ImportCar

❯❯ Gonzo’s Toolbox April 2013

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MAGAZINE

❯❯ Fuel Contamination

❯❯ Honda Brake Job

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CONTENTS 24

Volume 35, No. 4

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Diagnostic Solutions

BMW A/C Service

Fuel Delivery Issues

Variable-Capacity Compressors Diagnostic Specialist Sergio Fernandez discusses the ins and outs of the swash-plate compressor and how its variable cylinder displacement allows for the most efficient HVAC operation and boosts fuel economy.

Import Specialist Contributor Gary Goms discusses how contaminated fuel can mimic the symptoms produced by defective fuel pumps, fuel injectors and fuel control components like MAF sensors.

ImportCar Staff Publisher Jim Merle, ext. 280 jmerle@babcox.com

Managing Editor Jennifer Clements, ext. 265 jclements@babcox.com

Graphic Designer Kelly Gifford, ext. 249 kgifford@babcox.com

Editor Mary DellaValle, ext. 221 mdellavalle@babcox.com

Technical Editor Larry Carley lcarley256@aol.com

Ad Services Director Cindy Ott, ext. 209 cott@babcox.com

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DEPARTMENTS Columns

Publication

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6 Publisher’s Perspective Contributing Writers

8 News Update

Bob Dowie, Village Auto Works, Chester, NY

6

14 Guess the Car Contest

Gary Goms, formerly of Midland Engine Electronics & Diagnostics, Buena Vista, CO Bob Howlett, The Swedish Solution, Orange Village, OH

16 Editor’s Notebook

Scott “Gonzo” Weaver, Superior Auto Electric, Tulsa, OK

18 Gonzo’s Tool Box

Editorial Advisory Board Bob Dowie, Village Auto Works, Chester, NY

41 Tech Update:

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Honda Insight Brake Job

Chris Klinger, Precision Incorporated, Tucson, AZ Steve Louden, Louden Motorcar Services, Dallas, TX Frank Scandura, Frank’s European Service, Las Vegas and Henderson, NV

47 Tech Feature: PCV Valves

Joe Stephens, Stephens Automotive, Palatine, IL

51 Import Tech Tips

John Volz, Volz Bros., Grass Valley, CA

41

52 Essentials (New Products)

Babcox Media, Inc. 3550 Embassy Parkway Akron, OH 44333-8318

54 Ad Index 55 Classifieds 60 NASCAR Performance

47

President

Bill Babcox bbabcox@babcox.com

Vice President/ Chief Financial Officer

Greg Cira gcira@babcox.com

Vice President/ Group Publisher

Jeff Stankard jstankard@babcox.com

Controller

Beth Scheetz bscheetz@babcox.com

In Memoriam

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Founder of Babcox Publications

Edward S. Babcox (1885-1970)

Chairman

Tom B. Babcox (1919-1995)

IMPORTCAR (ISSN 1069-4714) (April 2013, Volume 35, Number 4): Published monthly by Babcox Media, Inc., 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 IMPORTCAR, 3550 Embassy Parkway, Akron, OH 44333. IMPORTCAR is a trademark of Babcox Media, Inc. registered with the U.S. Patent and Trademark office. All rights reserved.

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» Publisher’s

Perspective

By Jim Merle | PUBLISHER

DID YOU EXPERIENCE THE MAGIC OF AVI PLAY IN THE LAST ISSUE? IF YOU HAVE, THANK YOU!

I

f not, don’t miss the excitement provided by Augmented Reality (AR) technology powered by AVI PLAY within the pages of ImportCar. Once you’ve downloaded AVI PLAY, open the App and hold your smart device over this page to unlock a special message from me.

We launched our AVI PLAY App last month, providing a seamless transition from the pages of ImportCar to digital information on your mobile device in the form of video, 3-D imaging and other exciting types of content supported by AR. Are we heading down the right path? I believe we are, and so does Apple.

Apple is quickly moving into Augmented Reality in an attempt to stay ahead of its customers’ expectations. They have identified Augmented Reality as a new content channel with a plethora of applications that includes education; we have a similar strategy in place.

Each issue of ImportCar will continue to include insightful technical features in print, supplemented by relevant video content powered by AVI PLAY. And there’s more. Watch for our advertisers taking advantage of this technology by bringing an additional dimension to their advertising and promotional messaging.

Start now by downloading AVI PLAY by following these two easy steps: Step 1: From your Apple or Android

Step 2: Open the AVI PLAY App. Once

smart phone or tablet, visit www.AVIplayApp.com to download AVI PLAY.

it’s downloaded, hold your device over this page to unlock a special request from me.

Share your thoughts by contacting me at 330-670-1234 ext. 280, or by e-mail at jmerle@babcox.com.

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[ NewsUpdate Frank’s European Service Hosts Grand Opening of New Service Center; Third in Greater Las Vegas Frank’s European Service, famous for its “Golden Wrench” service for European luxury cars and trucks, is celebrating 12 years of serving customers in the Las Vegas area and marked this milestone with the Grand Opening of its new service center on Rainbow Boulevard, complete with a daylong Open House on February 22 to thank its loyal customers.

Frank Scandura, owner of Frank’s European Service, has been servicing Mercedes, Jaguar, Audi and other luxury European cars in Las Vegas for 24 years.

Scandura is well-known throughout the Las Vegas area for providing the highest level of service and expertise when it comes to luxury European cars. “Frank’s European Service is committed to taking care of our customers in the same way we take care of family and friends,” said Scandura. “We hope our customers will be as excited as we are about the new service center.”

Scandura thanks the following companies for their role in the successful and on-time completion of the new service center: Western Case Work, FEI Construction, Zen Interiors Inc., Automotive Equipment of Nevada, WallCraft Ltd. and Comworx.

Pictured from left: Allan Stock, radio talkshow host; Tracy Dursky, Beasley Broadcasting rep; Deborah Scandura, owner’s wife; and Frank Scandura, owner.

[ NewsUpdate New Monroe Marketing Campaign Reminds Consumers To Replace Worn Shocks and Struts Tenneco has launched a new integrated marketing campaign that reminds millions of vehicle owners that ride control components eventually wear out and need to be replaced.

Featuring the message “Everything Gets Old. Even Your Shocks,” the campaign draws parallels between worn shocks and struts and a broad range of consumer items that eventually show clear signs of age, including bananas, shoes, socks, tires and toothbrushes.

“Ride control components aren’t as visible as many other consumer products, but they play a crucial role in delivering safe steering, stopping and stability,” said Monroe Brand Manager Carri Irby. ”The ‘Everything Gets Old’ message reminds vehicle owners that worn shocks and struts can compromise the safety of their vehicles and should be replaced at 50,000 miles or 80,000 kilometers.”

The campaign includes thousands of print, online and network radio ad placements and more than 200 strategically selected roadside billboards across the U.S. and Canada.

For more information, contact your Monroe supplier; like on Facebook at https://www.facebook.com/MonroeShocks; download the new Monroe app for your iPhone, BlackBerry or Android smartphone; or visit www.Monroe.com.

Arnott Opens New Northeast Distribution Center Arnott, Inc. announced the opening of a new distribution center serving the Northeast United States. Located in Pennsylvania, the new facility is part of Arnott’s ongoing commitment to enhance customer support, reduce freight costs and shorten delivery times in North America and around the world.

In the past year, Arnott has opened distribution centers in Southern California, Texas and Ontario, Canada. Prior to opening the new distribution centers, customers in some of those areas had to wait five or six days for Arnott parts to be shipped via UPS Ground from Arnott’s main distribution center in Merritt Island, FL. Now, those same areas are able to receive Arnott’s air suspension products in half the time and, even overnight via UPS Ground in some locations.

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[ NewsUpdate Successful 2013 APA Conference Delivers Networking Opportunities and Business-Building Tools, Awards Vendors

By Mary DellaValle, Editor

Automotive Parts Associates’ (APA) 32nd annual Shareholders’ & Manufacturers’ Conference, held March 14-16 in St. Augustine, FL, boasted 310 people in attendance, building on the momentum of last year’s successful event.

It took place at the Renaissance World Golf Village Resort — the perfect setting to get the meeting off to a “full swing” start. Serious about fueling their business success, the 66 members and 74 vendors in attendance engaged in several networking opportunities and participated in unique Oneon-One meetings.

The Manufacturer One-on-Ones on Friday gave APA shareholder members the opportunity to discuss business-related issues, learn about new products and programs, and take advantage of great show specials being offered by the APA vendors. Thousands of dollars and gift items were given as door prizes throughout the day.

The meeting also served as a venue to recognize five APA vendors for significant

accomplishments: • Professionals’ Choice Vendor of the Year: MAS Industries, Mark Stermer; • Branded Manufacturer of the Year (for the fifth consecutive year): Centric Parts, Mike Musso; • Marketing Partner: Denso, Brian Casey and David Arriaga; • Headquarters Manufacturer of Choice: Dorman, Doug Arnold; and • Largest Total Manufacturers Orders at the 2012 One-on-Ones: UCI-Fram Group, Jamie Nixon.

Friday evening, attendees enjoyed a private dinner inside the World Golf Hall of Fame, and many played a round of golf in the annual tournament on Thursday morning.

General Session, Saturday Morning The group reconvened on Saturday morning for a general session that kicked off with opening comments

by Dan Freeman, APA president and CEO. Then, keynote speaker Tim Knox, shared commonsense business advice in the areas of customer service and leadership.

Knox advised that good leaders lead by their actions and their words, shared knowledge enhances the team spirit within your company, and great customer service hinges on your Continues on page 14

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[ NewsUpdate Continued from page 12

employees’ attitude, experience and training.

Knox also provided these “words of wisdom” to ensure business success: Expect the unexpected; ensure open communication among your employees; be flexible and willing to ask for help; always be positive (negativity kills productivity); build relationships; fun engages your employees and drives dedication; first impressions really do count; job descriptions can be limiting and squelch creativity; and seek out and hire “intrapreneurs” — those who think they are one of the business owners and, therefore, are driven by job satisfaction and a growth plan.

New for this year’s Conference, the group heard from a Business Improvement Panel comprised of: Doug Arnold, Dorman; Mike Maloof, World Auto Parts; Linda Rawlings, Automotive

Products, Inc.; Frank Cisek, Denso; Chris Jackson, AMS Automotive; and Randall Swedlove, Morris Automotive Supply. The panel was facilitated by APA’s new Executive Vice President, Gary Martin.

In the spirit of sharing best practices, the panelists offered ideas and strategies that helped improve their business.

Caprice Caster, APA director of events and promotions, provided program updates and recapped upcoming promotions, and reminded attendees to save the date for next year’s conference, slated for March 20-22, 2014, at the Hilton of the Americas, Houston, TX. IC

GUESS THE CAR! WIN $50! #13

What vehicle MAKE does the engine on the left represent? Submit your guess with our online contest form by visiting www.Import-Car.com/guessthecar.

The winner will be randomly selected from correct entries and awarded $50. Entries must be received

by May 1, 2013. #12

March Solution: Genesis (Hyundai) Solved by: Brian Dudenhoeffer, Technician, Car Tech, Indianapolis, IN

CONGRATULATIONS Brian!

Employees of Babcox Media, industry manufacturers and ImportCar advertisers are not eligible to enter.

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[ Editor’sNotebook

By Mary DellaValle|EDITOR

Mobile Ad Customer Engagement Spells Service Opportunities

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hen you measure the ways you ensure your shop’s success, customer care should be one of your top priorities. Even though your highly skilled team members have specific duties based on their training and strengths, every one of them is responsible for customer service.

Oftentimes, the first encounter with a customer is over the phone, and an increasing number of those calls are the result of mobile advertising, according to Seattle-based Marchex.

A recent study issued by the Marchex Institute sought to answer some of the most pressing questions about consumer call behavior.

Marchex analyzed more than 65,000 phone calls placed to auto dealers, repair shops and

Mary DellaValle, mdellavalle@babcox.com

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national call centers. These calls resulted from consumers who engaged with mobile ads in several ways, including mobile directories, mobile apps, mobile display, mobile voice search and traditional mobile search.

Following are some of Marchex’s findings regarding consumer engagement with mobile ads and their call behavior: • Consumers are placing millions of calls to service shops through mobile advertisements.

• When the phone is picked up, 79% of conversations are purchase-oriented. Consumers use mobile phones to select repair shops, ask detailed questions and book appointments.

• Consumers who engage with mobile advertisements are younger than the general population, and men call more often than women.

So, what is the takeaway for your business?

• A phone call is most popular response to a mobile search, underscoring the importance of someone answering the phone each time it rings, and making a positive first impression with the caller.

• When the phone is answered, there is an opportunity in nearly every conversation to add to the bottom line. Many calls result in confirmed appointments.

• Customers leave voice-mail messages infrequently, so for each voicemail a prospect leaves, there are at least four others who did not.

For more information, go to www.marchex.com and search for the article: Mobile Ads and Phone Calls — The Auto Industry’s Holy Grail. IC See the AVI PLAY download instructions on the facing page to unlock the following valuable technical and training content from this issue: Augmented Reality Content . . . . . . . . . .Page Publisher’s Perspective . . . . . . . .6 Fuel Delivery Issues Feature . . .28 PCV Valves Tech Feature . . . . . .50 Auto-Video Inc. (AVI) . . .28 and 38

[ Gonzo’sToolbox

By Scott “Gonzo” Weaver, owner Superior Auto Electric, Tulsa, OK

Understanding Electrical Circuits Will Expedite Diagnostic Repairs

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work order comes to you with this complaint: “My turn signal indicators light up when I step on the brake pedal or when I’m driving at night.” Do you have a good idea what the problem is? Or, are you completely lost and debating sending this job to another shop because it’s not something you think you can handle?

Let’s see if I can simplify the problem for you and retain this customer for your shop. Before making the repairs, it’s important to first understand how things are supposed to work.

So, what are you looking at? Essentially, you’re witnessing an electrical current trying to finish its journey from positive to negative. This can only happen if the vehicle is equipped with a dual-filament bulb in the rear of the car, where the turn signal and brake are combined into one bulb filament.

In order for this to happen, there has to be a good bulb in the circuit. (If there is a broken filament in the bulb, you won’t see this phenomenon.) In regard to the original complaint, this cannot happen any other way than what was described in the work order. There is a similar occurrence with the front bulbs, but, in that case, only the indicator is on and the brakes do not affect it.

Very simply put, it’s a bad ground signal at or near the bulb or bulb housing. A lot of manufacturers have gone to these one-piece bulb housings in the rear sections and they can be very problematic and lead to many false diagnoses if they are not properly checked. The housings can melt the connection from the bulb to the socket or, in many cases, melt the connection between the harness and the housing. Always disconnect the housing from the harness and examine both

the connector and the housing for deformation, melted leads or discoloration.

HOW TO SPOT THE PROBLEM The first thing to do in any diagnostic procedure is to duplicate the problem. Since this can only happen with a dual-filament bulb where the brake/turn lights are combined, you can safely assume that the problem is coming from the rear of the vehicle. As you turn on the signal, observe the condition on the cluster as you apply the brakes. Unless both rear bulbs have lost their ground signal simultaneously, you should easily spot which side is the problem area.

Keep in mind that as you flip on the turn signal (with combined turn/brake light systems), you are essentially turning “off” one of the brake lights, thus blocking the electrical signal to that individual bulb filament. One side will work correctly while holding the brake on, and when flipping the turn signal in the opposite direction, the feedback will show up on the dash with one turn signal indicator lighting up at the same time that the other one is flashing.

CONFIRM THE DIAGNOSIS The only tool I use for this

Scott “Gonzo” Weaver, gonzostoolbox.com

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[ Gonzo’sToolbox procedure is a good old-fashioned test light. Before getting out of the car, turn on the hazards and the parking lights. (This is another good pre-test.) Now, go to the rear of the vehicle and you’ll notice one side of the car is not illuminated. This should coincide with your early test results.

Next, remove the housing and find a good ground for your test light. Then, test the three leads to the bulb. With the hazards and the parking lights on, two of them should be working — one will be flashing and one will be on solid. If you’re in the right area, you’ll find out there’s going to be another lead showing positive current.

Since your test light is grounded, you’re actually seeing a completed circuit when you touch the test light to the (bad) ground lead. This all starts from the true positive lead, then through the bulb filament, then through the ground lead and, finally, through your test light.

(A good ground would not light up the test light.)

In a lot of cases, the bulb filaments might even start to show signs of a dim output, because you have provided a small trace of a negative feed into the circuit by way of your test light. At this point, I’ll use a jumper wire attached to a good ground and touch it to the “real” ground wire for the circuit. If there are no

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other breaks in the connections through the housing or the wiring, the bulb should start working normally.

SPECIAL NOTES Keep your test light probe lead as sharp as possible. Also, when probing a lead, do not use the probe in the actual socket; instead go from the backside of the connector. This way, you avoid spreading the connector open and creating a new problem.

When I’m in an area where I can’t get to the rear of the connector, or it’s sealed, I use a sewing needle-size safety pin or a quilter’s pin (it has a “T” handle top that’s easy to hold on to) to stab the wire. It leaves a very small mark that almost completely disappears when removed. I also make up my own jumper wires from a roll of flex wire (not standard wire); I try to make them all about 2-½ feet in length. This seems to be the best length for maneuvering around and from side-to-side in a car.

It’s an easy repair and an even easier diagnosis once you understand the fundamentals of how these electrical circuits operate.

With a bit of practice, you’ll find electrical repair is easier than you thought and you’ll be able to retain a lot more work in your shop, as well as keep more customers coming to your door. IC

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[ DiagnosticSolutions

FUEL DELIVERY

By Gary Goms, Import Specialist Contributor

Contaminated Fuel Can Wreck Havoc On Fuel Delivery Systems

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lthough cases involving contaminated gasoline are relatively rare nowadays, they still occur. In many cases, the technician has replaced the fuel pump or mass air flow (MAF) sensor to address a P0171/P0174 “lean-condition” DTC with no result. In all likelihood, the technician didn’t consider the possibility that the vehicle’s fuel might be contaminated with E85 gasoline, diesel fuel, stale gasoline, or, to a lesser degree, sugar and water. The fact is that the first three fuel contaminants tend to lean out the air/fuel mixtures, while sugar and water generally cause intermittent cranking, no-start and stalling complaints.

In total, and depending upon the percentage present in the fuel tank, contaminated fuel can

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mimic the symptoms produced by defective fuel pumps, fuel injectors and fuel control components like MAF sensors.

BASIC CHEMISTRY Because organic chemistry is the study of incredibly complex fossil-fuel hydrocarbon compounds left behind by living things, I will likely simplify to the point of error in the following text. Nevertheless, as the name implies, hydrocarbon fuels like gasoline are composed of hydrogen and carbon atoms generally obtained by refining animal-based fossil fuels like crude oil. Oxygenated hydrocarbon fuels like ethanol and methanol include oxygen

Photo Courtesy: Carolina K. Smith MD / Shutterstock.com

FUEL DELIVERY

DiagnosticSolutions]

atoms in their chemical make-up and are obtained by fermenting a plant-based biomass.

Since oxygenated fuels contain part of the oxygen needed for combustion, oxygenated fuels require less atmospheric oxygen to create a “stoichiometric” air/fuel ratio than does pure gasoline.

During our discussion of the various fuels, I’ll use the term “stoichiometric” to indicate when all of the oxygen and hydrocarbons contained in an engine’s cylinders are completely consumed during combustion. We’ll also look at differences in specific gravity, heat output in British Thermal Units (BTUs) and octane rating. Specific gravity simply compares the weight of a fluid to the weight of an equal volume of water at room temperature. Since hydrocarbon fuels are lighter than water, their specific gravities will be less than “one.”

BTUs are a comparative measure of heat produced by equal weights of hydrocarbons when combined

with oxygen. Octane ratings are the tendencies of various hydrocarbons to self-ignite when mixed with a stoichiometric volume of air and compressed in a closed cylinder. Octane ratings are important because gasoline engines require a fuel that will not self-ignite under extreme levels of compression.

In direct contrast, diesel engines require a fuel that will self-ignite under the same compression extremes. Consequently, the Research Octane Number (RON) of some diesel fuels is about 25, whereas the RON of most regular-grade gasoline sold in the U.S. ranges around 87 RON. Last, but not least, the lack of fuel volatility (Reid Vapor Pressure) becomes an important consideration when diagnosing fuel contamination issues at freezing or sub-freezing operating temperatures.

Major symptoms of contaminated fuel can include cranking no-start, hard starting, stalling, loss of power and poor fuel economy. Because symptoms of

A Simple Ethanol Test This inexpensive, 100-milliliter (mL) graduated cylinder is available from any major online speed equipment company. The first step is to add water to the 50 mL mark. Note that lighting in the photograph causes the fluid levels to appear slightly higher.

Next, add the sample gasoline to the 100 mL mark. Cover the top of the cylinder with your hand and gently mix the water with the gasoline. Be careful not to spill the fluid or expose it to an open flame.

Allow a few minutes for the water to settle from the gasoline. Since ethanol is hygroscopic, it will migrate into the water. As indicated by the photo, the water level has risen from 50 mL to 55 mL, indicating that the gasoline contains 9 to 10% ethanol.

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[ DiagnosticSolutions fuel contamination generally appear immediately after refueling, the fuel gauge needle pegged on full should always be a diagnostic “red flag.” And, because some

drivers simply add fuel rather than topping off their tanks, it’s doubly important to ask if the vehicle has recently been refueled.

With those precautions in mind,

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FUEL DELIVERY

let’s look at some of the symptoms associated with the following fuel contaminants.

E85 GASOLINE Although it’s hard to think of E85 gasoline as a fuel contaminant, it’s important to remember that E85 is designed for use only in flex-fuel vehicles. Because pure ethanol requires approximately 150% more volume to support stoichiometric combustion than does pure gasoline, some early flex-fuel vehicles use an ethanol sensor in the fuel line to estimate the volume of ethanol in the fuel.

Later flex-fuel vehicles simply use data inputs from their air/fuel ratio sensors to adjust fuel injector pulse width to accommodate increased volumes of ethanol. Most flex-fuel vehicles can be identified by an exterior flex-fuel emblem and, in many cases, a yellow gas cap.

Many motorists inadvertently top off their fuel with E85 because they are unaware that E85 gas pump nozzles are generally equipped with yellow covers. Immediately afterward, they begin experiencing lean-fuel driveability symptoms such as hard starting and loss of power accompanied by a P0171 or P0174 DTC, depending upon the application. At this point, let’s note that “ethanol” and “methanol” are distinctly different alcohol compounds.

Methanol is used in racing applications because its high latent heat of vaporization keeps the engine

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[ DiagnosticSolutions

FUEL DELIVERY

loss while, thanks to a lack of volatility, a greater percentage might result in a cranking, no-start condition after an overnight cold-soak. One basic test for diesel fuel is to place a few sample drops of gasoline on your fingertips and rub them together.

If an oily residue is left, suspect diesel fuel contamination. If the cranking, no-start vehicle has fuel pressure, but acts as if it has a fuel delivery problem, try adding a substitute fuel like propane to the air intake. If the cylinders begin to fire, again suspect diesel fuel contamination.

STALE GASOLINE

cool, and because it produces slightly more horsepower than gasoline. But, even with those advantages, methanol has a major tendency to corrode metal surfaces and degrade fuel hoses, O-rings and other soft fuel system components.

DIESEL FUEL Because the specific gravity or density of diesel fuel (0.825) is higher than gasoline (0.787), it contains about 15% more heat energy. Diesel fuel also contains waxlike paraffins that tend to “gel” in sub-freezing ambient temperatures and clog the engine’s fuel filters.

And, since winter-blended diesel fuels flow much better at low ambient operating temperatures, their effects as a fuel contaminant might vary at sub-zero temperatures. Another diagnostic issue with higherdensity diesel fuel is that it doesn’t flow well through low-pressure fuel injectors found on gasoline engines.

The symptoms of diesel contamination depend greatly upon the percentage present in the tank. A lower percentage might result in a minor power

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The symptoms of stale gasoline are caused by a loss of volatility, which means that the gasoline has lost its “light-end” components and will, therefore, not vaporize well enough to support ignition. Case in point, I was called to diagnose a vehicle with a poor cold starting and cold engine performance complaint. The symptoms would vary according to ambient temperature. The diagnostic “red flag” was a fuel gauge needle pegged on “full.”

Draining the tank and installing five gallons of fresh gasoline resolved the complaint. Afterward, I discovered that the driver had filled his tank from an above-ground tank containing gasoline that was 1-1/2 years old. Exposure to extreme day/night temperature changes had long ago driven most of the highly volatile, “light-end” hydrocarbon components of the fuel into the atmosphere.

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[ DiagnosticSolutions SUGAR & WATER CONTAMINATION While many myths continue to circulate about how sugar in fuel tanks will ruin an engine, keep in mind that sugar will not dissolve in pure gasoline. It can, however, dissolve in trace amounts of water created by normal fuel tank condensation. Case in point, a high school teacher had his Isuzu Rodeo towed in for a cranking, no-start complaint. According to the teacher, his Rodeo had progressively run worse during the previous two weeks. It didn’t take long to discover that no fuel was flowing through the throttle body injectors. Removing the fuel tank revealed that the bottom of the tank was coated with a thick, colatype syrup. Evidently, a disgruntled student had poured a sugar-based cola drink into the fuel tank, and from there it gradually migrated to the fuel injectors and stuck the fuel injector pintle valves closed.

FUEL DELIVERY

Although water contamination is rare, it can result from something as simple as using an old, rusty gas can to refuel a vehicle. In any case, small percentages of water will be absorbed by ethanol gasoline, while large percentages can absorbed by using an isopropyl alcohol additive. Greater percentages of water will quickly settle to the bottom of the tank or in-line fuel filter, where the fuel pump can pick up a few drops, causing an intermittent stalling or cranking, no-start complaint.

Draining the contents of the in-line fuel filter is perhaps the quickest way of confirming water contamination. Testing on single-line fuel systems with no Schrader port or in-line fuel filter can be difficult. Here again, the best test procedure is to try starting the engine on a substitute fuel source like propane. If the vehicle starts, it most likely has a fuel contamination problem. IC

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[ BMWFeature

D

A/C SERVICE

By Sergio Fernandez, Contributing Writer

espite the many advancements in A/C systems during the past 10 years, it’s important for technicians to understand basic theories of operation. Understanding how a system moves heat from the confined space of the passenger compartment and dissipates it into the atmosphere will assist the technician in analyzing system failures and performing the required maintenance and service.

The refrigerant circuit is divided into a highpressure side and a low-pressure side. The highpressure side is composed of the compressor, condenser, condenser fan, pressure sensor, receiver dryer and expansion valve. The low-pressure side also includes the compressor and expansion valve, along with the evaporator and blower fan.

The expansion valve separates the high-pressure side of the system from the low-pressure side.

Pressurized liquid refrigerant exits the receiver dryer and, as it passes through the metered orifice of the expansion valve, it decompresses and boils.

The compressor is responsible for the pressure in the A/C system, and there are basically two types of compressors in use today: a reciprocating compressor or a rotary compressor.

The clutch on the front of the compressor is a

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good clue as to the type of compressor the BMW you’re working on uses. The activation of the compressor clutch is controlled by the IHKA (Intergriertes Heizung und Klima Automatic or Integrated Automatic Heating and Cooling) module. If the evaporator temperature is above 37° F, and the refrigerant pressure sensor indicates acceptable pressure, the control module then enables the ECM to activate the compressor.

The system will deactivate the compressor if it detects any of the following conditions: 1. The ECM detects full engine load or aggressive throttle position.

2. The evaporator temperature is less than 35° F. 3. The coolant temperature is more than 245° F. 4. The refrigerant pressure sensor (located in the high side) indicates pressure is too low or too high.

If you do not have a scan tool that can monitor the clutch Parameter IDs (PIDs), you can measure the current pulled by the compressor clutch coil by clamping an amp probe on the positive wire going to the clutch. If you have an enhanced scan tool, the A/C clutch can be operated independently to observe operation.

On moderns BMWs, the most common type of compressor used is the swash-plate compressor

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[ BMWFeature (also known as a wobbler compressor); this fits into the reciprocating-compressor category. The swash plate converts the rotary motion of the driveshaft into an axial motion.

It changes the pivot point of the pistons to change the stroke. This varying piston stroke delivers a variable cylinder displacement.

The compressor and control module can change the stroke for the most efficient HVAC operation and fuel economy.

Depending on the design, this may involve five to seven pistons that are arranged in a circle

A/C SERVICE

around the driveshaft. An intake/pressure valve is assigned to each piston, and these valves open/close automatically in time with the operating cycle.

Depending on the application, the compressor may have a magnetic clutch. Clutchless compressors found on some BMWs are constantly engaged when the engine is running.

As mentioned earlier, the compressor output is always variable displacement and is controlled internally by either a “mechanical” control valve that operates solely on an A/C pressure differential

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April 2013 | Import-Car.com

and does not need electronic signals, or by an “electronic” control valve that is operated directly by signals from the IHKA control module, depending on the system.

On systems with a mechanical control valve, the displacement is controlled by changes in internal pressure, which is modified by a mechanical control valve mounted in the rear of the compressor. The mechanical control valve contains a pressure-sensitive bellows exposed to suction-side pressure.

The bellows acts on a ball and pin valve that is exposed to high-side pressure. The bellows also controls a bleed port that is exposed to suction-side pressure.

Pressure in the crankcase is increased for reduced stroke and displacement. This increases the pressure behind the pistons and reduces the angle of the wobble plate. See Photo 1 on page 40.

At higher engine rpm, and when the load on the system is low, the swash plate moves so that the piston travel is shortened. This reduces the constant high-load output of the compressor any time the A/C system is on. It also reduces the cycling of the compressor due to the low temperature of the evaporator (the evaporator temperature sensor causes the system to cycle at 37° F), resulting in improved fuel economy.

Pressure inside the crankcase is reduced for increased stroke and displacement. The opposing internal forces cause the wobble

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[ BMWFeature A/C SERVICE

plate to tilt at a greater angle (See Photo 2 on page 40). The inclination of the swash plate changes, determining the displacement volume and, therefore, the refrigerating capacity. The compressor output capacity (and therefore the delivery volume) can be set from 0-2% minimum to 100% maximum.

At low engine RPM and/or high-temperature loads, the travel (displacement) of the compressor pistons are at the maximum point. This allows the compressor to provide maximum cooling efficiency at idle speeds and when high output is required.

On systems with an electronic control valve, the IHKA control unit can infinitely change the displacement of the compressor, depending on the ventilation temperature, exterior and interior temperatures, as well as the target and actual evapora-

tor’s temperature. The voltage signal to the valve is a pulse-width-modulated voltage signal.

For example, the IHKA control unit activates the control valve accordingly when a higher refrigerating capacity is required. A pulse width-modulated

Why Oil Balancing is Critical When Replacing a Compressor The purpose of oil balancing is to make sure the amount of oil in the A/C system remains at the correct level.

The first thing to consider when performing the process is the amount of oil contained in the replacement compressor. This can vary from a full charge of oil (8 oz./236 mL), to a half charge of oil or no oil at all. If oil is contained in the replacement compressor, it will have to be removed and reinstalled in the correct amount to properly balance the system.

When performing a compressor oil balance, always follow the instructions provided with the compressor or in the vehicle service manual to know how much oil to add to the compressor prior to vehicle installation. Most times, oil balancing involves draining and measuring the oil from the failed compressor, followed by adding a specific volume of new oil to the replacement compressor.

It’s also important to use the viscosity of oil recommended by the compressor manufacturer. If the compressor requires heavier-weight oil, such as PAG 150, but PAG 46, which is lighterweight, is used, the result could be noisy compressor operation and

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premature wear.

After adding the oil to the compressor, a good service tip is to rotate the compressor clutch at least four turns prior to compressor installation. Rotating the clutch circulates oil through the compressor, which reduces the potential of compressor damage due to dry bearings, and it also reduces initial torque when the clutch is first engaged.

Rotating the compressor clutch is usually done by hand or with a spanner wrench. Another option is a compressor turning tool. On direct-drive compressors, the pulley and clutch are one and the same.

The turning tool performs the same function as the spanner wrench, but it’s installed on the threaded hub of the

clutch. After the turning tool is installed, use a wrench to turn the tool and clutch. The turning tool can be used on some clutches that cannot accept a spanner wrench because of clutch design, or where a solid grip by the spanner wrench cannot be achieved. The turning tool can also be used in place of the spanner wrench, providing an easier method of clutch rotation, and it can be done off or on the vehicle.

Never use a socket on the shaft nut or bolt to rotate the clutch. Doing so may affect the air gap between the clutch driver and compressor pulley, resulting in compressor issues.

– Courtesy of Delphi Product & Service Solutions

Two styles of compressor clutches where a traditional spanner wrench cannot be used.

[ BMWFeature

A/C SERVICE

Photo 1

voltage signal moves a tappet (plunger) in the control valve. The adjustment range is determined by the amount of time the voltage is applied. The adjustment varies the opening cross-section in the control valve between the high-pressure and lowpressure sides of the crankcase.

The evaporator temperature is controlled to a value between 35째 F and 46째 F, depending on the cooling power request. The temperature sensor signal in the evaporator is used as a feedback signal to the IHKA control unit. The refrigerant request is limited by the potential evaporating power of the evaporator. The evaporator is prevented from icing up by controlling the compressor output.

SERVICE IMPLICATIONS When servicing the system, techs need to keep in mind that refrigerant pressure is directly proportional to its temperature, so as the temperature goes up so does the pressure, and vice versa.

Refrigerant in the A/C system is prompted to change its state from a liquid to a gas and back again. During every change of state, heat is either absorbed or dispersed in the process. This thermodynamic property is put to use in the low and high sides of all A/C systems.

The low-side pressure is a direct reading of the evaporator temperature and its heat exchanging capabilities. Low-side pressures should average +/- 2 bar. (28 to 32 psi), meaning that actual pressure of a variable displacement compressor/TEV system can be between 1 to 3 bar. or (15 to 45 psi) at

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Photo 2

any given time.

The high-side pressure is a direct reading of the condenser cooling efficiency. Although high-side pressures may vary between 150 to 300 psi, normally they should be about 2 to 2.5 times the ambient temperature. Depending on humidity, an outside temperature of 80째 F should produce pressure of 160 to 200 psi on the high side.

When the high-side pressure is way above normal, it may indicate that the condenser auxiliary cooling fan is not sufficiently cooling the refrigerant. Proper airflow across the condenser ensures the efficiency of the entire system. The cooler the refrigerant leaving the condenser, the lower its pressure; and, the lower the temperature of the refrigerant entering the evaporator, the more heat can be absorbed from the passenger compartment.

Pressure gauges are indispensable when diagnosing an A/C system, but they are incapable of measuring the quantity or, for that matter, the type of refrigerant in the system. The refrigerant capacity of an A/C system can be found on the A/C label under the hood and in the technical information relating to the specific system.

For a quick check before and after working on an A/C system, note the ambient humidity and ambient temperature, close all the windows and doors, raise the engine speed between 1,500-2,000 rpm, set the blower at medium speed, set the temp desired at Max Cold, turn the A/C button on and leave the system working for three minutes. The temperature at the center vent should be 20째 F less than the ambient temperature. IC

BRAKE JOB

TechUpdate]

By Andrew Markel, Editor, Brake & Front End Magazine

Honda Insight Brake Job 1999-2006 Models

T

he Honda Insight might be a rare bird when compared to the Civic or Accord, but it’s like all vehicles in that it wears out brake pads, shoes and rotors. Servicing the brakes on the Insight does not require dealing with the highvoltage hybrid system.

The Insight has a conventional brake system.

The master cylinder, booster and ABS system are regular production pieces and do not require special tools. And, it does not have the complexity of the Prius’ pedal stroke simulator. Servicing it is just like working on any other brake system. But, the devil is in the details when servicing this highly efficient vehicle.

tion complaints.

The Insight uses aluminum calipers. Take care when installing banjo bolts and bleeders to prevent cross threading. The caliper pin and bracket bolts use Dacro-coated fasteners to prevent corrosion.

Make sure you replace them with similar fasteners.

FRONT/REAR BRAKES The front brakes are conventional, single-piston calipers that are similar to the Civic. Front pad life can extend more than 60,000 miles due to the weight of the vehicle, and it’s not prone to pulsaImport-Car.com

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[ TechUpdate

BRAKE JOB

Always replace the hardware and service the caliper slide pins as part of any brake job. The caliper guide pins use a reverse pin-type guide on the upper bolts that have two dust boots.

Rotors — Standard: 16.9 - 17.1 mm (0.665 - 0.673 inch); Service Limit: 15.0 mm (0.59 inch) The Insight uses self-adjusting rear drums — a two-piece rear drum design with aluminum fins.

The internal brake surface is made of conventional cast/poured iron. This design has significantly reduced weight when compared to a cast-iron drum.

The use of aluminum fins on the outside helps with cooling. The linings have a service limit of 1 mm.

Machining this drum can be difficult, and all attempts should be made to remove as little material as possible. Also inspect for cracks in the friction

surface of the drum.

Drums — Standard: 179.9 - 180.0 mm (7.083 7.087 in.); Service Limit: 181.0 mm (126 in.)

After servicing the rear brake shoes, loosen the parking brake adjusting nut, start the engine and then press the brake pedal several times to set the self-adjusting brake before adjusting the parking brake. The brake should be fully engaged after four to six clicks.

1. Block the front wheels and raise the rear of the vehicle.

2. Remove the center console.

3. Pull the parking brake lever up one click.

4. Tighten the adjusting nut until the parking brakes drag slightly when the rear wheels are turned.

5. Release the lever fully and check that the parking brakes do not drag when the rear wheels are

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April 2013 | Import-Car.com

BRAKE JOB

turned. Readjust if necessary.

6. Make sure the parking brakes are fully applied when the lever is fully pulled up.

7. Reinstall the console.

TechUpdate]

2. Disconnect the idle stop switch connector, and then loosen the idle stop switch (CVT).

3. Lift up the carpet. At the insulator cutout, measure the

pedal height (C) from the middle of the right side center of the pedal pad (D). • Standard pedal height (with the carpet removed): 184 mm

REGENERATIVE BRAKING The Insight is a simpler hybrid and does not decouple the engine, generator and electric motor with a planetary gear. The system uses both the hydraulic brakes and generator to slow the vehicle.

During deceleration, the gasoline engine is switched into a fuel cut mode, and the IMA system is operated in generation mode. In this mode, the wheels drive the IMA motor/generator.

The IMA system uses inputs from the brake pedal position switch and, on later models, an accelerometer to determine how much regenerative braking should be used. A properly adjusted brake pedal position switch can make a big difference in the operation of the regenerative braking. If a customer complains that the regenerative brakes are grabby, you might be able to solve this problem by readjusting the brake pedal position switch.

PEDAL HEIGHT 1. Disconnect the brake pedal position switch connector, loosen the brake pedal position switch locknut (A) and back off the switch (B) until it is no longer touching the brake pedal. See bottom diagram on page 46.

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[ TechUpdate (7-1/4 in.).

4. Loosen the pushrod locknut (A), and then screw the pushrod in or out with a pair of pliers until the standard pedal height from the floor is reached. After adjustment, firmly tighten the locknut. Do not adjust the pedal height with the pushrod pressed.

5. Screw in the brake pedal position switch (A) until its plunger is fully pressed (threaded end (B) is touching the pad (C) on the pedal arm). See diagram at right. Then, back off the switch 1/4 turn to make 0.3 mm (0.01 in.) of clearance between the threaded end and the pad.

Tighten the locknut firmly.

Connect the brake pedal position switch connector. Make sure the brake lights go off when the pedal is released.

6. After adjusting the brake pedal position switch, adjust the idle stop switch (D) with the same procedure used in step 5. When finished, start the engine and make sure the engine stops when

BRAKE JOB

the brake pedal is pressed (CVT).

Note these items during adjustment: • When either the brake pedal position switch or the idle stop switch needs to be adjusted, both switches must be adjusted together to keep their functions synchronized. Always adjust the brake pedal position switch first, then adjust the idle stop switch.

Never adjust the switches independently. • When the brake pedal is released, the brake pedal position switch is normally open and the idle stop switch is normally closed.

7. Check the brake pedal freeplay.

BLEEDING Many bleeding methods can be used to bleed the system after hydraulic component replacement. If the HCU is replaced, it requires the use of a scan tool.

Bleeding Sequence: LF, RF, RR and LR. IC

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PCV VALVES

TechFeature]

By Underhood Service Staff

Don’t Blow By PCV Inspections

PCV Valves Are Key to Vehicle Performance Photo Courtesy: Ben Smith / Shutterstock.com

A

nyone who services vehicles knows that the positive crankcase ventilation (PCV) valve prevents crankcase blowby vapors from escaping into the atmosphere by siphoning the vapors back into the intake manifold so they can be reburned in the engine.

They’ve been around since 1968 on most vehicles, and the main component is a spring-loaded PCV valve that meters airflow.

Mounted in the valve cover and connected to the intake manifold, carburetor or throttle body with a large vacuum hose, the PCV valve plays an important role in vehicle performance.

PCV USE Intake vacuum pulls fresh air into the crankcase through a second breather hose. As the air passes through the engine, it picks up blowby vapors and moisture before it’s pulled through the PCV valve and back into the engine. The PCV valve changes the flow rate according to engine load and throttle position.

PCV helps extend oil life by removing moisture that causes sludge. If the PCV valve or hose become clogged, moisture can rapidly accumulate

PCV VALVE OPERATION

All PCV valves are not created equal.

They have different flow characteristics that are specific to each engine application and may even be specific to particular platforms using the same engine.

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[ TechFeature

PCV VALVES

If the engine has an external air leak you will not have an effective PCV system. This could be a leaking front cover, rocker cover, oil pan gasket, manifold end gaskets or any other host of potential leaks.

require little, if any, scheduled maintenance, but replacement may be necessary if the Check Engine Light is on, the vehicle has failed an emissions test or is experiencing a driveability problem. Other emission control components include the exhaust gas recirculation (EGR) valve, the evaporative emission control system (EVAP) vapor canister and purge valves, the catalytic converter, oxygen sensors and all of the engine’s other engine management sensors.

The PCV valve should be inspected and cleaned every 50,000 miles, or replaced as needed (if clogged or malfunctioning).

TESTING A PCV VALVE Testing the PCV system is relatively easy and can be done a number of different ways:

• Pinching: After running the in the crankcase causing engine-damaging sludge to form.

A plugged PCV may also allow pressure to build inside the engine causing oil leaks.

A quick check of the PCV valve is to shake it and listen for a rattle (no rattle would indicate a blockage). Another is to pull the valve from the valve cover and feel the end for vacuum while the engine is idling (no vacuum would indicate a blockage).

Some engines do not use a PCV valve for crankcase ventilation, but have a breather box that serves the same purpose.

On some older vehicles, a small PCV air filter is mounted inside the air cleaner. This filter should always be inspected, and cleaned or replaced as needed on a regular basis.

Most emission control parts like the PCV valve

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April 2013 | Import-Car.com

engine up to operating temperature and allowing it to stabilize at idle, pinch or block off the hose between the vacuum source and the PCV valve.

The engine should typically drop 50-80 rpm. If the engine does not change, check the PCV valve and system hoses for blockage.

Replace components as necessary and retest.

• Vacuum with a gauge: Run the engine up to operating temperature. Shut the engine off and block off the fresh air source to the engine. This would typically be the hose coming from the air cleaner to the rocker cover.

Next, remove the dipstick tube and connect a vacuum-pressure gauge to it. Restart the engine and allow it to stabilize at idle. Then take a reading of your vacuum-pressure gauge.

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[ TechFeature

PCV VALVES

You should read 1-3” of vacuum with a normally operating PCV. If you have 0” of vacuum or even pressure, you have problems.

• Vacuum without a gauge: Another way to perform a vacuum test on a PCV valve is to start the engine and bring it to normal operating temperature.

Next, disconnect the hose from the remote air cleaner or air outlet tube.

Place a stiff piece of paper over the nipple or hose end and wait 1 minute. If vacuum holds the paper in place, the system is okay; reconnect the hose.

If the paper is not held in place, the system is plugged or the evaporative emission valve (if equipped) is leaking.

Inspect the PCV valve and grommet for deterioration, and replace if necessary. IC

If Left Unattended….

A neglected or poorly operating PCV system will quickly contaminate the engine oil and heavy sludge accumulations will begin to form.

Imagine dumping water and acid into your engine oil on a daily basis: how do you think that would impact the bearings, pistons and oil characteristics?

For that matter, how long do you think the engine would last by doing that? That is exactly what an improperly functioning PCV system will do because that is what’s contained in the byproducts (blowby) of the combustion process.

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April 2013 | Import-Car.com

ImportTechTips] DIAGNOSIS: OXYGEN SENSOR TESTS

• Unplug the wire connection and spray penetrating lubricant onto the threaded connection to assist in removal.

An oxygen sensor test can be used to assist techni• Use an appropriate oxygen sensor tool to cians in verifying the oxygen sensor operation, but it should not be the only test used to determine if a assist in removing the sensor.

• Use anti-seize on the threads of the new sensor should be replaced. Most scan tools have sensor. Many new sensors may have anti-seize an oxygen sensor tests function (also known as installed on the threads from the factory. If not, Mode $05), which allows a technician to view the there may be anti-seize included with the sendata readings for the oxygen sensor(s). sor, which should be applied to the threads of Before running the Oxygen Sensor Tests, the sensor. ensure the engine and oxygen sensor are at • Tighten the sensor to the correct torque. normal operating temperature.

Consult the appropriate service information for Enter the Oxygen Sensor Tests mode of the this value, if necessary. scan tool. Refer to the owner’s manual, if necesAfter performing the repairs, the effectiveness sary. Follow the prompts to choose the sensor to of the repairs can be confirmed utilizing Mode be tested and initiate the test sequence. The data $06 data. After driving the vehicle to get it to readings for the selected sensor will be operating temperature and allowing the OBD II displayed. system to test the system and components, a RESULTS OF ON-BOARD OXYGEN technician can view SENSOR MONITORING TESTS the test results using Mode $06 on his scan Sort O2 Test Parameter B1-S1 B1-S2 Units tool.

1 Lean-to-rich sensor switch time 0.02 N/A Sec. Mode $06 is the actu2 Minimum sensor voltage for test cycle N/A N/A Volt al system test data that 3 Lean-to-rich sensor threshold voltage 0.56 N/A Volt OBD II looks at when 4 High sensor voltage for switch time calculation 0.60 N/A Volt it decides to set a pending code or a cur5 Rich-to-lean sensor threshold voltage 0.56 N/A Volt rent fault code. If the 6 Low sensor voltage for switch time calculation 0.30 N/A Volt test data is within the 7 Time between sensor transitions N/A N/A Sec. limits established by 8 Rich-to-lean sensor switch time 0.04 N/A Sec. the vehicle manufac9 Maximum sensor voltage for test cycle N/A N/A Volt turer, the item gets a PASS and no codes are set. But if a value is out of range, OBD II flags it REPLACEMENT: TECH TIPS with a FAIL and monitors the component until the system monitor has run at least twice. Then, When replacing oxygen sensor(s), please keep if the problem still exists, a DTC is set and the these tips in mind: MIL illuminates.

• Newer vehicles have multiple oxygen sensors. After determining a sensor needs Courtesy of Delphi Product & Service Solutions. IC replacement, be sure to correctly identify it before replacing it.

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Adaptive One Disc Brake Pads have extra stopping power thanks to new friction formulation enhancements that minimize noise and dusting while maximizing stopping performance. Available exclusively from NAPA Auto Parts, Adaptive One Disc Brake Pads feature two ceramic formulations in one pad set. This combination helps the pads consistently adapt to a variety of braking conditions. Visit www.napaonline.com.

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Track Talk Car Enthusiasts, Fans Get Chance to Go Under the Hood with a NASCAR Champion April marks National Car Care Month — the perfect time for motorists everywhere to go under the hood and give their car the checkup it needs.

As all automotive technicians know, there’s no better

way to keep a vehicle in tiptop performance, improve fuel economy and maximize horsepower than to perform regular motor oil changes.

Thanks to Mobil 1’s commitment to car care, one

lucky motorist will have the opportunity to check the dipstick next month alongside one of NASCAR’s most popular drivers.

From now through April 22, car enthusiasts and NASCAR fans everywhere can enter to win a chance to go under the hood with threetime NASCAR Sprint Cup Series Champion and driver

What’s your favorite car in Tony Stewart’s classic collection? Visit the Mobil 1 Facebook page to cast your vote for your chance to go under the hood with the three-time NASCAR Sprint Cup Series Champion.

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

of the No. 14 Mobil 1/Bass Pro Shops Chevrolet SS Tony Stewart in his personal garage.

Stewart, who owns an extensive classic car collection, knows the importance of regular vehicle maintenance and oil changes. Via the “Under the Hood with Tony and Mobil 1” promotion, the NASCAR Champion nicknamed Smoke, will get some extra help with maintaining his classic fleet.

Fans can enter to win the ultimate under-the-hood experience by visiting the Mobil 1 Facebook page to vote on their favorite classic car in Smoke’s collection — the 1955 Chevrolet Nomad, 1978 Pontiac Firebird TransAm, 1957 Chevrolet Bel Air or the 1967 Pontiac GTO. The winning fan will perform a Mobil 1 oil change alongside Stewart himself at the NASCAR driver’s private garage on May 7, 2013.

Celebrate National Car Care Month today — cast your vote for your favorite classic car in Smoke’s collection and enter to win the ultimate under-the-hood experience, by visiting the Mobil 1 Facebook page at Facebook.com/Mobil1.

Reader Service: go to www.ICRapidResponse.com

Reader Service: go to www.ICRapidResponse.com