Import-Car

❯❯ Gonzo’s Toolbox January 2013

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MAGAZINE

❯❯ Starter/Battery Diagnostics

❯❯ Toyota Brake Job

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CONTENTS 30

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Publication

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Volume 35, No. 1

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Toyota Brake Job

Starter & Battery

Timing Belt Replacement

2005-’10 Scion TC Models This car is designed for ceramic friction material formulations. If the brake system is operating correctly, it’s not uncommon for a set of rotors to last three sets of ceramic pads.

Diagnostic Solutions

on Honda/Acura V6 Engines Bob Dowie, owner of Village Auto, Chester, NY, says that the first step in timing belt replacment is selling the job. While most customers know they need to be replaced before they fail, some still need to be reminded of this important service.

Import Specialist Contributor Gary Goms says that early 1900s inventor Charles F. Kettering’s electric self-starter transformed the automobile from a temperamental novelty item into a practical means of transportation.

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

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

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

Technical Editor Larry Carley lcarley256@aol.com

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

Circulation Assistant Maryellen Smith, ext. 288 msmith@babcox.com

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DEPARTMENTS Columns

Publication

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6 Editor’s Notebook

Contributing Writers

8 News Update

Gary Goms, formerly of Midland Engine Electronics & Diagnostics, Buena Vista, CO

Bob Dowie, Village Auto Works, Chester, NY

14 Guess the Car Contest

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16 Gonzo’s Tool Box

Bob Howlett, The Swedish Solution, Orange Village, OH Scott “Gonzo” Weaver, Superior Auto Electric, Tulsa, OK

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

46 Import Tech Tips

Chris Klinger, Precision Incorporated, Tucson, AZ Steve Louden, Louden Motorcar Services, Dallas, TX

52 Essentials (New Products)

Frank Scandura, Frank’s European Service, Las Vegas and Henderson, NV

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54 Ad Index

Joe Stephens, Stephens Automotive, Palatine, IL John Volz, Volz Bros., Grass Valley, CA

55 Classifieds

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

60 NASCAR Performance

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President

Bill Babcox bbabcox@babcox.com

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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) (January 2013, Volume 35, Number 1): 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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[ Editor’sNotebook

By Mary DellaValle|EDITOR

New Year, Fresh Start Shop Value Proposition Is Key To Customer Retention

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s you begin the year with a clean slate, realize that every facet of your business should be positioned to support your shop’s value proposition. Here are a few things to think about as you work on ways to fulfill your shop’s mission and grow your business.

Focus on the customer. While it’s a great thing when you get new customers, repeat customers provide an added element of security. And their word-of-mouth referrals will speak volumes of your shop’s reputation and high-quality work.

Be car care aware. Get involved in the Be Car Care Aware Campaign and help edu-

cate customers about how much money they can save with proper vehicle maintenance. Better-running, wellmaintained vehicles boost gas mileage and also prevent bigger-ticket repairs down the road. Participation in such events will also give you a very positive reputation in the community.

Appreciate your techs. Let

your technicians know that they’re an integral part of your business and they play an important role in your shop’s overall customer service experience. With a sense of ownership in the success of your business, you will foster a sense of pride in their work and a greater commitment to highestquality repairs.

Work on shop image.

Because first impressions run deep in attracting and keeping customers, look at your shop’s appearance through the eyes of your customers. Consider the overall impression your customers get as they enter your business, and take steps to ensure that the entire service

Beginning with this issue, we have a new mechanism in place for Reader Service.

It’s called Rapid Response.

You can get free product and service information from the companies featured in this issue by simply going to www.icRAPIDRESPONSE.com and clicking on the company from which you want information.

See page 54 for more details.

It’s a fast and easy way to directly connect you to the product and service information you see in the advertisements or in the product section of this magazine.

Give it a try today!

Mary DellaValle, mdellavalle@babcox.com

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[ NewsUpdate MAHLE Clevite Inc. Finalizes Acquisition of RTI Technologies MAHLE Clevite recently announced the completion of its acquisition of RTI Technologies. The transaction that closed on Jan. 1, 2013, renames the company MAHLE Clevite Inc., RTI Division. The company will continue to develop and distribute automotive maintenance equipment including air conditioning service, fluid exchange and nitrogen tire inflation systems.

The completion of sale presents an opportunity for MAHLE to expand its business into the repair shop equipment sector of the automotive aftermarket.

“Given the long-term approach to the automotive aftermarket as an important sales channel for MAHLE on a global scale, this acquisition will broaden our aftermarket offerings within our strategic product and service range and make us one of the leaders in this segment North America,” said Dan Moody, general manager of MAHLE’s Aftermarket business for North America.

MAHLE Clevite Inc., RTI Division will continue operations in York, PA, and supply shop equipment under the MAHLE brand to the independent aftermarket and major OE manufacturers globally.

Additionally, the acquisition will allow MAHLE to focus on continuous sales growth and customer service in North America, together with potential business expansion in other regions.

For more information, visit www.mahle-aftermarket.com, or contact your local representative.

Multi Parts Supply Achieves ISO 9001:2008 Quality Management Certification Multi Parts Supply (MPS), www.multiparts.net, recently announced that it achieved International Organization of Standardization (ISO) 9001:2008 – Quality Management Certification at its Shanghai, China facility. ISO is the world’s largest developer of voluntary International Standards, providing state-of-the-art specifications for products, services and good practice.

Developed through global consensus, the standards remove barriers to international trade.

ISO 9001:2008 is based on a number of quality management principles, including strong customer focus, the motivation and implication of top management and the process approach to continual improvement.

MPS President Brian S. Cohn stated, “This certification illustrates our daily and continual commitment to deliver quality products, produced by quality people, employing the very best practices. I applaud our Shanghai team on their effort and dedication to upholding MPS’ own highly held standards.” He continued, “While this certification is specific to our Shanghai facility, our commitment to quality is companywide.”

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[ NewsUpdate Mitchell 1 and ASE Present 2012 Technician of the Future Award Brent Horner from Lima, OH, received the Technician of the Future award, sponsored by Mitchell 1 and the National Institute for Automotive Service Excellence (ASE), during a ceremony on Nov. 15 as part of the 2012 ASE Fall Board of Governors meeting in San Antonio, TX. Debbie Hooge, an independent sales From left: Tim Zilke, ASE president and CEO; Debbie consultant for Mitchell 1 in the Texas region, presentHooge, Mitchell 1 independent sales consultant; Brent ed Horner with a $500 cash award and a $1,500 gift Horner; and Mike Phillips, ASE board chairman. certificate from Mitchell 1 toward a subscription to ProDemand or other Mitchell 1 product.

“We would like to congratulate Brent on being named the 2012 Technician of the Future,” said Nick DiVerde, senior marketing director, Mitchell 1. “We are very proud of Brent’s accomplishments as they demonstrate his commitment to being the best automotive technician he can be. We wish Brent the very best – we know he will be successful in his future endeavors.”

Horner is currently a full-time student at the University of Northwestern Ohio in the automotive technology and high performance associate’s degree program. During high school, Horner worked at Pohanka Honda of Salisbury, MD, as an automotive technician student intern in the Automotive Youth Educational Systems (AYES) program.

Parts Plus To Award Spa Getaway Grand Prize Through Car Care Center Sweepstakes Beginning Jan. 15, Parts Plus Car Care Centers nationwide will be offering their customers a grand-prize trip for two to an exclusive spa and resort in Sonoma, CA, as part of the group’s latest sweepstakes promotion, according to Mike Lambert, president of the Network.

“The winners will be treated to gourmet-cooking classes, fine dining and wine tours in beautiful Sonoma,” Lambert said. “While Parts Plus has made a concentrated effort to gear some of our Car Care Center promotions toward our growing female customer base, this sweepstakes is ideal because enjoying gourmet food and relaxing in America’s premier wine and spa coastal destination appeals to everyone.”

Twenty-five first-place winners will receive a 10piece gourmet cookware set, while each Parts Plus Car Care Center nationwide will be awarding copies of the New American Heart Association Cookbook to their local customers. No purchase is necessary to win. Entries must be received by Feb. 28, 2013.

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[ NewsUpdate Reader Spotlight: Sourcing Wiper Blades & Motor Oil New for 2013 is this Reader Spotlight, where readers will discuss how they source various aftermarket product lines and what criteria they use when making buying decisions.

This month, Frank Scandura, owner of two Frank’s European Service locations in Las Vegas, and one in Henderson, NV, discusses his buying decisions when sourcing Wiper Blades and Motor Oil.

Wiper Blades: 1. What is your primary source for Wiper Blades?

WORLDPAC 2. Why is that primary source your first call? #1 Availability, #2 Product options and #3 Scheduled delivery times 3. Do you buy different brands based on certain vehicle applications, or solely on brand preference and brand trust?

I almost always use Bosch, when it’s available. We prefer Bosch wipers because of their proper fit and OE quality.

4. Do you stock wiper blades at your shop? And, if so, how much?

Yes, about 20 sets for various applications.

Motor Oil: 1. What is your primary source for Motor Oil?

Arnott Opens New Texas Distribution Center Arnott Inc. has announced the opening of a new distribution center in Texas near Dallas. The new facility is part of Arnott’s ongoing commitment to enhance customer support and shorten delivery times in North America and across the world. In 2012, Arnott also opened distribution centers in Southern California and Ontario, Canada. The new Texas location will dramatically reduce freight costs and shorten delivery times for Arnott customers in the south central U.S. Prior to opening the new distribution centers, customers in some parts of the central region, on the West Coast and in Canada 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 receive Arnott’s air suspension products in half the time and overnight in some locations.

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I have a bulk contract with a Castrol distributor.

2. Why is that primary source your first call?

We call the oil company rep directly for the product we choose, and they turn us over to the local distributor.

3. Do you buy different brands based on certain vehicle applications, or solely on brand preference and brand trust?

We use the correct oil type and weight per the manufacturers’ specification.

Many times, the manufacturer will recommend a brand, for example: Castrol only for BMW M power, and Mobile One for Mercedes AMG. So we tend to stay with that brand.

4. Do you stock motor oil at your shop? And, if so, how much?

Yes, approximately 100 gallons synthetic and 50 gallons conventional.

BOSCH ADDS COURSE IN ADVANCED GDI Bosch has expanded its repertoire of training courses to include an advanced course on Gasoline Direct Injection Technology (GDI). This oneday class will be offered in various locations throughout the U.S. and will launch in 2013.

The course uses a blend of instructor-led training supplemented by job aids and “minds on” problem-solving exercises.

The 2013 schedule for this course can be found by visiting www.boschtechinfo.com or by calling 1-855-BoschTech.

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[ NewsUpdate Federal-Mogul Receives Aftermarket Auto Parts Alliance Outstanding Training Support Award The Federal-Mogul Vehicle Component Solutions organization received the 2012 Outstanding Training Support Award from the Aftermarket Auto Parts Alliance during the group’s winter shareholder meeting in December in Aventura, FL. The Outstanding Training Support Award recognizes the supplier that best supports the technical training needs of each Alliance shareholder business and the more than 2,300 affiliated auto parts stores and over 2,900 certified service center locations. Federal-Mogul provides an extensive range of training programs at its state-of-the-art Technical Education Center (FM

TEC) in St. Louis, as well as at thousands of customer locations across North America. The company’s training program will be expanded in early 2013 with the introduction of a sophisticated in-market product, brand and technical support platform for vehicle service providers. The new platform features teams of ASE-certified specialists and sophisticated technical support vehicles that will be deployed to key markets across North America.

“We are committed to providing the most effective and accessible technical training for our distribution partners and the tens of thousands of businesses and front-line automo-

tive professionals who specify and install Federal-Mogul products each day. The Alliance award is a clear indication that our investment in training pays impressive dividends for distributors and their customers and complements the value of our industry-leading brands,” said Jay Burkhart, senior vice president, global markets, Vehicle Component Solutions.

For more information, contact your Federal-Mogul distributor or visit www.federalmogul.com/training.

GUESS THE CAR! WIN $50! #11

What vehicle MAKE does the picture 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 #10 FEBRUARY 1, 2013.

December Solution: Touareg (Volkswagen) Solved by: Lisa Gallant, Administrative Specialist, Mike’s Garage, Danvers, MA

CONGRATULATIONS Lisa!

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

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[ Gonzo’sToolbox

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

Handling Temporary Helpers Dealing With Customers Who Find Their Way Into Your Bay There are times when I find I have more helpers in the shop than I have on the payroll. I didn’t ask for this extra help, but there they are, right in the middle of the shop. Who are they, and where did they come from? Ah, yes, it’s those customers who want to keep an extra eye on their ride.

It’s pretty sneaky how they manage to get past

and dangerous types of equipment to be spending the afternoon in a place with which

It’s pretty sneaky how customers manage to get past the front desk, the waiting area, through the service door and then squeeze by the tire racks. For safety reasons, it’s best that they stay in the waiting room. But some of these adventurous individuals are compelled to help me out, no matter what. the front desk, the waiting area, through the service door and then squeeze by the tire racks. For safety reasons, it’s best that customers stay in the waiting room. But some of these adventurous individuals are compelled to help me out, no matter what.

There are too many hoses, cords

you are not familiar. A lot of times, an unsuspecting “helper” won’t notice that floor jack, or those sharp tools at the edge of the workbench. The possibility of encountering danger just doesn’t matter to some of these new helpers. They’ll still want to wander into the bay and “help” me out.

I can usually spot who’s going to be the next shop helper. All I have to do is pull their car

Scott “Gonzo” Weaver, gonzostoolbox.com

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[ Gonzo’sToolbox into the shop. If there’s a fresh, icy drink in the cup holder, an open pack of cigarettes and lighter lying on the passenger seat, and a book or a laptop, there’s a good chance they’ll be popping their

with their ride.

At times, it’s rather interesting; at other times, it’s simply annoying. I can never tell until the conversation starts. If the first question is, “What do you

A lot of times, an unsuspecting “helper” won’t notice that floor jack, or those sharp tools at the edge of the workbench. The possibility of encountering danger just doesn’t matter to some of these new helpers. They’ll still want to wander into the bay and “help” me out. head around the corner.

“Do you mind if I get my drink out of the car?” my new shop helper will ask.

Well, I just can’t say no. Now, sometimes they’ll grab their drink and head right back to the waiting room. Other times, I’m not that lucky.

It’s their perfect excuse to hang around the car.

Soon, the new shop helper is leaning over the fender with their ice-cold drink, watching the process of me figuring out what’s up Go to www.icRAPIDRESPONSE.com

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think it is?” I know it’s going to be one of those days. Like most new helpers, they’re unaware of the dangers of posing such an inappropriate and pointless question at this point in time. I’d rather not guess at this stuff. If I’m wrong, the next thing you know is that I’m trying to explain why whatever I thought it was is “not the problem.”

Thinking just gets me into trouble. It’s always best to verify, diagnose and then repair the problem.

“Let’s run some tests, and then we’ll know for sure,” I tell them. Some realize that they’re out of place and

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[ Gonzo’sToolbox should probably stick to watching the ice in their drink melt. But, for others, it wouldn’t take much to have them reach over and pick up a wrench or two. They’ll lean on the A/C recovery machine while it’s running as if it’s an old-fashioned hitching post, or stick their head through the passenger window while I’m under a dash.

I have to keep from laughing as I watch their jumpy reactions to the recovery machines’ unexpected clicks and groans, while they stand there trying to act casual. And, no matter how clumsy they may look with all of their

exhibition. They’ll look high and low throughout the shop, take a few sips from their drink and then pay attention to what I’m doing to see how I determine what’s wrong.

The new help will concentrate on what I’m doing, so they can go home and tell their friends about some sort of crazy-looking machine, or detail a technique they watched me perform on their car.

I guess in another decade or two, I’ll be the old guy hanging around the next generation’s repair tech. There’s no doubt I’ll be that unwanted temporary helper

I guess in another decade or two, I’ll be the old guy hanging around the next generation’s repair tech. There’s no doubt I’ll be that unwanted temporary helper telling stories about how I used to fix cars, too. uncoordinated antics, they’re still going to keep a firm grip on that drink.

This little trip into the back of the shop isn’t so much to check up on their car, but a way to observe the process of diagnosing the problem. It’s as if it were some sort of Go to www.icRAPIDRESPONSE.com

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telling stories about how I used to fix cars, too. Yep, that day is coming. I don’t know when, but it’s coming.

Guess I better prepare. Now where did I put that ice-cold drink? IC

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[ TechFeature

SCION BRAKE JOB

By Andrew Markel, Editor, Brake & Front End Magazine

Brake Job: 2005-’10 Toyota Scion

T

he Toyota Scion TC is the odd vehicle in the Toyota fleet. The TC shares its platform with the Avensis, which was not sold in the U.S., and shares some brake components with the Corolla and even the Camry. There are no brakespecific TSBs or recalls for the 2005-’10 TC. The replacement of the pads and rotors is straightforward, but there are some things that you should know before you start.

This car is designed for ceramic friction material formulations. If the brake system is operating correctly, it’s not uncommon for a set of rotors to last three sets of ceramic pads. Toyota even recommends not machining the rotors if they are within specifications for thickness, thickness variation and runout.

The new friction materials must be compatible with the old, or the rotors must have the right surface finish so the new pads can apply a transfer layer of new friction material.

Basics • Lug Nuts Torque: 76 ft.-lbs.

• Caliper Bracket Bolts: 35 ft.-lbs.

• Caliper Guide Pin: 25 ft.-lbs.

Front Brakes The front brakes use a vented rotor. The minimum runout specification is 0.0020.” This can be adjusted with a runout correction plate that fits between the hub flange and

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[ TechFeature the rotor. The plates can correct up to 0.006� of runout. Fine-tuning can be performed with taper of the correction plate and the runout in the hub and rotor. An on-the-car lathe can also be used.

In most service information, you will not find a specification for disc thickness variation (DTV). But most engineers will say that there should be zero or less than 0.0005.�

The OE brake pad shim is a two-piece style with the inner shim designed to move or float between the outer pad and backing plate. The shim should not

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SCION BRAKE JOB

be reused to prevent deflection and corrosion. Toyota does indi-

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[ TechFeature cate that the inner shim can be lubricated to resolve noise.

The wear sensor is mounted on the inner pad and should be mounted on top.

SCION BRAKE JOB

Rear Brakes The rear brakes use solid rotors and single-piston calipers, and the parking brake is mounted in the hat.

The rear runout specification is around 0.006,� but your goal should be around 0.002-0.003.�

Leaving too much runout may result in a pulsation problem in a few thousand miles. Runout can be corrected using a runout correction plate that goes between the rotor and the hub flange. Onthe-car brake lathes can be used to correct runout only if there is enough material on the rotor.

The trickiest items on the rear brakes are the boots and bush-

ings for the slide pins. Make sure the seals and lips are fully seated. Also, the pads have eight abutment clips that fit over the lands on the caliper bracket.

Anti-Lock Brake System The TC uses a four-channel ABS system. The factory scan tool or enhanced scan tool has diagnostic tests to check pump and solenoid function. The TC uses four Reader Service: Go to www.icRAPIDRESPONSE.com

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[ TechFeature active wheel speed sensors that generate square-wave signals.

The tone rings are located in the inner seal of the wheel bearing.

All the bearings are pressed into the knuckles.

Bleeding The TC’s conventional brake system can be bled in a number of ways. The bleeding sequence is RR, LR, RF and LF. The HCU can be bled using a scan tool with the right software.

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SCION BRAKE JOB

Parking Brake Adjustment 1. Remove the hole plug on the backing plate, and turn the toothed adjuster to expand the shoes until the disc locks.

2. Back off the shoe adjuster until the disc can rotate smoothly.

3. Back off the adjuster another eight clicks.

4. Check that there is no brake drag.

If there is too much travel in the lever, the cable can be adjusted at the lever by removing part of the rear console. Toyota recommends six to nine clicks. IC

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[ DiagnosticSolutions

OXYGEN SENSOR

By Gary Goms, Import Specialist Contributor

Starter & Battery

O

n June 15, 1911, Charles F. Kettering was awarded a patent for an electric self-starter for automobile engines. Thinking out of the box, Kettering designed a small, high-torque motor that would deliver a burst of energy lasting only long enough to initiate the internal combustion cycle. Fortunately for modern commuters, Kettering’s electric self-starter transformed the automobile from a temperamental novelty item into a practical means of transportation.

COMPONENT BASICS From a historical view, it’s important to remember that Kettering’s conventional field-coil starter required battery power to create the magnetic field needed to make the starter armature turn. During the 1980s, field-coil starters were phased out in favor of “ferrite” permanentmagnet starters.

Since the fields in permanent magnet starters don’t require battery power, permanent-magnet starters require much less current to crank an engine. The result is a much lighter, far more efficient starter motor.

But, because permanent or “ferrite” magnets are made of a

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Diagnostics Photo 1: The insulation between the commutator segments should be recessed about 1/32” beneath the commutator bars.

brittle ceramic material, they are vulnerable to cracking caused by sudden impacts.

Cracked magnets can be tough to diagnose, which is why it’s usually better to replace the starter as an assembly than to repair or rebuild it. See Photo 1.

In addition, the rotating mass of the starter armature is reduced to create a more compact starter motor assembly. As pictured above (see Photo 2), the armature on most modern starters terminates into a sun gear mating with a set of planetary gears (see Photo 3 on page 32) provide the initial gear reduction for the starter. A secondary reduction gear can also be used on starters like the one used to illustrate this story. See

Photo 2: In this application, the starter armature is surrounded by six permanent magnets.

Photo 4 on page 32.

The starter “solenoid” is actually a combination of an electric relay and solenoid. The relay portion electrically connects the starter armature to the battery.

The solenoid portion mechanically engages the starter’s drive pinion with the engine’s flywheel gear. While modern solenoids usually incorporate two high-amperage terminals and

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[ DiagnosticSolutions

OXYGEN SENSOR

is running, but not engaged to the flywheel.

STARTER ACTUATION SYSTEMS

Photo 3: This starter motor terminates into a planetary gear set similar to those used in automatic transmissions.

one low-amperage, primary activation terminal, some older designs might incorporate an additional primary “by-pass” terminal that was originally designed to boost ignition coil voltage during cranking. In some applications, the by-pass terminal is unused and remains a vestigial remnant of past technology.

The starter over-run or one-way clutch is a simple roller-type clutch that’s designed to release when the engine speed exceeds cranking speed. In rare instances, the clutch will seize, which can cause the starter armature to explode from centrifugal force as the engine accelerates. In other cases, the clutch will simply wear out, which usually results in a “whirring” sound, indicating that the starter motor

For safety’s sake, the starter’s primary circuit is routed through a neutral safety switch on automatic transmission vehicles and through a clutch safety switch on manual transmission models. With that said, current practice is to reduce the electrical load on the ignition, neutral safety and clutch switches by inserting a starter relay into the starter primary circuit. In this case, the above switches activate the starter relay switch rather than the starter’s primary solenoid circuit.

Photo 5: Corrosion at the lower solenoid terminal on this starter caused an intermittent “clicking,” no-cranking complaint.

Keep in mind also that modern technology in some vehicles has delegated the starter engagement process to the Powertrain Control Module (PCM). In this system, turning the ignition switch or pressing the “start” button simply commands the PCM to engage the starter motor. Failures in these systems should first be diagnosed with a scan tool and by using diagnostic techniques similar to those used in any other system controlled by the PCM.

BATTERY DIAGNOSTICS

Photo 4: The secondary reduction drive gear contains an over-run clutch that disengages the starter motor as the engine speed increases.

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The first step is to make sure that the battery terminals and cables are free of corrosion. Next, determine the battery state of charge (SOC) and condition by testing with a conductance or variable-

[ DiagnosticSolutions

Figure 1: A lab scope display of the relationship between voltage and amperage can provide valuable information about the condition of the starter and battery.

load, carbon pile battery tester. Recharge or replace the battery as required. Voltage drop from the battery to the starter can be measured by attaching a voltmeter in parallel to the positive battery terminal and to the solenoid B+ terminal.

The rule of thumb is that voltage drop shouldn’t exceed 0.5 volts during cranking. The voltage drop on the negative ground terminal can similarly be measured by attaching the voltmeter lead to a clean area on the engine block and to the battery B- terminal. Here again, the voltage drop shouldn’t exceed 0.5 volts. See Photo 5 on page 32.

OXYGEN SENSOR

noid primary circuit occurs at 70 milliseconds (ms).

If the voltage remains at zero, it’s likely that the system has a bad neutral or clutch safety switch, or that the starter relay is defective. If the solenoid amperage remains at 2-3 amps, the solenoid doesn’t have continuity to the starter. Bad solenoid contacts, worn starter brushes or an open-circuit armature can be the cause. In this case, the primary symptom will be a clicking noise as the solenoid primary circuit activates. Any of the above failures can result in an intermittent starter engagement complaint.

Once the solenoid closes the circuit at 100 ms, the amperage draw increases to 311 amperes at the trigger point. As the engine cranks, the amperage draw declines until approximately 300 ms. At about 300 ms, amperage rises slightly as the torque load on the starter is momentarily increased due to a possible variation in fuel delivery or spark advance.

Similarly, battery terminal voltage spikes down to nearly 8.0 volts at 100 ms as cranking amperage is suddenly drawn from the battery. The battery terminal voltage begins to rise to about 10.0 volts at 200 ms as the starter amperage begins to stabilize.

As the engine begins to crank, 10.0 volts should be considered the minimum voltage. If the battery won’t maintain 10.0 volts during cranking, the PCM might fail to process data or activate the injector and ignition system drivers. See Figure 2.

STARTER CURRENT DIAGNOSIS Most starter-related electrical failures can be diagnosed by measuring current flow into the starter.

Actual current flow to the starter can be measured by attaching a 600-amp inductive current probe to the battery positive or negative cables. The probe can be attached to a multimeter with a minimum/maximum (min/max) recording feature or to a two-channel lab scope. To illustrate how a starter works on a vehicle in good condition, I’ve included a lab scope recording of battery terminal voltage and starter amperage draw. See Figure 1.

The amperage draw begins from the “zero” point at the left. The initial amperage drawn by the sole-

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Figure 2: At 2.5 milliseconds, available battery voltage drops from about 13.0 volts to 9.19 volts as the starter is engaged.

After the engine starts at 6.3 milliseconds, the alternator begins recharging the battery at 13.8 volts.

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[ DiagnosticSolutions BATTERY VOLTAGE GRAPHING Graphing available battery terminal voltage also provides a direct insight into battery condition.

Charging voltage should be achieved approximately two seconds after the engine starts. If charging voltage doesn’t increase within that time interval, it’s likely that the battery doesn’t have enough remaining plate capacity to fully support starter current draw. In any case, using a lab scope to display available battery voltage and amperage discharge is an easy way to quickly evaluate battery, starter and starter activation systems.

A LOOK AT IDLE/STOP TECHNOLOGY We’re beginning to see “idle/stop” or “stop/start” technology enter the non-hybrid import market, with fuel savings ranging from an estimated 5 to 15% in normal driving. Although a version of idle/stop technology was popularly introduced in a European version of Volkswagen in 1983, the technology has a number of issues, including how to power the HVAC and lighting systems while the engine is stopped.

Because idle/stop technology obviously requires a rapid discharge/recharge cycle, the absorbed glass mat (AGM) battery most closely meets those requirements. Similarly, idle/stop engine cranking systems include integrated starter/generator systems mounted at the flywheel or connected to the front of the crankshaft by the drive belt. Others use an “enhanced” starter motor system that is built to withstand repeated cranking cycles. With the advent of direct fuel injection and electronic valvetrains, some manufacturers have explored using fuel and spark timing alone to initiate the internal combustion process. IC Correction: In the November 2012 issue of ImportCar, I wrote, “Negative fuel trim numbers caused by minor intake vacuum leaks generally disappear under heavy engine loads.

Positive fuel trims caused by leaking fuel pressure regulators and injectors also tend to disappear under increased engine loads.” I obviously swapped the terms “positive” and “negative.” My apologies for any inconveniences this might have caused. Thanks and a tip of the Technical Hat to Carl Lynch, owner of Carl’s Repair in Carey, OH!

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[ Honda

TIMING BELTS

By Bob Dowie, Import Specialist Contributor

Timing Belts:

T

iming belts have been around long enough that most of our customers are well aware that they need to be replaced at a scheduled interval. Most are also aware of the catastrophic consequences should they be overlooked and left in service until they fail.

This month, we’ll take a look at replacing the belt on the V6 Honda/Acura engine, pointing out some details that may make the next job go easier for you.

The first step in timing belt replacement is selling the job. For many years, the industry standard for belt replacement was 60,000 miles. Those of us with more experience can even remember when 30,000 miles was the norm.

Over the years, the materials and processes used in timing belt manufacturing have allowed Honda

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The First Step in Replacement Is Selling the Job

to move that interval to 90,000 miles and 105,000 miles. I use the 90,000mile mark as my signal.

As a customer’s vehicle nears this indicator, remind him or her that the belt needs to be replaced.

When pricing the job, don’t overlook additional and necessary related sales. The timing belt drives the water pump on these engines. Although very reliable, I would consider it a bad bet to think the pump will last 180,000 miles. The same thing goes for the drive belts. Be sure to include replacing them as part of the 90,000-mile service on the four-cylinder vehicles; it’s easily overlooked when the car is equipped with a timing chain.

I’ll go through the timing belt replacement steps here, but this is not intended to replace the service information available in your shop. One of the most frustrating things for any shop owner is when techs don’t take advantage of available service information.

1. Get started by disconnecting the battery and removing the accessory drive belt. On power steeringequipped cars, the pump or pulley has to be

Photos 1 (left) and 2 (below): Remove and cap the power steering line before removing the pump. Some techs prefer leaving the pump in place and removing the pulley to gain access.

removed to gain access. Some techs will remove the pulley and leave the pump in place, while others will opt to disconnect power steering lines and remove the pump. Either way will work, but if you opt to pull the lines have some shop rags handy to catch any fluid that escapes to avoid messing up your work area (see Photos 1 and 2).

2. As you remove the belts, spin anything that rotates to ensure the bearings are in good shape, and source any needed parts before reassembly.

3. Next, bring cylinder number one up to TDC by lining up the white mark on the crank pulley with the pointer on the front cover. Loosen the crankshaft bolt; this can be a challenge without the proper tool to hold the crankshaft. This hexshaped tool (see Photo 3) fits inside the crank pulley with an opening that provides access to the crank bolt. With the breaker bar or handle of the tool against the cross member, you can apply the needed loosening torque with a breaker bar and extension (see Photo 4).

4. While you’re there, take a close look at the crank pulley for any signs of wear or separation. It’s not a very common problem, but if

Photo 3: Crank holding tool

Honda]

you’re ever chasing a report of a noise in the timing belt area, or a slipping belt noise when the belts look good, these pulleys have been known to separate. Look closely with the engine running to see if the outer ring (where the drive belt rides) is running true to the hub. If it’s wobbling, more investigation is warranted.

5. Next, support the engine to remove the rightside engine mount bracket. Remove the dipstick tube if it’s in the way, and the previously loosened crankshaft pulley.

6. Remove the timing belt covers. If the model you’re working on uses a timing guide plate, remove the plate from the front of the crankshaft sprocket, making Photo 4: Crank tool with breaker bar

Photo 5: Crank marks are in line for TDC on cylinder number 1

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[ Honda

TIMING BELTS Photo 7

Photo 6

Tech Tip:

note that the concave side is facing outward.

7. With the covers removed, be sure you have number one cylinder on TDC. With the lower, outer cover removed, align the dimple on drive pulley with the mark on the oil pump (see Photos 5 on page 41), while confirming that the cam pulley marks are in line with the marks on the inner covers (see Photos 6 and 7).

8. Before the belt is removed, your service information will instruct you to hold the tensioner in place to prevent it from extending as the belt is removed. To accomplish this, there is threaded boss provided that lines up with the tensioner pivot arm. The bolt to do the job is also provided as one of the L-shaped bolts that secure the battery. Grind a slight point on the bolt and install it only handtight. You’re not trying to compress the tensioner, but rather just hold it in place. This step can be a



Honda Civic 1.7L 2001-’05 Tensioner Spring Installation When installing a GTKWP312 kit on a 2001-’05 Civic 1.7L, it’s crucial that the tensioner spring be installed correctly onto the tensioner. If it’s improperly installed, the open end of the spring hook can catch on the timing belt, possibly leading to severe engine damage.

The open end of the spring hook must be installed on the tensioner so that it is facing away from the belt and toward the engine block.

The OE spring, which is included in the kit, should be replaced along with the other timing components. Use of the old spring will void the kit warranty.

Remember, it’s important to replace all of the components included in the timing belt kit to validate the manufacturer’s warranty.

Courtesy of Veyance Technologies.

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time saver if you’re planning to reinstall the timing belt you’re removing. Since the bolt holds the tensioner in place, it won’t be necessary to remove and retract the tensioner.

9. Relieve the tension on the timing belt by loosening the timing belt idler pulley bolt and pulley, and then remove the timing belt. There are two styles of tensioners used on the V6s — one is sealed, while the other has a service bolt on the backside. With the tensioner removed, if it’s the sealed unit, slowly apply pressure until the service pin can be installed (see Photos 8, 9 and 10a, and 10b-10c on page 44).

10. If you have a tensioner with the service bolt, clamp it in the vise by one of the mounting ears with the

January 2013 | Import-Car.com

Figure 2 illustrates how to properly install the spring by facing the hook away from the timing belt so there is no threat of the spring snagging or catching the edge of the timing belt.

Figure 1: Notice that the open end of the spring is incorrectly facing toward the timing belt, which could lead to severe engine damage if the hook snags or catches the edge of the timing belt.



Honda] Photo 8: Any sign of leakage at either style of tensioner should lead to replacement

service bolt facing up. Remove the service bolt and, using a flat-bladed screwdriver in the hole, turn the screwdriver clockwise to retract the tensioner to install the U-shape stopper (retaining) tool (see Photo 11 on page 44). Take care to prevent spilling the oil.

Note: If either style of tensioner shows any signs of leakage, it should be replaced. Neither one is very expensive and always keep in mind that the client is expecting this job to hold up for 100,000 miles.

11. With the belt removed, you can now remove the fasteners and replace the water pump. Before you do, don’t forget that you removed the dipstick tube, so if you didn’t seal the hole before, now is the time to be sure you don’t allow coolant to enter the crankcase. Either temporarily install the tube or find a plug that will do the job. An unopened witch’s hat from a bottle of gear oil or

Photo 9: New sealed-style tensioner with installation pin installed

Photo 10a: Slowly tighten the vice until the pin can be installed

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Import-Car.com

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[ Honda

TIMING BELTS Photo 11: Manual tensioner and stopper tool

Photo 10b: Auto tensioner before removal. Note how far the tensioner has extended to compensate for belt wear.

Photo 10c: Tensioner installed with the pin in place

tube of silicone will do the job.

12. When it comes time to install the timing belt, reinstall the tensioner with the pin or stopper tool in place, loosely install the idler pulley using thread locker, and then install the timing belt in a counterclockwise direction following this sequence: Crankshaft pulley, idler pulley, front camshaft pulley, water pump pulley, rear camshaft pulley and tension adjust pulley.

Note: Be sure the crankshaft and camshaft pulleys remained aligned with the marks on the back cover. To aid in this process, we use spring-loaded clips to hold the belts on the pulleys as the belt is routed. With the belt in place, tighten the idler pulley bolt to 38 ft.-lbs.

13. Next, remove the retaining tool or pin from the auto-tensioner. Install the engine mount bracket to the front of engine. If you have a timing belt guide plate, install it with the concave surface facing out.

Install the lower cover and crankshaft pulley.

14. Lubricate the pulley bolt and tighten to the proper torque; most go to 181 ft.-lbs., with certain models using a torque-to-yield-type bolt (but you would have seen that in your service information

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before you started this job).

15. Using the pulley bolt, rotate the engine by hand for a couple of revolutions, always in the proper direction of rotation. In this case, that would be clockwise. This will let the tensioner extend, while letting you confirm the marks are still in line when you stop at number one TDC. 16. If all is well, finish by installing the covers and other parts removed on disassembly. With everything buttoned up, all that’s left is to fill the cooling system with the proper coolant and bleed the system (see Photo 12).

You may encounter a problem with the power steering where it won’t bleed the air out of the system. This problem is often traced to the O-ring on the removed line allowing air to enter the system.

Depending on the condition of the fluid, it may be a good time to change the power steering fluid, and be sure that the screen in the bottom of the reservoir is clear while you are there.

Don’t forget the additional services, like spark plugs, filters and fluids, that are due at the same mileage as the belt. At the very least, an oil change should be recommended.

Your customers are counting on you to take good care of their car, and a big part of that is reminding them when service should be performed. IC Photo 12: This simple tool makes filling and bleeding the cooling system easy

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[ ImportTechTips MERCEDES-BENZ ALTERNATOR/GENERATOR VOLTAGE REGULATOR MALFUNCTION

Affected vehicles: All model 203, 209, 211, 215, 220 and 230 with

M112/113 engine, all model years On the above model vehicles, if you encounter insufficient alternator/generator (G2) output, the voltage regulator, inte-

Fig 1: Mercedes-Benz

Fig 2: Mercedes-Benz

gral to G2 output, may be malfunctioning. The voltage regulator may be replaced as a separate part and the procedure below should be followed.

1. Check regulation voltage of the generator (G2) as per WIS instructions: - Model 203/209: AR15.40-P5010P - Model 211: AR15.40-P-5010T - Model 215/220: AR15.40-P5010I - Model 230: AR15.40-P5010R. 2. If the generator fails the above test procedure, then remove the unit from the vehicle for repair on a workbench.

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ImportTechTips]

Fig 3: Mercedes-Benz

Refer to WIS Group 15.40 for the correct instructions, depending on the model and body variant.

3. Remove the plastic cover

Fig 4: Mercedes-Benz

from the rear of the generator, by first removing the two nuts from the studs (Fig. 1, 1) and the one Philips head screw (Fig. 1, 2). Note which nut is

removed from either stud.

4. Remove the voltage regulator (Fig. 2, 1) from the generator, by removing the three Philips head screws (Fig. 2, 2 and 3).

5. Check the following prerequisites to ensure that only the regulator needs to be exchanged. If any of the following items fail, then the entire generator needs to be replaced

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[ ImportTechTips and you may proceed to step 8. a. There are no scorch marks or damage on the slip ring of the generator rotor (Fig. 3, 1 on page 47). b. The carbon brush length of the defective regulator is at least 5 mm (Fig. 4, 1 on page 47). c. The wear on the two brushes of the defective regulator is even (maximum 1 mm difference).

6. Install the new voltage regulator and tighten the Philips head screws to: a. Fig. 2, 2 = 2.0-2.4 Nm. b. Fig. 2, 3 = 1.0-1.4 Nm. 7. Install the plastic cover on the back of the generator and tighten the Philips head screw (Fig. 1, 2) to 2.2-2.6 Nm and the two nuts (Fig. 1, 1) as follows: a. Long stud to 29.0-32.0 Nm. b. Short stud to 11.0-13.0 Nm. 8. Reinstall the repaired generator or the new generator in reverse order and verify proper operation as described in step 1.

Note: Due to the several versions of alternator/generators

used in production on all the above models, please refer to EPC for the correct voltage regulator part number application. The correct part numbers may be found in group 15 and/or 54 in EPC. Courtesy of Identifix.

KIA INTERMITTENT HARD STEERING ON SORENTOS

Fig 5: Kia-old

Fig 5: Kia-new

This bulletin provides information relating to the service of the vehicle speed sensor (Fig. 5) and adapter cord.

Sorento EX vehicles produced before Oct. 6, 2004, may intermittently have variations in the level of power assist during driving or park-

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ImportTechTips] Repair Procedure: 1. Remove and replace the vehicle speed sensor in the transmission on 2WD vehicles. See Fig. 6. Torque the new speed sensor to 60 in.-lbs. or 7.5 Nm. 2. If the vehicle is equipped with 4WD, remove

Fig 6: Kia

ing. Diagnostic trouble code (DTC) C1012 may be stored in the EPS control module.

Note: The repair procedure in this technical service bulletin should only be performed on customer complaint vehicles.

Fig 7: Kia

Import-Car.com

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[ ImportTechTips 3. Install a new vehicle sensor adapter cord to the new sensor. Connect the vehicle harness, then tie-up the wiring with a tie-strap to prevent vibration and interference as shown in Fig. 8.

4. Connect the Hi-Scan Pro to the underhood DLC only.

5. Select Elec. Power Steering and press Enter.

6. Select Diagnostic Trouble Codes and press Enter.

7. Clear diagnostic trouble codes, as necessary.

Fig 8: Kia

and replace the vehicle speed sensor in the transfer case. See Fig. 7 on page 49. Torque the new speed sensor to 60 in.-lbs. or 7.5 Nm.

Part Number Information: Description

Old P/N

New P/N

Vehicle Speed Sensor

0K60A 55475

96420 4A600

Cord-Speed Sensor

N/A

91400 3E999

Courtesy of KiaTechInfo.com.

SUBARU MYSTERIOUS LEAKING ENGINE OIL SEALS? CHECK THE PCV!

The Mitchell 1 Techline has heard of a very limited number of cases involving engine oil seals leaking after being displaced from their normal positions.

As the engine heats and cools, condensation can accumulate in the PCV system, which, in extreme cold, can eventually turn to ice.

Upon closer inspection, technicians have reported finding accumulations of ice restricting or blocking airflow through the PCV system.

When the engine’s PCV system cannot “breathe” properly, excessive crankcase pressure can build, resulting in oil seal displacement/leak.

Once the seal is displaced, the pressure buildup condition is gone. This situation can easily be overlooked if the vehicle is brought into the shop the night before inspection and/or repairs begin and allowed to “thaw out.” Once thawed, the blockage is gone and the PCV system returns to normal operation. This condition has been found to occur only on turbocharged vehicles operating in extreme cold temperatures.

Courtesy of Mitchell 1. IC

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January 2013 | Import-Car.com

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January 2013 | Import-Car.com

Veyance Technologies, Inc., manufacturer of Goodyear Engineered Products, announced the release of 104 new part numbers to its automotive aftermarket and heavy-duty product lines. The additions provide even more extensive vehicle coverage for some of the brand’s most popular products, including: 49 molded heater hoses, 30 Gatorback belts, 18 molded radiator hoses, three timing belt kits, two tensioners, a pulley and a fuel fill hose.

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Track Talk NASCAR Short Track Aces to Light Up Daytona For 2012 NASCAR Whelen AllAmerican Series national champion Lee Pulliam, being locked into the starting field for the Late Model race at the 2013 UNOH Battle At The Beach is the opportunity of the young racer’s lifetime.

“The opportunity to go to Daytona, for me as a driver is a really big deal,” Pulliam said.

“This is probably going to be my only opportunity to run at Daytona, so it’s going to be a big deal for a lot of us.”

Pulliam, a Semora, NC, native, will be among many of NASCAR’s up and coming stars getting a chance to compete at the legendary Daytona International Speedway during Speedweeks 2013.

The bright lights of the “World Center of Racing” will shine on the stars of NASCAR’s regional and touring series, as Daytona International Speedway hosts the inaugural UNOH Battle At The Beach on Feb. 18-19, 2013.

The two days of racing will be headlined by three nonpoints special events — the NASCAR K&N Pro Series, NASCAR Whelen Modified tours, and the Late Model division of the NASCAR Whelen All-American Series.

Joining Pulliam at the event will be many of NASCAR’s up and coming stars including: NASCAR K&N Pro Series East champion Kyle Larson; 17year-old Dylan Kwasniewski, the youngest K&N Pro Series West Champion in history;

Chase Elliott, son of two-time Daytona 500 champion Bill Elliott; and Joe Gibbs Racing developmental driver Darrell Wallace Jr. “This is all about the stars of tomorrow vying for glory at Daytona International Speedway,” said George Silbermann, NASCAR vice president of regional and touring series.

“During two days and nights of intense competition, fans will be able to see today’s aces of short track racing and some great young talent.”

Racers will compete on a 0.4-mile oval track on the famed Superstretch of Daytona International Speedway.

The ultimate prize — a piece of throwback hardware.

Inaugural “Battle At The Beach” trophies are replicas of the trophy bestowed upon infamous throttle-stomper Fonty

Back to the future: NASCAR’s next generation of drivers will compete for 1954 trophy replicas at the Battle At The Beach.

Flock for winning on the Daytona beach circuit in 1954.

“I always like old trophies, the history of NASCAR and where it comes from and what it began as,” said Pulliam who lists Dale Earnhardt Sr. as his racing inspiration. “I think that’s an important part of this sport. To see that trophy being a replica of one of the first ones given out, that’s really neat. It would be pretty sweet to take that thing home.”

With the addition of the Battle, Daytona International Speedway is the first track to feature every level of NASCARsanctioned racing at its facility, as the short-track teams join the three national NASCAR Series and the Grand-Am Series at the famed speedway.

“It’s our first foray into short-track racing,” said Daytona International Speedway President Joie Chitwood.

“Now we’ve got this new twoday event on Monday and Tuesday of race week, and we’re really excited.”

Tickets for the UNOH Battle At The Beach, along with all other Speedweeks 2013 events, can be purchased online at www.daytonainternationalspeedway.com or by calling 1-800PITSHOP. Stay up to speed on the latest news by using hashtags #NASCAR, #DAYTONA500 and #NASCARBattle.

By Kimberly Hyde, NASCAR The inaugural 2013 UNOH Battle At the Beach will be the destination for fans to get a glimpse of NASCAR’s stars of tomorrow.

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

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