■ Gonzo: Brain Damaged ■ Death by Shock & Strut ■ Tech Tips:
Ford, Toyota & Subaru
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MAGAZINE
BrakeandFrontEnd.com November 2012
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CONTENTS 18
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Publication
977th Issue, Volume 84, No. 11
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Brake Job: Cadillac DTS
Alignments Specs: GM
Worn Shocks & Struts Kill
DTS is largest GM passenger car The brake system of the DTS is simple to work on and has a lot in common with other GM vehicles. When one comes in your shop, remember that every DTS is equipped with stability control and TPMS, so have a scan tool and TPMS tool on hand.
W-Platform Alignment Inspection The most importart part of the alignment process is the customer interview. Find out why they need an alignment. Ask them if they are experiencing any clunks, thumps or pops. Also, ask at what speeds they are experiencing the problem.
Do I have your attention now? Worn shocks and struts will not cause a vehicle to break down or not start. However, new shocks and struts can save a customer from having an encounter with a ditch or trashing a new set of tires.
Editor Andrew Markel, ext. 296 email: amarkel@babcox.com Managing Editor Tim Fritz, ext. 218 email: tfritz@babcox.com
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Technical Editor Larry Carley Contributing Writers Gary Goms, Scott “Gonzo� Weaver, Larry Bailly, Bob Dowie and Randy Rundle
November 2012 | BrakeandFrontEnd.com
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
DEPARTMENTS Columns 05 Viewpoint 08 Gonzo’s Tool Box 12 Industry Review 40 Chassis Restoration 44 Tech Tips
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BRAKE & FRONT END (ISSN 0193-726X) (November 2012, Volume 84, Number 11): 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. 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 BRAKE & FRONT END, P.O. Box 75692, Cleveland, OH 44101-4755. VISA, MasterCard or American Express accepted.
4 November 2012 | BrakeandFrontEnd.com
By Andrew Markel | Editor
Viewpoint
Stop Feeling Bad About Selling What a Driver Needs
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n 1994, I was working at major chain repair/tire shop in Birmingham, MI, as a service writer. I had not been there too long and was just learning the ropes. The shop was located in an affluent suburb of Detroit. The customers were a mixture of old money, new money and retiree money from folks enjoying their “golden handshake” pensions from the Big Three. I had made it through the morning rush of people dropping off their cars for the day while they negotiated a ride to work, and we were just starting to see the “early lunch crowd” trying to get a single tire replaced on their leased vehicles. I can’t remember her name anymore, but it was one of those names that was sophisticated, and sounded like one a grandmother should have. She was in her mid-70s, but was still active and independent, and was very involved in the lives of her grandchildren. I have to confess, I have a real soft spot for old ladies. It is one of those involuntary reactions that I picked up from my grandmother and little old ladies from church. I just can’t help being extremely nice to them. She said that her son noticed that the rear tires were starting to wear unevenly, especially the right rear. I got her last name and started a repair order on the computer. She was a regular customer for more than 10 years. Her car was a 1986 Ford Taurus Wagon with about 52,000 miles. It was one of those vehicles a person buys right after they retire,
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hoping it would be the last car they ever have to buy. It was now eight-years old and a victim of Michigan’s potholes. She asked if we could look at it while she waited. One of our techs was free at the time and he got it in right away. He gave the car a test drive and an inspection on the alignment rack. The cause of the uneven rear tire wear was the lower control arms. The arms and bushings had seen their share of abuse and they were worn and causing the toe and camber to be out of specification. Unfortunately, to adjust the control arms required special parts. He also noted that all four tires should be replaced due to wear. Also, he recommended that all four struts needed replacement. On top of that, the front brakes only had a little bit of friction material left. I got on the phone with my parts suppliers for the camber and toe adjustment kit. I also priced out the set of tires, struts and brakes. To fix everything, the grand total was around $1,300. I looked at the total on my calculator and started to second-guess my calculations and the technician’s recommendations. To me, $1,300 was a lot of money at the time. I started pricing the job out at different level hoping to give her some options if money was an issue. I looked at the old lady in the waiting room while I was pondering my moral dilemma. I thought she could probably get by without new struts because she drove like an old lady. Also, if I just sold her the tires without BrakeandFrontEnd.com
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Viewpoint bringing the car into alignment, chances are the tires would outlive her (morbid thought, I know). It was also in the back of my mind that one of her family members could come storming into the shop saying that I ripped off grammy to the tune of $1,300! I also feared being featured in one of those investigative news reports with a rapid fire announcer saying, “Old lady goes in for new tires, walks out with a huge bill.” This would be followed by a shot of me walking from my car to the shop and a reporter in a trench coat shoving a microphone in my face. I had seen these reports numerous times and the shop typically was the bad guy for selling stuff that was not needed. But, these reports often got the story wrong due to ignorance of how a vehicle works and how much service costs. I went back into the shop to talk to the tech to get his opinion. He pointed out all of his recommendations and the extent of the problems with the rear camber and toe. I was asking a lot of “what ifs” and “is it really that bad?” I felt really bad for second guessing him. He had never seen the old lady. He just saw the car and its worn parts. In his expert opinion, it was unsafe and the driver needed to do something about it. With the estimate in hand, I sat down next to her and explained the estimate. I could
not lie to an old lady or try to be a slick salesman. I went down the list item by item explaining why each needed to be done. She approved all the repairs, and even asked for an oil change. I couldn’t help but feel guilty and overjoyed at the same time. It was a weird melancholy feeling that was punctuated by questions of doubt and selfloathing. It wasn’t until she came to pick up the car that I realized I had done the right thing. When I was writing up the estimate, I looked at costs from my perspective and experiences as a green service writer and even greener technician. I was not looking at it from the customer’s perspective. At the time, I was young, stupid and drove some of the most dangerous vehicles in terms of unperformed repairs because I knew that I could fix it “someday.” I believed in the philosophy that a car was half worn, not half broken. I took a lot of
risks to save a few dollars. For the old lady, I sat down with her and I explained to her what it would take to bring her vehicle back to normal operating conditions, which is what she wanted. Cost to her was a secondary factor. For the first time, I left my empathy and assumptions at the door and told the customer what the shop could do for them. There was no fancy sales mind games with this approach. It was an easy sell that was maybe missed the last time she brought her car to the shop for an oil change. She wanted her car to be safe so she could drive her grandchildren around. She was satisfied with the service and even wrote a nice thank you card. Never feel bad about selling repairs or maintenance on a vehicle. If a vehicle needs something, recommend it. If you can make the benefit easily apparent to the customer, they will buy and be grateful you sold it to them.
MAINTENANCE MATTERS At the AAPEX show, BRAKE & FRONT END made its own news by launching a special supplement called Maintenance Matters. It is tipped to page 13 of this issue. Maintenance Matters is focused on how to help your shop sell more preventive maintenance items through inspection, equipment and communication. The magazine profiles two shops anonymously to see how they are tackling selling maintenance to their customers. The profile analyzes two weeks of sold maintenance broken down by category. Unperformed maintenance represents a $62-billion opportunity for shops. It is time for your shop to get its share! ■
6 November 2012 | BrakeandFrontEnd.com
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Gonzo’s Tool Box By Scott “Gonzo” Weaver Gonzosae@aol.com
BRAIN DAMAGE
How Many ‘Brains’ Does it Take to Fix a Car?
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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 computer-driven 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 walking-talking version; a robot can be stationary and perform one task over and over again. Take, for example, the Anti-lock 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
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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 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
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Gonzo’s Tool Box 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 elecCircle #10 for Reader Service
tronic 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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Industry Review Longtime Babcox Media Executive Becky Babcox Passes Away
Babcox Media is saddened to announce the passing of Mary Rebecca “Becky” Babcox, a longtime automotive aftermarket industry veteran. Becky died peacefully on Oct. 15, 2012, in Akron, Ohio, after a long battle with Multiple System Atrophy (MSA). She was 60 years old. For many years, Becky was co-owner of Babcox Media, along with her brother, Bill Babcox. Together, they were the third generation of the Babcox family to run the company founded by their grandfather, Edward S. Babcox in 1920. Becky retired from the company in 2006, after nearly 30 years in the business. She was named “Woman of the Year” by the Car Care Council Women’s Board that same year. In addition to serving as Corporate Secretary of Babcox, Becky was Publisher of Automotive Rebuilder magazine, known today as Engine Builder magazine. She was an active participant in the rebuilding industry, serving as a board member of the Production Engine Remanufacturers Association (PERA) and numerous other aftermarket associations, including the Engine Builders Association (AERA), the Automotive Parts Remanufacturers Association (APRA) and the Car Care Council Women’s Board. Becky was well-known and respected for her contributions to the industry and made many friends among aftermarket professionals during her years of service. With her warm and friendly nature, Becky couldn’t walk down the aisles at trade shows without receiving abundant hellos from admiring industry peers. All those who knew her would say her generosity was unmatched. She lived life with a positive attitude and even in the end stages of life never relinquished her characteristic grace and humility. In addition to her significant career accomplishments, Becky served her beloved Akron, Ohio, community by giving time and energy to Goodwill Industries, Planned Parenthood, Junior League of Akron, The Akron Garden Club, Old Trail School, and many others. Becky was a graduate of Emory University and received her MBA from The Ohio State University. She is survived by her son, Rob. Circle #12 for Reader Service
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Industry Review Bosch Reorganizes U.S. Aftermarket Resources; Re-Affirms Commitment To Focus On Customer Needs Robert Bosch LLC has announced a reorganization of several of its independent aftermarket resources in the United States. The Bosch Car Service Network, the Bosch Technical Training and Service organization, and both the Parts and Diagnostics/Wheel Service sales organizations will now all be aligned into a single structural unit in an effort to simplify sales and service in the independent aftermarket. These changes are intended to more effectively support sales of Bosch products through WDs, jobbers, retailers and repair shops, the company said. The announcement was made by Bobby Bloom, vice president, independent automotive aftermarket for Bosch in the U.S. The new organization also includes the addition of customer marketing services and e-commerce/digital marketing functions. Within the digital marketing sphere, Bosch has developed and
executed training apps for technicians, informative and educational social media campaigns and has introduced customer-specific sales processes to a mobile environment. “I’ve been fortunate enough to lead digital efforts with two global brands prior to joining Bosch and I think our digital team and strategy is second-tonone in this growing medium in the industry,” said Bloom. “What is exciting about this new arrangement is our ability to utilize the best of our existing organization and add new talent from both inside and outside the industry. All of these efforts are focused on becoming an even better partner in the aftermarket by focusing our strategy on the trends that are occurring, as well as those yet to come. What counts is the execution of our carefully developed strategy, and that can’t take place without the right people. I’m proud to be part of a team that is focused and com-
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mitted to our customers. “As vehicles become more and more complex, technicians, shop owners, and parts professionals have an increasing need for support at every level, including sales, training and marketing,” Bloom added. “Our strategy will allow us to fully leverage our leading-edge product innovation and deliver training to installers on critical technologies such as gasoline direct injection.” Bloom also noted that the company will have dedicated personnel for various channels of distribution within the aftermarket. “This will allow our people to focus their efforts on the specific needs of the channel and level of distribution they service. We constantly monitor the needs of our customers and our customers-to-be. Smart business practices dictate that we continuously align our strategic goals with the needs of our customers,” he said.
Industry Review JASPER Updates Transmission Hydraulic Clutch Testing The Quality Engineers of Jasper Engines & Transmissions have updated the company’s transmission hydraulic clutch testing process. Hydraulic clutch testing is a method of simulating the operation of a transmission clutch. The process identifies defective clutches not typically identified by dynamometer testing. “This is not a new technology at JASPER,” says David Kassebaum, JASPER Transmission Quality Engineer. “But it has been improved through the use of computerized data acquisition.” Hydraulic clutch testing the transmission, prior to final assembly, will check for: • Cracked drums or pistons; • Imperfections in the fluid channels; and • Defective or damaged seals. The test is performed using a transmission-specific plate designed to direct oil to each of the individual clutches in the transmission.
A normal transmission dynamometer does not test the individual clutches. It only tests the gear ratio, which only shows that the clutch has applied. During the dynamometer run, the transmission pump sends significant amounts of oil to the clutch, which typically makes it difficult to identify leaks, or imperfections, in the clutch. Hydraulically testing the clutches individually is used to reduce, and prevent, complaints of harsh or soft shifts and other driveability concerns. “Until recently, the process of hydraulic clutch testing was done with analog gauges, and the clutch pressure measurements were not recorded or stored,” says Kassebaum. “With hardware and software developed by JASPER, our method of testing has been greatly improved.” For more information on the remanufactured transmissions of Jasper Engines & Transmissions, call 800-827-7455, or log onto www.jasperengines.com. ■
GUESS THE CAR! WIN $50! #9 What vehicle MAKE does the picture on the left represent? Submit your guess with our online contest form by visiting www.BrakeandFrontEnd.com/guessthecar The winner will be randomly selected from correct entries and awarded $50. Entries must be received by December 1, 2012.
#8
November Solution: Sonata (Hyundai) or MG Maestro Solved by: Michael Cornwell of Tuffy Auto Service in Lincoln Nebraska
CONGRATULATIONS Michael!
Employees of Babcox Media, industry manufacturers and Brake and Front End advertisers are not eligible to enter.
Brake Job
2006 CADILLAC DTS
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he 2006-current Cadillac DTS is the largest sedan that General Motors offers. The DTS incorporates the K-platform as denoted by the 4th letter in the VIN. It is built on the same line as the Buick Lucerne. The two vehicles share many brake components, but option packaging is different for the Lucerne. The brake system of the DTS is simple to work on and has a lot in common with other GM vehicles. When one comes into your shop, remember that every DTS is equipped with stability control and TPMS, so have a scan tool and TPMS tool on hand.
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VARIATIONS 2006-current DTS models come with two different caliper/rotor combinations. The J55 and JL9 systems can be identified by the size of the rotor (the J55 is larger in diameter and thickness). Most front calipers and the bracket will have the J55 or JL9 cast into them. Also, the information is on the service parts information tag. Eightlug versions of the system are used for limos, but these are rare.
PADS Since the DTS is the largest GM passenger vehicle, you should use a highquality pad that can take the heat. In Bulletin No. 07-05-23-002, GM reports that some customers may complain about brake noise/pulsation when traveling down steep grades. The cause was the brake pads becoming rough due to heat build-up during braking. GM recommends an updated pad formulation, but most high quality aftermarket pads can perform as well or better. Replace the disc brake pads when the friction surface is worn to within 0.76 mm (0.030 in) of the mounting plates. Remove the brake calipers and inspect the friction surfaces of the inner and outer disc brake pads to ensure that they are level.
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Brake Job
2006 CADILLAC DTS
Place the disc brake pad friction surfaces together and measure the gap between the surfaces. If more than 0.13 mm (0.005 in) gap exists midway between the length of the disc brake pads, replace the disc brake pads.
ROTORS The rotor specs for both brake packages are tight, but the vehicle is not known for being runout sensitive. The rotor plates have enough material to get up to two brake jobs out of the rotors. GM recommends the use of an on-the-car lathe and the use of Brake Align shims to correct assembled lateral runout.
ROTOR SPECS FRONT BRAKE ROTORS (J55) Diameter: 330.0 mm (12.99 in) Discard: 36.0 mm (1.417 in) Maximum Allowable Assembled Lateral Runout: 0.05 mm (0.002 in) Maximum Allowable Thickness Variation : 0.025
mm (0.001 in) Minimum Allowable Thickness after Refinishing: 37.0 mm (1.457 in) New Rotor Thickness: 38.00 mm (1.496 in)
REAR BRAKE ROTORS (J55) Diameter: 325.00 mm (12.79 in) Discard Thickness: 27.5 mm (1.083 in) Max Allowable Assembled Lateral Runout: 0.05 mm (0.002 in) Maximum Allowable Thickness Variation: 0.025 mm (0.001 in) Minimum Thickness after Refinishing: 28.0 mm (1.102 in) Thickness (New, J55): 29.0 mm (1.142 in)
FRONT BRAKE ROTORS (JL9) Diameter: 323.0 mm (12.72 in) Min Thickness: 28.6 mm (1.126 in) Max Allowable Assembled Lateral Runout: 0.06 mm (0.002 in) Max Allowable Thickness Variation: 0.025 mm (0.001 in) Rotor Thickness: 30.0 mm (1.181 in)
REAR BRAKE ROTORS (JL9) Diameter: 292.00 mm (11.50 in) Min Thickness: 10.5 mm (0.413 in) Max Allowable Assembled Lateral Runout: 0.06 mm (0.002 in) Max Allowable Thickness Variation: 0.025 mm (0.001 in) Rotor Thickness: 12.00 mm (0.472 in)
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Brake Job CALIPERS The calipers used on the DTS are common with several GM platforms. The J55 package uses phenolic pistons in the front calipers. The JL9 package uses metal pistons. It is recommended that new abutment clips are used every time the pads are replaced. The rear calipers are a single piston floating design. They are actuated by cables to operate the emergency brakes. To remove the rear pads, disconnect the cables at the caliper and use the right tool to turn the piston. It is recommended that if pad taper is greater than 0.15 mm (0.006 in), the caliper piston and hardware are inspected and replaced if necessary. GM recommends applying a thin coat of high temperature silicone lube to the front brake caliper pin bolts.
BLEEDING The DTS can be bled using conventional procedures without a scan tool. But if a hydraulic component is replaced, bleeding with a scan tool is rec-
ommended. The Auto Bleed Procedure may be terminated at any time during the process by selecting the exit menu. Procedure 1. Remove all four tire and wheel assemblies. 2. Inspect the brake system for leaks and visual damage. Repair or replace components as needed. 3. Install a scan tool. 4. Turn the ignition ON, with the engine OFF. 5. With the scan tool, establish communications with the ABS system. Select Special Functions. Select Automated Bleed from the Special Functions menu. The Automated Bleed function will take 5 to 20 seconds. 6. Follow any screen instructions. 7. Remove the scan tool. 8. Following the directions given on the scan tool, pressure bleed the base brake system. 9. Follow the scan tool directions until the desired brake pedal height is achieved.
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Brake Job
10. If the bleed procedure is aborted, a malfunction exists. Perform the following steps before resuming the bleed procedure: • If a DTC is detected, refer to DTC list. • If the brake pedal feels spongy, perform the conventional brake bleed procedure again. 11. When the desired pedal height is achieved, press the brake pedal to inspect for firmness. 12. Remove the scan tool. 13. Install the tire and wheel assemblies. 14. Inspect the brake fluid level. 15. Road test the vehicle while inspecting that the pedal remains high and firm. Circle #22 for Reader Service
2006 CADILLAC DTS
Warning: GM recommends that you use the following procedure to the to seat the pads against the rotor before you burnish the pads and rotors. 1. With the engine OFF, gradually apply the brake pedal to approximately 2/3rds of its travel distance. 2. Slowly release the brake pedal. 3. Wait 15 seconds, then repeat steps 1-3 until a firm brake pedal apply is obtained; this will properly seat the brake caliper pistons and brake pads. 4. Fill the brake master cylinder reservoir to the proper level. 5. Burnish the pads and rotors. â–
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Alignment Spec
SPONSORED BY
GM W-Platform Alignment
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he 2004-2013 GM W-Platform represents the evolution of the GM mid/full-sized front-wheeldrive car. The W-Platform includes best sellers like the 2004-2013 Chevy Impala, 20062007 Chevy Monte Carlo, 20042008 Pontiac Grand Prix and 2005-2009 Buick LaCrosse. This is a “bread and butter” vehicle for every shop. This generation of vehicles is solid and easy to work on. Gone are the quirks of previous generations.
by Andrew Markel, Editor
We will be concentrating on the civilian V6-equipped version that represents about 95 percent of the W-Platform vehicles on the road. The V8 and Police versions have different alignment/ride height specifications and components. The most important part of the alignment process is the customer interview. Find out why they need an alignment. Ask them if they are experiencing any clunks, thumps or pops. Also, ask at what speeds they are experiencing the problem.
PRE-ALIGNMENT INSPECTION The 2006-current Impala has been for the most part trouble free, but the steering system, including the linkage and power assist system, has been the topic of
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several TSBs. If the rack has been replaced or there is a customer complaint of noise or clunks, take the time to check the TSBs for proper diagnostic procedures. The first items to inspect are the tires. Make sure to match the tire pressures that are listed on the driver’s side door pillar. Inspect the overall condition of the tires. If the customer is complaining the vehicle is pulling, take the time to mark the original position of the tires before rotation or radial force measurement procedures. It has been reported by several law enforcement agencies and bearing manufacturers that
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Alignment Spec the stock front-wheel bearings have a limited life if the driver is aggressive. Make sure to inspect the bearings before you perform an alignment. Always check the upper strut mounts. Visually inspect the upper mounts for play in the bearing and look at the condition on the rubber on the mount. Worn rear strut mounts can make a knocking noise. Check the steering rack bushings for play and wear. These bushings attach the rack to the engine cradle and will cause noise and steering feedback if worn.
FRONT SUSPENSION Adjusting the camber requires some extra work. GM did not elongate the lower bolt holes that attach the strut to the knuckle on some vehicles or build adjustability into the upper strut mount. The 2010 documentation shows movement without requiring slotting. Before performing the alignment, inspect any vehicle to find out if the alignment angles are adjustable or require extra parts, special procedures or kits. If you rationalize that you can “eat” the extra labor time to slot struts or to install cam bolts in hopes that the next few alignments will be more profitable, you will be working for free more often than you think. You can use two techniques to make the camber adjustable. First, you can file the lower bolt hole into a slot. GM recommends only performing this operation on the lower bolt Circle #26 for Reader Service
hole. Typically, this can safely generate ±1.25º of camber adjustment. Second, you can install a cam bolt in the upper strut-to-knuckle bolt hole. The aftermarket kits can give ±1.75º of adjustment. The strut-to-knuckle bolts should be tightened to 96 ft. lbs. Make sure the customer is charged for labor no matter what method is used. There is no front caster adjustment on this vehicle. If the caster is out of specification, inspect the vehicle for damage to the lower control arm, bushings or the front crossmember. Toe is adjusted with the tie rods. Make sure the bellows of the boot are aligned and the boot is in good condition. It has been reported that if the boot is misaligned or sagging, it can get caught on the inner tie rod and
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Alignment Spec bind up or cause a popping noise. There are no special procedures to recalibrate the steering position sensor after the vehicle has been aligned. The calibration is performed by the computer when the vehicle is first driven.
REAR SUSPENSION The procedure to adjust the rear camber is to install cam bolts in the upper hole slots. The torque
spec for the bolts is 89 ft. lbs. The toe is adjusted with the rear adjustable lateral link. Check the bushings on the lateral links. When the bushings wear, the tires will show an inner edge wear.
TSB CHECKS 01-02-32-001P (Clunk While Turning): Some customers may comment on a clunk-type noise coming from the front of the vehicle while driving during a turning maneuver. This condition may also be felt through the steering wheel when the vehicle is stationary and the wheel is rotated from steering stop to steering stop. Some vehicles may only exhibit the noise once for every 360° of wheel rotation. On all other vehicles, this clunk noise will be noticed during low speed acceleration or deceleration, typically in light turns of the steering wheel or when applying/releasing the brakes. This condition may be caused by a “slip stick” condition of the steering intermediate shaft resulting in the clunk noise or feel through the steering wheel. GM recommends replacing the shaft with an updated part. 07-03-09-001J (Creak, Pop, Clunk Circle #30 for Reader Service
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Alignment Spec Noise, Rear Strut, Upper Mount): Some customers may comment on a creak, pop or clunk noise coming from the rear of the vehicle. This condition may be caused by the rear strut spring rubber isolator contacting the lower spring coil. Through the rear wheelhouse opening, locate the lower first four rubber isolator tabs. Using a utility knife, cut the four tabs flush with the surface of the isolator. Be careful not to cut all the way through the rubber isolator to the metal spring coil. Apply a high-temperature water-resistant grease to the lower spring coil. Cover the entire area under the removed tabs.
INDIRECT TPMS Some 2004-2007 W-Platform models use indirect tire pressure monitoring systems that use the wheel speed sensors to determine inflation. The software requires up to 8 km (5 miles) of straight line, smooth road driving in each of the four speed ranges to complete the calibration process in order to have any capability for detecting a tire pressure condition.
19 - 40 mph 40 - 59 mph 59 - 74.5 mph 74.5 - 90 mph Each of the speed ranges have 2 modes of operation: • Calibration • Detection In calibration mode the TPM system is learning the tire pressure calibrations and can not detect a low tire pressure condi-
tion. In detection mode the TPM system has learned the tire pressure calibration and can detect a low tire pressure condition. If the pressure in one tire becomes 7-10 psi lower or higher than the other three, the EBCM commands the DIC to display The LOW TIRE PRESSURE warning message. Important: After resetting, the TPM system requires up to 8 km/h (5 miles) of flat, smooth road straight line driving in each of the four speed ranges to complete the calibration process.
USING THE DRIVER INFORMATION CENTER (DIC) 1. Set all tire pressures to the recommended kPa/psi (refer to Tire Inflation Pressure Specifications). 2. Turn ON the ignition, with the engine OFF. 3. Press the vehicle information button until TIRE INFLATION MONITOR SYSTEM PRESS (down/left arrow) SWITCH TO
32 November 2012 | BrakeandFrontEnd.com
RESET is displayed. 4. Press and hold the down/left arrow button until TIRE INFLATION MONITOR SYSTEM HAS BEEN RESET is displayed. 5. Release the down/left arrow button and TIRE PRESSURE NORMAL is displayed.
DIRECT TPMS TPMS Sensor Matching 1. Set the parking brake. 2. Turn the ignition switch to ON/RUN with the engine off. 3. Press and hold the keyless entry fob transmitter’s LOCK and UNLOCK buttons, at the same time, for about five seconds to start the TPMS learn mode. The horn sounds twice indicating the TPMS receiver is ready and in learn mode. 4. Starting with the left front tire, activate the sensor by holding the TPMS tool aimed upward against the tire sidewall close to the wheel rim at the valve stem location. Press and release the activate button and
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Alignment Spec wait for a horn chirp. 5. Once the horn chirp has sounded, the sensor information is learned and the turn signal in the next location to be learned will illuminate. On most models, the driver-side front turn signal also comes on to indicate that corner’s sensor is ready to be learned. 6. When a sensor ID has been learned, the module sends a serial data message to the BCM to sound a horn chirp. This verifies the sensor has transmitted its ID and has received and learned it. The module must learn the sensor IDs in the proper sequence to determine sensor’s location. The first learned ID is assigned to the left front
location, the second to right front, the third to right rear and the fourth to left rear. On most models, the turn signals will individually illuminate indicating which location is to be learned in the proper sequence. â–
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Ride Control by Andrew Markel, Editor
Do I have your attention now?
C
an’t sell shocks and struts? What is your excuse? Do you blame the economy, customer income or even how well latemodel vehicles are manufactured? There should be no excuse when it comes to recommending new shocks and struts. By not recommending these items, you are doing the customer a greater disservice than stealing change out of their ashtray. Worn shocks and struts will not cause a vehicle to break down or not start. However, new shocks and struts can save a customer from having an encounter with a ditch or trashing a new set of tires. Never forget that a car with worn shocks and struts can kill.
INSPECTION The first step in selling ride control is the inspection process. A visual inspection of the
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November 2012 | BrakeandFrontEnd.com
shocks and struts can tell you a lot about the state of the ride control units and provides the opportunity to make sure the vehicle is roadworthy before you put your own life at risk.
“Witness Marks” Look for signs that the units might be leaking oil, such as the accumulation of road grime or the presence of oil inside the boots and dust shields. Also keep an eye out for “witness marks” that indicate the suspension might have bottomed out recently. Make sure all bushings and hardware for the ride control units are still on the vehicle. Though not a very scientific method for diagnosing weak dampers, a bounce test can be used to visually demonstrate the lack of
Ride Control resistance in badly worn dampers. Push down on one corner of the vehicle and rock the suspension several times, then release it. Repeat the test at each corner of the vehicle. Good dampers should stop the motion within a bounce or two. Weak ones won’t. Don’t reuse the bearing plates unless they are in perfect condition. Pay close attention to the condition of the upper bearing plates. These support the weight of the vehicle, and are often in poor
condition. A bad bearing plate can cause steering stiffness, noise and poor steering return (memory steer). Inspect the tires. Uneven wear or toe wear would tell you the wheels are out of alignment. Uneven surface wear across the face of the tire can indicate weak ride control components. One sign is tire cupping as a result of improper tire balancing or improper damping force in the shock absorber. Also, tires may have inside or
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Ride Control outside excessive edge wear from improper wheel alignment. This should also prompt you to suspect things like worn tie rod ends, collapsed control arm bushings, or maybe a bent strut or spindle.
TEST DRIVE When going for a test drive, you should have a clear objective and methodical plan for inspecting the vehicle for ride control component replacement and other unperformed repairs. Before going on a test drive, make sure there is enough gas in the tank, and be sure to have a clear list of symptoms and related conditions the customer might be experiencing.
A good test driver will be able to observe conditions or problems with the vehicle that have developed so slowly the owner is unaware of them — like degraded shocks and struts. One of the keys to becoming a good test driver is to find a driving “loop” or route that has a variety of road conditions. Using a predetermined loop can help to build consistency that will help you be able to spot small problems. For suspension road tests, your test loop should consist of a variety of sections: a flat and straight section; an area to test braking and acceleration; an area with a dip or bump; and an area that offers both left and right turns.
“Sorry, no thank you.” Never give up. It’s been estimated that 50% of ride control sales occur on the second visit. This means that a large percentCircle #38 for Reader Service
age of first-time sales pitches for ride control are followed by, “Sorry, no thank you.” But, the customer comes back eventually. When you spend the time to explain what was found during the inspection and test drive, you have planted a seed that will grow into a sale. The cultivation of this seed might take place on the way home from the shop when the customer notices excessive dive and roll. An effective sales tactic when selling ride control is to start with premium products first rather than with the economy or less-expensive option. It can give you a little room to provide your customers with options that meet their budget and vehicle life expectancy. Chances are your customers want the best. Starting the estimate with the least expensive alternative can lower your profit. Quoting the lowest price might get some customers in the door, but it may leave some customers wanting more. ■
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Chassis Restoration
1955 CHEVROLET 3100
Knowing Every
Bump, Bang and Curve by Gary Goms
W
hen I lived in Southern California during the early 1960s, I became part of what I call the “car culture.” Most of us ended our week by cleaning up our cars on Thursday nights so we could cruise on Friday nights through famous drive-ins like Harvey’s Broiler on Firestone Boulevard and Bob’s Big Boy on Sepulveda Boulevard. This year was special because my body and paint (B&P) man and I had just finished putting the finishing touches on my old 1st-series 1955 Chevrolet 3100 pickup, which I inherited from my dad in 1973. Some vandals stole the truck in 1991, blew up the transplanted small-block V8 engine, and vandalized the vehicle. It later rested peacefully in my back yard until 2008, when I aired the tires, pulled it into my shop, and began disassembling the body and chassis.
This first-series 1955 Chevrolet 3100 truck represents the end of an era in which a pickup truck was built strictly as a utility vehicle. A few months after this truck was built, Chevrolet entered a new marketing era by introduc-
ing the second-series 3100 with a standard 12-volt electrical system and an optional V8 engine, automatic transmission and stylized Cameo appearance package.
CHASSIS RESTORATION
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The frame and running gear was painstakingly cleaned and painted with a semi-gloss black that is easily touched up and less likely to show surface defects. Years earlier, I had rebuilt the front and rear axle and replaced all of the spring shackle bushings. The rivets holding the front spring shackles and running
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Chassis Restoration board braces to the frame had loosened and, in an earlier repair, had been tack-welded to the frame. This isn’t a procedure I would normally use, but one with which I had to live. When rebuilding the chassis, it’s best to replace all brake and fuel lines with reproduction lines and brackets available from restoration suppliers. If you’re concerned about the safety and reliability of the single-piston master cylinder, dual-piston conversions are available. I recommend replacing all brake lines, hoses, cylinders, shoes, hardware, drums and park brake cables with new. Be aware that some repro park brake cables won’t mount securely in the stock frame brackets. I had to fabricate some small “L” brackets to prevent the new cables from pulling out of the frame brackets. For whatever reason, the bracket holding my pedal mounting shaft needed straightening and, since the bracket is made from 1/4” steel, this is a very time-consuming job. Before disassembling the front axle, check the camber angle on each side. Back in the 1950s, a mechanic had inadvertently switched the spindles from side-to-side during a collision repair, which caused my truck to wander. Years later when I had my own alignment machine, I switched the right and left spindles to provide the most positive camber on the driver’s side. Kingpin reaming has probably become a lost art. When checking kingpin wear, temporarily adjust
1955 CHEVROLET 3100
all endplay out of the wheel bearings and make sure that the tapered kingpin retaining bolt is snugged into place. All kingpins have some play, but shouldn’t have enough to substantially affect toe angle. Once installed, the kingpin bushings must be carefully reamed to a hand-press fit. If the spindle is too tight to turn by hand when mounted on the axle, the steering won’t return properly.
wheel bearing grease and adjust to allow a few thousandths of an inch of endplay. If you’re concerned about bearing durability, tapered roller bearings are available as a drop-in replacement. Although remanufactured steering gears are available, I rebuilt my own. The major problem I had was removing the steering worm bearing cup from the adjustable end plug. I ended up having a new plug custom-built. If the recirculating ball portion is severely worn, the steering gear over-center adjustment can’t be made. When properly adjusted, the steering wheel should turn freely, but exhibit zero play at the steering gear center point and some looseness when turned to full lock.
DRIVETRAIN
If the kingpin is fitted too loosely, it will develop excessive play at an early stage. Make sure that the kingpin support bearing is lubed and installed right-side up so it will shed water. Next, shim the endplay out of the spindle and make sure the protective end caps are properly staked into place. One shot of quality water-resistant chassis grease at 1,500-mile intervals is generally enough to keep the kingpins, tie rods, drag link and spring shackles properly lubricated. Last, repack the original balltype wheel bearings with viscous
42 November 2012 | BrakeandFrontEnd.com
I won’t spend much time on drivetrain because the basic technology hasn’t changed much in 50 years. Chevrolet trucks used a torque-tube drive through 1954. The firstand second-series 1955 trucks were equipped with an open-driveshaft Hotchkiss drive. The basic four-speed transmission design was used until the early ’60s. Because I’m building a higherrevving engine for later installation, I found that McLeod Clutches in California still had the patterns available to fabricate a new steel-billet flywheel to fit the dowel pins on the crankshafts of the early Chevy sixes. McLeod also supplied the clutch assembly. Later six-cylinder engines use the same flywheel as the smallblock V8 engines. ■
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Tech Tips
BMW / FORD / CHRYSLER / SUBARU This month is sponsored by:
BMW: ELECTRIC POWER STEERING IS NOT WORKING PROPERLY Vehicle Application: 2003 Z4 2.5L and 3.0L, and 2004 Z4 2.5L
Customer Concern: The electric power steering is not working properly. Potential Causes: Defective electric motor power steering (EMPS), blown fuse or damaged wiring harness. Tests/Procedures:
1. The electric power steering system on this vehicle is a one-piece unit that has the control module and the power steering assist motor. 2. Check for proper power and grounds at the module. Fuse 22 and fuse 64 both feed the assembly. They provide battery voltage on the red wire and the green/white wire.
FORD: Rear Drive Axle Vent Oil Leak ISSUE: Some 2005-2010 Mustang vehicles built on or before 1/2/2012 may exhibit a heavy fluid leak from the rear axle vent after hard acceleration.
around the rattle cap vent, this is normal and do not proceed with this procedure. 2. Remove and discard the rattle cap vent from the axle tube. Clean any oil residue from the axle tube using isopropyl alcohol or suitable cleaner. 3. Install Differential Vent and
ACTION Follow the Service Procedure steps to correct the condition with the vent tube. 1. Inspect the rear drive axle assembly for an oil leak from the rattle cap vent located on the passenger side axle tube. a. If oil is dripping from the axle tube vent, a service replacement vent is available to correct this condition. Proceed to Step 2. b. If only light oil residue is
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3. The brown wire should be chassis ground. 4. Other wires are for communication and a signal from the steering angle sensor. These values can be checked in the datastream of a scan tool, but should not be a problem if there are no related codes stored for them. Tech Tips: The power steering assembly should always have a centering clip installed on the shaft whenever it’s removed from the vehicle. Once installed, the clip can be removed. A new module should have the clip installed; if not, return the module and get another one. Never install a used one because they will not be centered and clipped properly. New modules also require coding and steering angle initialization after installation. Courtesy of Identifix.
November 2012 | BrakeandFrontEnd.com
torque to 20 N.m (15 lb-ft). 4. Refer to Workshop Manual, Section 205-02. Remove differential fill plug and inspect fluid level. Adjust fluid level to the bottom of the fill plug, if necessary. Tighten fill plug to 30 N.m (22 lb-ft). Courtesy of ALLDATA.
Tech Tips
CHRYSLER
CHRYSLER: Stability Control System Engages Prematurely PROBLEM:
ESP system may prematurely activate momentarily when negotiating a curve or MIL illumination due to diagnostic trouble code P0340, P0344 or P0116.
customer may experience the momentary ESP system activation on a clover leaf-type turn, at speeds of approximately 25
to 40 MPH (40 to 64 KPH). This could also be described as a lack of throttle response or hesitation. Driving over speed
OVERVIEW:
This bulletin involves selectively erasing and reprogramming the Powertrain Control Module (PCM) with new software. MODELS:
2004-2007 Durango 2007 Aspen 2007 Ram Truck 2005-2007 Grand Cherokee 2006-2007 Commander 2004-2006 Liberty NOTE: This bulletin applies to the HB/HG/WK/WH/XK/ XH/KJ vehicles equipped with a 3.7L, 4.7L or 5.7L engine (sales code EKG, EVA, EVD, EZB or EZA).** NOTE: This bulletin applies to the DR vehicles equipped with a 5.7L engine (sales code EZB).** CONDITIONS: The customer may experience a premature and momentary activation of the Electronic Stability Program (ESP) system. The premature activation of the ESP system may or may not be accompanied with the illumination of the ESP indicator lamp located in the instrument cluster. The Circle #45 for Reader Service
Tech Tips
CHRYSLER / SUBARU
bumps at a slight angle can also cause the same ESP event accompanied by lack of throttle response. The customer may also complain of low idle speed. The following Diagnostic Trouble Codes may be set: I. P0340 - Camshaft Position Sensor Circuit - Bank 1 Sensor 1 ii. P0344 - Camshaft Position Sensor Intermittent - Bank 1 Sensor 1
iii. P0116 - Engine Coolant Temperature Sensor Performance DIAGNOSIS: Using a Scan Tool with the appropriate diagnostic procedures available in TechCONNECT, verify all engine systems are functioning as designed. If other DTCs are present, record them on the repair order and repair as necessary before proceeding further with this bulletin.
If the vehicle operator describes or experiences the Symptom/Condition, perform the Repair Procedure. If the PCM software is up to date and the above mentioned DTCs are present, then further diagnosis is required. SOLUTION: Reflash the vehicle with the latest software. Courtesy of ALLDATA.
SUBARU: Impreza with DTCs P0705, P0851, P2746, P2750 and/or No Crank, No Start If you receive a customer concern of a Check Engine light, AT Temp light or a no engine crank condition, the wiring harnesses to the transmission range sensor (inhibitor switch) should be closely inspected for damage or a short circuit to the CVT trans-
mission case. In addition, SlowBlow Fuse (SBF)-6 in the Main Fuse Box (M/B) may also have failed. The new-style inhibitor harness assembly was incorporated into CVT production starting with transmission #048056 in
the following vehicles. Model VIN 4-Door C*025294 5-Door C*233297 Harness Assembly Inhibitor: New Part #: 31911AA041; Old Part #: 31911AA040
Service Procedure 1. If any of the above DTCs are stored in memory, inspect the harnesses closely for damage or chaffing in the areas shown in Figure 1 on page 48. If no harness damage is found, diagnose each DTC per the appropriate service manual. 2. If DTC P2746 or P2750 are stored in memory at the same time, the freeze-frame data shows vehicle speed (VSP) to be “0� and the service manual troubleshooting results do not indicate a current fault is present, check to see if the inhibitor switch wiring harness is out of position as shown in Figure 2. Another possible cause is
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Tech Tips application of the accelerator before full engagement of the CVT is complete. This can occur when shifting between N and D, N and R, or P and R combined with an extended pause between selecting of these ranges and might be
SUBARU
confirmed during a road test with the customer. TCM reprogramming will be available in the future for this condition, but until then, suggest avoiding the described driving pattern. â–
Figure 1 SUBARU
Figure 2 SUBARU Circle #48 for Reader Service
Figure 3 SUBARU
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Product Showcase BendPak Inc. proudly adds a new heavy-duty lift to their lineup. The brand new PCL-18 portable column lift system features a revolutionary design that’s easier to use and reduces operator fatigue. Six inch diameter Cush-Ride front wheels feature an adjustable active leaf spring design that provides variable up-front ground clearance for smooth traveling over uneven floors, deteriorating asphalt, expansion seams and thresholds. Intuitive touchpad controls allow you to operate, view and change operation parameters directly from each individual touch-sensitive display.
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Circle #90 for information
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Since its debut in 2010, the Snap-on digital catalog has proven to be popular among members of Snap-on Nation with more than 45 million page views to date. In addition to PC users accessing the popular tri-lingual Snap-on digital catalog through the website http://buy1.snapon.com/bluetoad, a downloadable app at the App Store for iOS devices has more than 600 pages of the latest Snap-on tool and equipment offerings, letting users browse and see the products in great detail. From hand tools and power tools to tool storage and diagnostics, the ordering process is simple – just touch the tool on the screen and order directly through the app.
Circle #91 for information
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With an estimated 60% of vehicles on the road in need of an alignment, Hunter Engineering Company developed the new Quick Check system to help shops quickly identify these vehicles and drive more traffic to the alignment bay. Quick Check captures toe and camber measurements and produces printed results in under a minute. Service writers can then use the easy-to-understand, color-coded printouts to alert customers of misalignment issues and generate more repair orders for alignment service.
Circle #92 for information Circle #50 for Reader Service
Brought to you by:
Product Showcase
AutoCareProNews.com
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Tenneco will accelerate its “Continuous Launch” product program in 2013 with a significant number of new Monroe shock absorber and strut SKUs as well as aggressive expansion of the Monroe Quick-Strut product line. The company also will expand its Quick-Strut production capacity for the 10th consecutive year. The continuous coverage program enables Tenneco customers to access the latest Monroe part numbers on a quarterly basis rather than waiting until the end of the year. Tenneco will introduce hundreds of additional automotive shock and strut numbers in 2013 and dozens of new Monroe commercial vehicle and Rancho performance SKUs.
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NAPA is the handy place to get gifts for a handyman this season. Starting November 18th, 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 Plier Set, just $26.99. Promotion ends 12/31/12, while supplies last. www.NAPAOnline.com
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TRICO Products’ 2012/2013 U.S. Application Guide is specially designed for automotive technicians to quickly look up the proper wiper blade for a specific vehicle. 248 pages compile detailed listings of wiper blades and washer pump product lines, an interchange guide and a complete directory of retail merchandisers and cabinets. Product information and applications for the new TRICO Ice winter wiper blade and premium TRICO Force beam blade is also included. It is updated with nearly eighty 2013 new vehicle models on the road today.
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The Bartec Tech200 TPMS Activation Tool is the latest innovation in TPMS sensor testing. This new tool is the perfect fit for your “Test Before You Touch” step in TPMS servicing. It’s compact and rugged design, coupled with Bartec unique software flow, means every technician in your shop can easily and quickly test TPMS Sensors. The Tech200 also features wireless Bluetooth. Easily transmit sensor information to a computer or printer and quickly show your customers their sensor condition. This makes communicating TPMS with your customer much simpler, and starts the record keeping process. The Tech200 is available beginning in December.
Circle #95 for information
Circle #96 for information Federal-Mogul’s MOOG Steering and Suspension product line now includes 50 additional parts that provide coverage of millions of popular foreign nameplate and domestic vehicles. Among the new parts now available through MOOG distributors are the replacement left and right inner tie rod ends for 2009-2012 Nissan Maxima models. Federal-Mogul also has introduced eight additional MOOG premium control arms, including front lower control arms for 2006-2010 Honda Civic passenger cars, and front lower control arms with premium MOOG ball joints for 1999-2002 Mercury Villager; 1993-1997 Ford Probe; and 19951999 Nissan Maxima GLE, 1995-1999 Maxima GXE and SE, and 1996-1999 Infiniti I30 Touring Model applications.
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DIRECT CLASSIFIEDS
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Filters Valve Bodies Kits • Oils Hard Parts Manuals Torque Converters
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Used/New Automotive Equipment 1-800-223-2573 www.AllStates.com
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Call now to order or to receive a free 2012 catalog 1-800-434-5141 www.autobodysupplies.co m
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Brake Lights These pictures come from a reader who had a car brought to him with brake noise. The customer had a “shade tree” brake job performed on his car. Not only was a pad installed backwards, the conical lugnuts were installed wrong.
Do you have your own bad brake story and pictures? If you do, it could be worth $75 and, if selected, your story could appear in BRAKE & FRONT END. Send digital pictures and your contact information to: amarkel@babcox.com. ■ 56
November 2012 | BrakeandFrontEnd.com
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