore be relatively simple to repair. The shop’s owner/technician initially recovered some scattered misfire trouble codes including a P0302 and P0304. Since a brief visual inspection revealed that the spark plug wires, as well as the spark plugs, appeared to be original equipment, the technician replaced the spark plugs with no result. When I examined the old spark plugs, it was apparent that the cylinder 4 spark plug was badly sooted while the remaining spark plugs displayed a light-tan color indicating a slightly rich air/fuel mixture. As a point of interest, the spark plug gaps were pushing 0.090”, which is 150% of original specification. Because the cylinder 4 plug also showed some oil fouling,

» Diagnostic Dilemmas the technician tested compression on the engine’s front bank, with all three front cylinders reading normal.

WHERE TO BEGIN I nearly always begin any diagnosis using a scan tool to check all modules for DTCs and to check for irregularities in the data stream. In contrast to the shop’s original diagnosis, the only code I retrieved was a P0172, indicating that the engine was running rich on bank one. The P0172 was confirmed by the cylinder 4 spark plug being coated with soot and the others running a light-tan color. In most modern engines running at operating temperature, the spark plug insulators generally appear pure white. At this point, I had the technician take the van out for a test drive to thoroughly warm up the engine and to help evaporate excess fuel from the recently changed engine oil.

The negative short-term and long-term fuel trims indicated that the PCM was subtracting fuel.

Removing the evaporative system’s purge hose and brake booster hose brought the engine into fuel control.

Suspecting that the rich condition had something to do with the cylinder 4 fuel injector, I entered the Automated Testing Mode (ATM) to disable each fuel injector with the engine running. Since this particular engine uses a speed density system with no MAF sensor and because the engine was running too rich for idle speed, I disconnected the brake vacuum booster hose to help lean out the air/fuel mixture. Although the engine idled better, the idle quality still wouldn’t allow me to accurately evaluate fuel injector performance. Removing the purge hose

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» Diagnostic Dilemmas from the purge valve assembly did establish enough fuel control to run the injector disable test. Oddly enough, the injector disable test didn’t have any effect on the engine’s idle speed until I cancelled the cylinder 4 fuel injector. At that point, the engine stalled. After duplicating the stalling condition several times, my conclusion was that the cylinder 4 injector was leaking fuel to its companion cylinders.

STILL ANOTHER PROBLEM In any case, the engine still had a pronounced miss at idle. As soon as the engine speed was increased, the miss disappeared. As mentioned above, the Chrysler had what presumably were the original spark plugs and wires. Because higher firing voltages are required to bridge excessively wide spark plug gaps, it’s not unusual to discover a damaged ignition coil or a perforation in a spark plug wire. Although I think a tech can sometimes read too much into lab scope diagnostics, I thought I’d take a look at the secondary waveforms. As I suspected, even with new spark plugs, the spark plug wires displayed varying degrees of resistance. I also discovered that cylinder 3 wasn’t firing at all, which could cause the idle-speed miss. Checking secondary resistance at the coil terminals revealed that the cylinder 3 and 6 coil had a significantly lower resistance than did its companion coils. Before we could do more testing, it was apparent that the cylinder 4 fuel injector, the ignition cables and the ignition coil should be replaced.

This single-cylinder waveform indicated that cylinder 4 wasn’t receiving a strong spark.

THE NEXT DAY The very next day, my client shop called to tell me that we still had the same miss condition at idle, even though all of the above parts had been replaced. I had suspected as much, but on the other hand, it’s nearly impossible to diagnose beyond some obviously failed components. During retesting, I confirmed that we had re-established fuel control by replacing the cylinder

4 fuel injector. In this case, the short- and long-term fuel trims were well under 10%, which is considered a normal range of fuel control. Previously, the long-term trims had hovered around 24%, which is high enough to set the P0172 trouble code. Next, I used my lab scope to confirm that the new spark plug wires and ignition coil had restored a normal secondary pattern to all cylinders, including cylinder three, which hadn’t

A broken exhaust valve spring proved to be the root cause of the rough idle condition on the 3.8L Chrysler van.

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» Diagnostic Dilemmas been firing at all. At this point, I would normally have analyzed intake manifold vacuum for irregularities with a pressure transducer and lab scope. Unfortunately, I didn’t have my pressure transducer with me, so we took the alternative route of re-testing cylinder compression on the front bank. Immediately, we noticed that the spark plug from cylinder 4 was again coated with soot and, as before, all compression readings were normal for our altitude. So we removed the front valve cover only to discover that the top coil of the exhaust valve spring had broken on cylinder 4.

Fuel leakage into the intake manifold from a single-line fuel injection can come only from a leaking fuel injector.

LESSONS LEARNED After solving any multiple failure driveability complaint, any diagnostic tech worth his salt will review his diagnostic strategy to see if he might have found a better way to the root cause of the problem. What confused the original diagnosis was cylinder 4 simultaneously suffering from a leaking fuel injector and a broken valve spring. While this combination of failures defies the odds, the fact of the matter is that it did happen.

ed by the badly eroded spark plug gaps were more than enough to ruin an ignition coil. Because this 3.8L Chrysler engine is equipped with a single-line fuel delivery system, the rich condition couldn’t have been created by a vacuum-modulated fuel pressure regulator leaking fuel into the manifold. In addition, disconnecting the evaporative purge line eliminated the possibility that the purge valve itself was stuck open. Because the manifold vacuum parameter indicator data (PID) indicated nearly normal intake manifold vacuum at idle speed, the results of the injector disable test were enough to convince me that the cylinder 4 injector was indeed leaking fuel into the intake manifold.

aka the “Blue Car” Syndrome As I’ve said many times in this column, a diagnostic tech has to approach all problems with an open mind. Making an assumption based solely upon prior experience (aka The “Blue Car” Syndrome) often leads to mistaken results. So I make it a rule to replace all known-bad parts before I proceed with a diagnosis. To recap the complexities of this multiple-failure diagnosis, the high secondary voltages creat26 December 2012 | UnderhoodService.com

VALVE SEATING ISSUES The question also arises about how a cylinder with a broken valve spring might pass a compression test. First, let me say that I’ve never found a definitive test for broken valve springs. During my General Motors dealership days, small-block Chevrolet engines were known for breaking valve springs at the bottom coil. This

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» Diagnostic Dilemmas would leave enough valve spring tension to seat the valve during a cranking compression test, but not at idle speeds. Although the 3.8L Chrysler engine is also known to break valve springs, the coil breaks at the top due to the “beehive” design of the valve spring. This condition allows the valve to seat at cranking speeds, but not at idle speed. At higher engine speeds, the leakage past the valve seat evidently wasn’t enough to create an engine misfire. In retrospect, the vacuum irregularity might have showed up as a “tick” on a professional-quality vacuum gauge. Or it might have showed up as an irregularity on a vacuum waveform displayed by a pressure transducer connected to a lab scope. But my diagnostic path told me the same story without testing for irregularities in the intake manifold vacuum. On the other hand, if we had replaced the valve spring first, the need to replace the bad fuel injector, spark plug wires and ignition coil would have remained. On a broader plane, we’re beginning to see more misfire problems caused by inaccurate machining at the factory or by the intake valve seats collecting

enough carbon to cause a misfire condition at idle. The odd part of this valve seating condition is that many engines will

pass a cranking compression test and a cylinder leakage test. To illustrate my point, I recently had to deal with a 2005 Jeep Liberty with a cylinder misfire. The spark plugs should be replaced at 30,000-mile intervals, but had been run 60,000mile intervals. My TSB research on the vehicle indicated that this model of

28 December 2012 | UnderhoodService.com

Liberty was developing misfire conditions because of carbon accumulation on the intake valve seats. The manufacturer’s TSB recommended changing the valve spring keepers to an updated design that provides more valve rotation. Would the new spark plugs cure the misfire or do we need to update the valve spring keepers? Only time will tell. As you might suspect on engines equipped with direct fuel injection, the lack of fuel washing over the intake valve seat allows carbon from the EGR and the PCV systems to accumulate on intake valve seats. Some techs have remedied this problem with an intake service while other techs have had to remove the heads for a complete valve service. Nevertheless, many advanced diagnostic techs are using sophisticated pressure sensors that display vacuum irregularities as lab scope waveforms. The problem is, this level of diagnostics does require a lot of practice before it can be used as a definitive level of diagnosis. In any case, the methods used to detect intermittent valve seat leakage will continue to evolve as diagnostic technicians become more aware of this issue. ■

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» Tech of the Year

2012

Best Tech Finds the Sky’s not the Limit WHEN IT COMES TO FINDING NEW CUSTOMERS, KIM BRANT LOOKS OUTSIDE THE BOX

im Brant, an automotive technician at Joe’s Tire and Auto Service, St. Joseph, MO, has been named the 2012 Best Tech, sponsored by WIX Filters. WIX Filters, a member of the Affinia Group family of brands, in conjunction with Brake & Front End, ImportCar and Underhood Service magazines, named Brant the second-annual WIX Filters Best Tech during the annual Automotive Warehouse Distributors Association (AWDA) Meeting and Conference in Las Vegas on Oct. 29. As part of his award, he and a guest traveled to the Automotive Aftermarket Products Expo (AAPEX) for an all-expenses paid trip to Las Vegas. “From the diagnosis of electrical problems to evaluating exhaust systems to recommending

December 2012 | UnderhoodService.com

the best parts — technicians play a major role in enhancing a vehicle’s performance,” said Mike Harvey, brand manager for WIX Filters. “We are thrilled to recognize Kim Brant for the second-annual Best Tech award for his

» Tech of the Year distinguished career built on outstanding customer service as a committed advisor and resource, and for his dedication to learning as vehicles become more sophisticated with a wider range of repairs and maintenance work.” Brant, an ASE Certified Master Technician and a WIX Expert-Level Certified tech, said he was thrilled and humbled to receive the honor of being named a Top Tech. “With complicated systems that make up automobiles today, it is imperative that technicians provide the highest-quality service to ensure that drivers and passengers are safe on roadways,” said Brant. “I am truly delighted to win this award not only for myself but for everyone at Joe’s Tire & Auto Service. From our technicians, owners to service writers, we hold the shop to the highest standards by encouraging ongoing education, implementing top-level industry standards and providing excellent

has been active in his community’s youth organizations and local technical school. He also is credited for his penchant to go the extra mile to gain a new customer for Joe’s Tire and Auto Service, an independent repair shop that has been servicing the St. Joseph area since 1984. “My biggest enjoyment from the auto industry is the challenge of determining the vehicle failure and taking that process clear through to returning the vehicle to the customer, properly repaired,” he said. Brant, whose own “fleet” of vehicles includes his daily drive, a 1999 Dodge Grand Caravan, also owns a 1988 GMC 1500 4x4 and a 1966 Dodge Dart GT Convertible. His love of vehicles developed at an early age through his father’s business. “My father owned a Mobil service station from my infancy to my teenage years,” Brant said.

COMMUNITY INVOLVEMENT In addition to his service as an automotive technician, Brant also was recognized for his community service that includes: • Raising money for Habitat for Humanity; • Raising money for the Special Olympics; and • Participating in Neighborhood Beautification programs and recycling efforts.

customer service, which drives returning customers.” Brant, who has been in the automotive and repair service industry for 28 years, was a runner up in the 2011 Best Tech program last year. He’s worked at Joe’s Tire and Auto (www.stjoeautoservice.com) for about four years, and before that served as a technician in a few local dealerships and tire stores. Besides his exceptional customer service, Brant

Kim Brant, right, proudly displays his Tech of the Year trophy with two-time NHRA Funny Car Champion Tony Pedregon during the Babcox Night of Excellence awards dinner during the AAPEX show in Las Vegas. UnderhoodService.com 31

» Tech of the Year

“Without his involvement in the automotive world, I’m sure that I would not be involved myself.” One of the most unique jobs Brant had seen as a technician had to be the servicing of an A/C system on a local Life Flight helicopter that had been grounded. Since the law requires the A/C system to be in working order for the helicopter to be used for medical purposes, Brant was asked by his shop owner if he could fix the helicopter’s A/C system since the company that previously serviced the craft was no longer in business. Although he had never repaired a vehicle that is designed to leave the ground, Brant hit the Internet to research the helicopter’s HVAC system, grabbed his tools and headed out to Rosecrans Memorial Airport, where he was greeted by the Life Flight air staff. After servicing the A/C system successfully, Brant said he was confident he would be contacted to service the system if it ever needs it in the future. Circle #32 for Reader Service

2012

Brant said he was happy to be of assistance in the Life Flight’s return to the skies, and that today’s shop’s can find business “outside the box.” “I’ve worked on a lot of unique vehicles — from Ferraris to Lamborghinis to Prowlers — but not many techs in this business can say they have worked on a helicopter.” And not just any helicopter, but a Life Flight helicopter. ■

RUNNERS-UP WIX Filters and Babcox Media also named two 2012 Best Tech finalists: Travis Luscomb from Larson’s Service, Inc. in Peabody, MA, and Kevin Dietz from BTS Tire and Service in Providence, RI.

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» Tech Feature

DIESEL DIAGNOSTICS

Diagnosing Diesel By Bob McDonald

phrase that I often hear from customers is, “This is a diesel engine; the problem should be easy to diagnose.” The right part about that statement is that the customer realizes that he has a diesel engine. Certainly, there are some common repairs needed on specific engines that are easy to do, but that doesn’t mean everything else will be easy to diagnose. Owners often think that because diesel engines are now computer-controlled, the technician should be able to hook up a scan tool and immediately see what is going on. The good thing about electronic diesels is that the technician can link up with a scan tool to analyze data in order to try to pinpoint problems. But some problems may be tougher than your customer — or you — think. Take the diagnosis of an injector issue. The most common injector issue is when the engine produces a cylinder misfire. The misfire is generally associated with a loss of power and no unusual smoke. Like anything else, injectors can get tired and become weak over time. Even though they are electronic, sometimes the mechanical components inside the injector may

December 2012 | UnderhoodService.com

also become worn, cease to function properly and even fail. In cases such as these, the scan tool generally will pinpoint the cylinder with the contribution problem.

Whether you’re dealing with a 5.9L or a 6.7L engine, you should understand the process of elimination of each injector on common rail Dodge Cummins applications in order to isolate leaking injectors. GM’s Duramax applications are totally different as are Ford PowerStrokes, because the right scan tool can read leakage rates of each injector; with Cummins applications they cannot.

» Tech Feature

Injector Problems excessive period of time in order to re-prime the injection system.

CRANK TIME

One method to track down the damaged injector on a common rail 5.9L Cummins is a simple visual test. With the valve cover off looking for some signs of a “wisp” of smoke, being careful not to mistake blowby for smoke. You’ll smell a hint of diesel fuel as well.

However, injectors can fail in ways other than becoming just worn out or tired. One of the most common failures occurs when an injector body becomes cracked. When the body is cracked, the engine will not necessarily produce a miss but will cause other problems, which can be even more difficult to pinpoint. Although the injector body can be cracked, the engine may still run fine but just take an extended period of time to crank. In addition, the customer may notice some fuel dilution in the oil by seeing that the oil level is rising on the dipstick. When the engine is shut down, the crack in the injector’s body will often cause fuel to drain back from the fuel lines and rails back to the tank. When the leak down occurs, the engine has to spin over for an

A normal crank time in a common-rail injection system is usually around three to five seconds. This is how long it will take the common-rail pump to build fuel pressure to the “threshold.” The threshold for cranking is when the fuel rail pressure reaches around 5,000 psi. Normal common-rail systems will operate at 5,000 psi at idle and can reach up to 30,000 psi at wide open throttle (WOT). In a Cummins engine, the injectors are not actuated by the controller until the fuel rail pressure reaches the threshold. So when an injector becomes cracked and the fuel has leaked down in the injection system, crank times will become almost tripled in order for the fuel system to re-prime and the desired threshold reached in order to fire the engine. So how do you determine which injector may have a possible crack? This can be a lengthy process to determine exactly which injector is the problem. Cummins recommends a simple visual test to start. First remove the valve cover, then crank the engine and let it idle. With a light, study the injector body of each cylinder. Sometimes, if the injector body is cracked externally, you may be able to notice a small wisp of smoke from the injector. The wisp of smoke that can sometimes be seen is actually the atomization of fuel being released from the crack. But this wisp should not be confused with blowby, which will be seen also. If the injector is cracked externally and producing a smoke wisp, you will be able to smell the hint of diesel fuel in the air. This type of diagnosis can be very useful in trying to identify which injector may have an external crack. But what if you still can’t determine which one is the problem child? Then you’ll have to dig a little deeper and isolate each cylinder. The only way that you can isolate an individual cylinder is UnderhoodService.com 35

» Tech Feature

DIESEL DIAGNOSTICS

to cut off the supply of fuel — in order to do this in a common-rail system you’ll have to cap it off. For the Cummins engine, I start with the first cylinder and remove the hard line between the fuel rail and injector. Next, I place the cap on the fuel rail where the fuel line was. (A word of caution here: this “cap” is a special tool made by Cummins specifically for this test. This cap is made to withstand the high pressures associated with a common-rail system. Do not use anything else or you may suffer injury or death from the high-pressure fuel.) Next, I crank the engine and see if the crank time is reduced. If not, I proceed to the next cylinder until I can determine which one is responsible for the long crank time. I have worked on trucks in which the Cummins engine would not run at all. This usually happens when the injector is cracked so badly that the fuel system can never reach the threshold. The oil will also be heavily diluted with diesel fuel. By installing the cap on each cylinder one at a time, the bad injector can be isolated — you’ll know you’ve found it when the engine fires normal and fast.

A more reliable method is to block off the injector lines attached to each cylinder one at a time. This will isolate the cylinder with the bad injector. Due to the extremely high pressures involved, use only the right tools to perform this diagnostic service.

5 and 7 had a contribution problem. This was more or less saying that these cylinders were dead. So, how bad was the engine missing? One thing that is common on the 6.0L DIT engines is what is known as injector stiction. Now, I didn’t know if this was the problem, so I had to LOSS OF POWER ON POWERSTROKE probe a little deeper. And while advanced engine electronics and today’s First of all, you need to understand how the injecdiagnostic tools have made it easier to pinpoint tor functions. In the top of the injector is what is driveability problems in diesel engines, it doesn’t known as a spool valve. The spool valve is conmean that all problems are solved trolled by two 48-volt, 20-amp so easily. coils that direct oil flow in and A great example is one that out of the injector. came by the shop the other day. One coil is used to open the oil The owner had an ’03 6.0L circuit and the other is used to PowerStroke that had lost close the oil circuit. Basically, power. When he pulled into the you have the spool valve in the parking lot I could hear that the middle with a coil on each end. engine had an audible miss. The When the open coil energizes, first thing was to reach for the the spool moves one way and scan tool and see what trouble when the closed coil energizes Ford 6.0L PowerStroke codes were found. Also, some the spool moves the other way. engine parameters needed to be This movement of the spool checked to see if other engine components were valve is only 0.017˝. When the open coil is enerdoing their jobs. All of the engine parameters gized, the spool valve moves to allow high-preslooked okay. In fact, you really could not ask for sure oil in from the rail to flow into the injector. the data to look any better. But why did the engine When the closed coil is energized, oil is allowed to have such a terrible miss? drain from the injector into the crankcase. Next, I took a look at the trouble codes. There The coil is energized by the FICM (fuel injection were codes pointing to the fact that cylinders 1, 3, control module) for 800 millionths of a second. 36 December 2012 | UnderhoodService.com

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» Tech Feature Think about that: it is impressively fast to move a spool that quickly when it is under the intensity of high-pressure oil. So when the spool opens, highpressure oil enters the injector. This, in turn, pushes the intensifier piston and plunger downward inside the injector body. Fuel enters the injector through an opening on the side of the injector body, which is delivered by the fuel pump and surrounds the injector through passages in the cylinder head. At idle, the high-pressure oil is around 600 psi. When the engine is at WOT, the high-pressure oil can reach 3,000 psi. So, as the piston and plunger move downward inside the injector, fuel in the bottom chamber of the injector is being squeezed. The intensifier piston is seven times greater than the surface area of the plunger. This means that the injection force will be seven times greater than the highpressure oil.

DIESEL DIAGNOSTICS

Put it this way: let’s say the engine is at idle and the highpressure oil is at 600 psi. When the open coil is energized, the high-pressure oil comes into the injector and the piston and plunger move downward. The pressure of the fuel in the delivery chamber being forced through the tip of the injector nozzle will be 4,200 psi. Now realize that if the engine is at WOT, this would be 21,000 psi! But, what is injector stiction and how does it relate to the injector? Injector stiction has to do with the injector spool valve. When the FICM commands the injector to open, there can be a delay in the spool valve movement, usually from the spool valve sticking in the bore.

CHECK THE OIL There are several things that can cause stiction of the spool valve. One of the biggest culprits is the type of oil being used along with the viscosity. These engines can

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Here is the 6.0L diesel injector in its “normally seen” assembled state.

be very picky about oil. It is not that there are bad oils on the market, but some are better for this engine than others. As you can see, these engines use hydraulic pressure to operate high injection pressures. One thing that tends to influence hydraulics is the amount of air that can be entrapped in the oil. It doesn’t matter if we’re talking about an earthmover, hydraulics do not like air. Air in the oil causes foam. When foam enters the injector, it will cause misfires and rough running due to the “fake” injection pressures the foam is producing. One thing that you have to remember is that all of the oil is going to foam after being churned by the pump and slung around in the engine. But, there is only one way to release the foam: manufacturers use silicone as a release agent. So most of the time, I will use the engine oil that the manufacturer recommends. Manufacturers of vehicles know what the engines need and have to stand behind their products. If you are using the oil that is recommended by the manufacturer, then hopefully you are also changing it by the manufacturer’s recommenda-

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» Tech Feature tions. Sometimes injector stiction is caused by negligent servicing of a vehicle. Deposits and scum tend to build and leave behind debris that can cause the spool valve to stick. Of course, over a period of time, the coils in the spool valve can also fail, resulting in a dead injector. So in order to give the best service life for your engine, follow the recommendations of the manufacturer.

START YOUR SCANNING Going back to diagnosing, you have to have the proper tools. There are scan tools on the market that will show a lot of data along with the trouble codes. There are also scan tools used by the dealer, which we often can’t afford. But in order to find out what is hap-

DIESEL DIAGNOSTICS

pening with the 6.0L injector, you need a tool that can actually see the injector spool times. While there are many diagnostic tool options available out there, one tool that I have found in the aftermarket for independent garage is from Hickok Inc. It’s called the G2 Diesel Injector Tester and is for diagnostics used on-board while the engine is running. I’ve found this tool is helpful in diagnosing 6.0L injector issues, as well as saving the customer some money. The reason for this is that a lot of times when you have a couple of injectors that may have issues, some shops feel they have to replace them all. As you know, diesel injectors are expensive and this can be very costly. With a tool like the

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G2, you can see which injectors are causing the problem and replace only the ones that are bad. With the use of a laptop computer along with the G2 tester, injector spool times are identified quickly. While a laptop is not necessarily needed, it will give some data logging capabilities along with some graph displays on what the injectors are doing. Going back to the ’03 truck that had come into the shop, I knew that I had problems in cylinders 1, 3, 5 and 7. The trouble was all on the passenger-side bank. After hooking up the vehicle to the G2, I was able to get an idea of what was going on. The spool times of the injectors looked great. The funny thing was that these injectors’ spool times looked great compared to others I had seen in the past, but the engine still had a miss on four cylinders. The next thing was to perform a cylinder kill test, which can also be done with the G2. The purpose of the test is to find out how all the cylinders deviate from each other in order to see their contribution to the total engine. The cylinder kill test will obtain a baseline while the engine is running. After the baseline of rpm and torque, the G2 will kill cylinders 1 through 8 in order for several seconds. After the test, we found that cylinders 1, 3, 5 and 7 were not contributing anything — in other words, those cylinders were completely dead. So there was one other thing that needed to be looked at. I wanted to see what the HPOP (high pressure oil pump) was doing. From the

» Tech Feature

The spool valve is controlled by two 48-volt, 20-amp coils that direct oil flow in and out of the injector.

Here is the injector following disassembly. The injector contains a spool valve, which is controlled by highpressure oil.

menu of the G2 you can also select to display and graph the pressures of the HPOP. After running the vehicle for a few minutes graphing the HPOP data, I could not find anything wrong. The pressure at idle was almost 600 psi and would rise as I accelerated the engine. So it was evident that there was nothing wrong with what could make this engine function. The only other thing that I could do would be to pull the passenger-side valve cover and take a look. Something to keep in mind on a 6.0L is that, if all things are working, there must be a highpressure oil leak somewhere. Seeing as how all of the cylinders were dead on one side, there had to be a leak somewhere. After removing the valve cover, I cranked the engine once again to see if there were any external signs of leakage. Unfortunately, there was not, so the engine had to be torn down further. What I found was the oil branch from the HPOP on the passenger side was leaking. This was causing such a loss of high-pressure oil that the injectors could not actuate when they were pulsed by the FICM.

While tearing down the engine and using my diesel injector tester, I found that someone had already replaced all the injectors on the passenger side. The owner admitted that he had just picked up the vehicle from another shop that could not fix it. With the PCM having codes pertaining to possible injectors, the shop automatically assumed that new injectors would fix the problem. This was a terrible choice for both the owner and the previous shop. Obviously, the best thing to keep in mind is that there are tools out there related to certain purposes that will do a much better job saving the job — and your reputation — than trial and error. While you may realize it, you may have to remind your customers that there have been great technological advances in diesel design, but it doesn’t mean that it has become simple. I think sometimes with newer diesel engines, owners may think that there are easier ways in determining failed parts, but it can be still just as aggravating as older diesel engines. Some things still may have to be done the old-fashioned way in order to properly diagnose engine complaints. One other thing that hasn’t changed: when you find injector issues such as these, be sure to tell the owner about the additional labor that is likely to be involved in the bill for your expert diagnosis. ■ Robert McDonald is owner of Atlantic Engines in Granite Falls, NC, and specializes in highperformance diesel and gasoline engines and cylinder heads for street, marine, dirt and drag racing.

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» TechTips

GM / FORD This month is sponsored by:

MIL On, P0116/P1400 Set In Very Cold Temps Models: 2006-’07 Buick Rainier, Chevrolet Monte Carlo 2006-’08 Pontiac Grand Prix 2006-’09 Chevrolet Impala SS, TrailBlazer, GMC Envoy, Saab 9-7X 2006-’12 Cadillac Escalade; Chevrolet Avalanche, Express, Silverado, Tahoe; GMC Savana, Sierra, Yukon 2009 Buick LaCrosse Super, Allure Super (Canada Only) Equipped with V8 Engine RPO LC9, LH6, LH8, LH9, L76, LS2, LS4, LFA, LZ1, L92, L94, L9H or L20, L96, LMF, LMG, LY2, LY5, LY6 Attention: To properly correct this condition, you must follow both of the procedures to relocate the engine coolant temperature (ECT) sensor and the engine coolant heater cord.

Condition Some customers may comment that the malfunction indicator lamp (MIL) illuminates after starting the vehicle when they were using the engine coolant heater in very cold ambient temperatures. This usually occurs in a range of -10° to -40° F (-23° to -40° C) or colder. The technician may observe a DTC P0116 and/or P1400 set as Current or in History.

Cause This condition may be caused by the engine control module (ECM) determining that the ignition off time requirement has been met at start-up and interpreting the temperature difference between the ECT sensor and the intake air temperature (IAT) sensor as being outside of a calibrated range.

Correction Important: Do not replace the ECM for this condition.

December 2012 | UnderhoodService.com

Relocating the ECT Sensor 1. Turn on the ignition with the engine off. 2. Perform the diagnostic system check – vehicle. – If DTC P0116 and/or P1400 are set and the customer was using the engine coolant heater, proceed to Step 3. – If DTC P0116 and/or P1400 are set and the customer was not using the engine coolant heater, refer to the DTC list – vehicle in SI. 3. Turn off the ignition. Warning: To avoid being burned, do not remove the radiator cap or surge tank cap while the engine is hot. The cooling system will release scalding fluid and steam under pressure if the radiator cap or the surge tank cap is removed while the engine and radiator are still hot. 4. Remove the surge tank fill cap from the surge tank or the coolant pressure cap from the radiator. 5. Raise and support the vehicle. 6. Place a clean drain pan under the radiator drain cock or under the lower radiator hose, depending on the vehicle. 7. Loosen the radiator drain cock, if equipped, or use J 38185 clamp pliers and reposition the clamp on the lower radiator hose at the radiator.

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» TechTips

8. Remove the end of the lower radiator hose from the radiator. 9. Drain the engine coolant sufficiently below the level of the ECT sensor. 10. Close the radiator drain cock or connect the lower radiator hose at the radiator. 11. Use the clamp pliers to place the clamp into the original position on the hose. 12. Lower the vehicle. 13. Disconnect the wiring harness connector from the ECT sensor (see arrow 2 in Figure 1). 14. Remove the ECT sensor (see arrow 1 in Figure 2) from the front of the cylinder head. 15. Remove the corresponding size plug at the rear of the other cylinder head. 16. Coat the threads of the ECT sensor with sealer. Use GM P/N 12346004 or an equivalent. 17. Install the ECT sensor in the hole of the cylinder head where the plug was removed. Tighten to 20 Nm (15 lb.-ft.).

Figure 1 GM

Figure 2 GM

18. Coat the threads of the plug with sealer. Use GM P/N 12346004 or an equivalent. 19. Install the plug in the hole of the cylinder head where the ECT sensor was removed. Tighten to 20 Nm (15 lb.-ft.). Important: Leave enough wire attached to the ECT sensor harness connector in order to create manageable splices that are at

least 1.5” (40 mm) away from the other splice. 20. Extract a portion of the ECT sensor harness wiring and connector from the protective conduit. Cut off the ECT sensor harness connector and wiring. 21. Determine a routing path for the ECT sensor jumper harness wires so that they can be secured to or within an existing protective conduit. Note: This step is to set up and verify the length of wiring that is required before cutting. 22. Route the ECT sensor jumper wires and then enclose them in their own protective conduit in order to verify the length that is required. 23. Cut the ECT sensor jumper wires to the appropriate length. Note: Adjust splice locations so that each splice is at least 1.5” (40 mm) away from the other splice or connector. 24. Splice the ECT sensor jumper wires to the original ECT harness location using DuraSeal weatherproof splices. Note: Adjust splice locations so that each splice is at least 1.5” (40 mm) away from the other splice

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Âť TechTips

or connector. 25. Splice the ECT sensor jumper wires to the ECT sensor harness connector using DuraSeal weatherproof splices. 26. Connect the ECT sensor harness connector to the ECT sensor. 27. Secure the ECT sensor jumper wires that are in their own protective conduit to or within the existing harness conduit using tie straps. Important: You must run the engine at the specified rpm and until it reaches normal operating temperature and then allow it to idle as indicated in SI. The engine must then be allowed to cool down in order to top off the coolant level as needed. 28. Fill the cooling system to the proper level. 29. Pressure-test the cooling system. 30. Use a scan tool to clear any DTCs.

Relocating the Engine Coolant Heater Cord Important: For reference, the procedure and graphics that are shown are from a Chevrolet Silverado,

but are similar for the other vehicles listed above. 1. Turn off the ignition. 2. Ask the customer where they would prefer the extension cord to exit from the engine compartment in order to determine the required extension cord length. 3. Obtain an extension cord with the following features: 120 volt, 14/3 gauge, 15A capacity; three prong; polarized plug and receptacle; chemical resistant; grounded terminals; designed for use in a cold outdoor environment; outer jacket resistant to deterioration from moisture, abrasion and exposure to sunlight; and maximum length of 8-10â&#x20AC;&#x2122; (2.5-3 m). 4. Release enough of the clips that retain the engine coolant heater cord to the vehicle to provide the necessary length for repositioning. 5. Apply dielectric grease to the electrical contacts of the heater cord receptacle and the extension cord plug to prevent corrosion. Use GM P/N 12345579 or an equivalent. 6. Connect the heater cord receptacle to the extension cord plug and wipe off any excess grease. 7. Wrap electrical tape around the connection as shown in Figure 3. 8. Route the engine coolant heater cord and

Figure 3 GM

Figure 4 GM 46 December 2012 | UnderhoodService.com

» TechTips

GM / FORD

Figure 5 GM

extension cord behind the alternator and adjacent to the engine coolant crossover pipe as shown in Figure 4 on page 46. 9. Continue to route the extension cord to the exit location desired by the customer as shown in Figure 5. 10. Review the routing of the coolant heater cord and extension cord to verify that it does

not touch any sharp edges that could damage it. 11. Secure the engine coolant heater cord and the extension cord with tie straps as needed. 12. Resecure any of the original clips that retained the engine coolant heater cord to the vehicle that were released to provide length. Courtesy of ALLDATA.

Ford’s 7.3L Powerstroke Injector Cackles Application:

Solution:

1998-2003 7.3L Diesel E Series 1999-2003 7.3L Diesel Super Duty F Series 2000-’03 7.3L Diesel Excursion

Most vehicles use eight AB or AD type injectors, but the 7.3L Powerstroke vehicle you’re servicing may use seven AB or AD and one AE type. CARDONE has made the AB, AD and AE types available. Identify the type installed in your vehicle by checking the two-digit alpha code on top of the solenoid. Note that the AE type may also be labeled LL, which stands for “Long Lead.” The part number for the AB type is 2J-204, the AD type number is 2J-205, and the AE type is 2J-209. Courtesy of CARDONE Industries. ■

Problem: Some vehicles may experience a misfire or “cackle.”

Cause: The injectors in the 7.3L diesel run off of the high-pressure engine oil pump. The #8 injector is the farthest away from the oil pump, causing a filling problem, which may result in a misfire. Ford replaced the #8 injector in some vehicles as needed with a different injector to solve the problem. Circle #48 for Reader Service

» Shop 90

Delphi launched at AAPEX its new Auto IQ Service Solutions program including a new diagnostics scan tool and flash programmer. Auto IQ Service Solutions, a complete systems approach to service and repair, also includes the OE-based service repair information, dedicated ASE-certified support, advanced training, a new mobile e-catalog and Delphi’s Connected Car Telematics Solution. Delphi also offers a compact, WiFi-ready, touch-screen tablet PC as an alternative to the handheld tool and in-house workshop operations. Circle #90 for information

Spectra Premium has introduced 52 new Fuel Delivery part numbers, providing coverage on popular Hyundai and Kia import applications as well as first-to-market coverage on late-model F-Series Super Duty trucks and Dodge Sprinter Vans. First-to-market coverage is also achieved with Spectra Premium’s Fuel Filler Neck, P/N FN851, covering late 1990s Jeep Cherokee applications. Circle #92 for information

Richporter Technology offers a complete line of ignition coils for both domestic and import applications. The new coils are produced to the latest ISO standards and have undergone stringent testing to ensure they meet OE requirements and are backed by a one-year warranty. Richporter’s new coils feature precise spark timing response for maximum fuel economy and performance, while producing efficient and continuous energy to maintain dependable driveability. Contact: 866-494-4482, www.richporter.ca. Circle #93 for information

Introducing Exide Edge Flat Plate AGM Batteries with SureLife Graphite Technology — Exide Edge is the first and only absorbed glass mat (AGM) battery* that features SureLife Graphite Technology to maximize available energy capacity, helping batteries perform at higher levels longer. Designed for vehicles of today’s active families and busy professionals, Exide Edge provides more protection against battery failure; helping vehicles stay strong and perform like new. Starts Like New. Stays Like New Longer. *Among leading competitors. Circle #94 for information

AutoEnginuity recently announced the release of ScanTool 11.0 for the Windows platform. ScanTool 11.0 features the company’s enhanced 2012 model year coverage for all supported makes. Other important features include: added Windows 8 support; and added functions to the Mercedes-enhanced support. The company also added the following functions to the GM-enhanced (CAN-based modules) support: brake pedal position sensor learn, brake pressure calibration, fuel injector balance, steering position sensor learn and yaw rate sensor learn command. Circle #91 for information

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» Shop NAPA Holiday Tool Promotion — NAPA is the handy place to get gifts for a handyman this season. This December, stop into a participating NAPA AUTO PARTS Store and pick up a GearWrench 7-Piece Ratcheting Wrench Set, in standard or metric, for just $29.99. Or a Crescent 5-Piece Locking Pliers Set, just $26.99. Promotion ends Dec. 31, 2012, while supplies last. www.NAPAOnline.com Circle #95 for information

96 With the introduction of the new M4 2-Speed Screwdriver, Milwaukee Tool commits to a new line of cordless products in the 4V category utilizing the company’s REDLITHIUM 2.0 battery technology. The new screwdriver incorporates the latest Milwaukee core technologies in motor, RedLink Intelligence electronics and REDLITHIUM 2.0 batteries, increasing the tool’s power and run-time, while shrinking its size. Featuring 44 in.-lbs. of peak torque and a 21-position clutch with auto shut-off, the new screwdriver offers improved torque control during repetitive applications. Two speeds, 200 and 600 rpm, offer further user control for precision work. Circle #97 for information

OTC introduced its Genisys Touch at AAPEX. Use Genisys Touch as a full-function, OE-level graphical diagnostic scan tool, or a J2534 Class 1 & 2 communication device for OE flash pass-thru reprogramming. This tool features a 10.1’’ resistive, high-resolution touch-screen display, Windows 7 operating system, Internet browser, USB and video-out connectivity. Technicians can touch-navigate screen-by-screen even when wearing shop gloves. The AutoDetect software automatically detects and alerts the technician of on-tool or web-based repair information. Circle #96 for information

ACDelco has released 10 additional part numbers to the Professional All Makes Ignition Wire Set product line, covering models from Dodge, Chrysler, Subaru, Honda, Ford, Isuzu, Mazda, Jeep, Buick, Chevrolet and Volvo. ACDelco Professional All Makes Wire Sets are a premium offering yet competitively priced, matching the original equipment of various manufacturers in design, color and quality. ACDelco now offers 499 Professional All Makes Wire Set part numbers.

98 NAPA Belden Edge Premium Spark Plug Wires combine patented technological advancements with time-saving, straight out-of-thebox installation. Upgrades include factory-installed wire clips, routing trays and protective loom, where needed. These keep the spark plug wires properly positioned to prevent melted casings and wire arcing, making for a cleaner, quicker and easier instalation. Circle #98 for information

50 December 2012 | UnderhoodService.com

DIRECT CLASSIFIEDS

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DIRECT CLASSIFIEDS

Transmissions/Parts Audi • BMW • Jaguar Range Rover Porsche Navigator • Saab • VW Authorized Distributor

Filters Valve Bodies Kits • Oils Hard Parts Manuals Torque Converters

ERIKSSON INDUSTRIES • 800-388-4418 Old Saybrook, CT • FAX 860-395-0047 • www.erikssonindustries.com

Used/New Automotive Equipment 1-800-223-2573 www.AllStates.com

DIRECT CLASSIFIEDS

AD INDEX Advertiser . . . . . . .Page Number ACDelco . . . . . . . . . . . . . . . . . . . . . . . .21 Advance Auto Parts Professional . .11, 37 Auto Value/Bumper to Bumper . . .Cover 4 Airtex Corporation . . . . . . . . . . . . . .Insert APA Management Group . . . . . . . . . . .12 Parts Plus . . . . . . . . . . . . . . . . . . . . . . .23 Rislone . . . . . . . . . . . . . . . . . . . . . . . . .40 DEA Products/Pioneer Inc . . . . . . . . . .39 Exide Technologies . . . . . . . . . . . . . . . . .3 Hughes Engines, Inc. . . . . . . . . . . . . . .38 iATN . . . . . . . . . . . . . . . . . . . . . . . . . . .46 Jasper Engines & Transmissions . . .43, 48 King Electronics . . . . . . . . . . . . . . . . . .44 MAHLE Clevite . . . . . . . . . . . . . . . . . . . .5 Mr Gasket Performance Group . . . . . . .22 NAPA . . . . . . . . . . . . . . . . . . . .Cover 2, 1, NAPA BeldeN . . . . . . . . . . . . . . . . . . . .29

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

O'Reilly Auto Parts . . . . . . . . . . . . . . . .15 Parts Master . . . . . . . . . . . . . . . . . . . . .27 Performance Friction Corp . . . . . . . . . .45 Bosch . . . . . . . . . . . . . . . . . . . . . . . . . .25 Schaeffler Group USA . . . . . . . . . . . .7, 47 TYC/Genera Corp. . . . . . . . . . . . . .Cover 3 Red Kap . . . . . . . . . . . . . . . . . . . . . . . .13 WIX Filters . . . . . . . . . . . . . . . . . . .32, 33

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

UnderhoodService.com 53

DIRECT CLASSIFIEDS

54 December 2012 | UnderhoodService.com

DIRECT CLASSIFIEDS

Advertising Representatives The Tech Group Bobbie Adams badams@babcox.com 330-670-1234, ext. 238 Dean Martin dmartin@babcox.com 330-670-1234, ext. 225 Sean Donohue sdonohue@babcox.com 330-670-1234, ext. 206 Glenn Warner gwarner@babcox.com 330-670-1234, ext. 212 John Zick jzick@babcox.com 949-756-8835 List Sales Manager Don Hemming dhemming@babcox.com 330-670-1234, ext. 286 Classified Sales Tom Staab tstaab@babcox.com 330-670-1234, ext. 224

AUTO COMPUTERS ECM’s & MAF’s SAVE 70% If We Don’t Have It...It Doesn’t Exist

• 325,000 units in stock • All Foreign & Domestics • ECU’s & BCM’s • ABS & Airflow’s • Same Day Shipping • R & R Service • 1-Year Warranty • Free Tech Help on Web • Inhouse Reprogramming: GM, Ford, Jeep & Chrysler

Call Toll Free

1-UPS-OUR-ECMS (1-877-687-326 7 ) 570-883-9930 www.autoecms.com UnderhoodService.com 55

» Test Drive Automotive techs Recognized At Ase meeting

orty-four automotive professionals were recognized in November at the Fall Board of Governors meeting of the National Institute for Automotive Service Excellence (ASE) held at the Hilton Palacio del Rio in San Antonio, TX. The annual awards banquet spotlights top scorers on the ASE Certification Tests. Thirty-seven companies from both the OEM and aftermarket segments sponsored the individual technician recognition awards in the Auto, Truck, Collision and Parts categories, along with three instructor awards, and one recognizing a U.S. Air Force technician. In addition to looking for top scores on ASE tests, award sponsors may also consider such factors as on-the-job excellence, community service and more when selecting honorees. “ASE has been honoring the best of the best in our industry for more than 30 years, and we are proud to once again recognize 44 outstanding individuals from all across the nation,” said Tim Zilke, ASE president and CEO. “This is all made possible by the support of our many award sponsors, whose ranks include some of the best-known names in the industry. Their commitment to excellence is reflected in the talented individuals we recognize each year.”

The 2012 Tech Award winners are: Back row: George Brooks, Ed Rice, Albert Fogle, Jesse Gordon, Rob Heidrick, William Goodfellow 4th row: Will Mackey, Chris Roberts, Michael Steele, Ray McCall, Frank Messina, Stephen Selman, Kevin Morandi 3rd row: Gary Wilson, Eric Dunlap, Neal Cummings, Mark Armstrong, Tommie Young, Seth Desjarlais, Brent Horner, Brett Conner, Kyle Drinkuth 2nd row: Jeff Shoemaker, Rylan Kligora, Paul Robichaud, Tod Wirth, Gene Coleman, Ed Hensley, Chris Fryar, Chris Beasley, Jay Schick, Glenn Kenney 1st row: Charlie Bourne, Bob Kaiser, Sevan Garabedian, Fred Pinkney, Dan Stevenson, TSgt. Jared Calvin, Dan Fuller, Curt Silver, Mark Calzia, George Collins

GUESS THE CAR! WIN $50! #10

What vehicle MAKE does the picture on the left represent? Submit your guess with our online contest form by visiting www.UnderhoodService.com/guessthecar or scan the QR code to the right with your smart phone. The winner will be randomly selected from correct entries and awarded $50. Entries must be received by January 1, 2013.

November Solution: Navigator (Lincoln) Solved by: Chris Swatsworth, auto technician, Bud's Electric Service, Clearfield, PA

CONGRATULATIONS Chris! Employees of Babcox Media, industry manufacturers and Underhood Service advertisers are not eligible to enter.

Circle #57 for Reader Service

Circle #58 for Reader Service