Import Car, July 2013

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❯❯ BMW Alignment July 2013

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MAGAZINE

❯❯ Variable Camshaft Timing

❯❯ Brake Technology

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Touareg V8 Timing Belt Replacement

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CONTENTS 24

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Volume 35, No. 7

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Diagnostic Solutions

Tech Feature

Variable Camshaft Timing Gary Goms discusses how VVT can dramatically affect engine performance by reducing exhaust emissions, extending fuel economy and increasing low- and highspeed engine torque, and follows up with tips on how to troubleshoot suspect VVT systems.

Brake Technology There was a time when advancements in brake technology were entirely hardware based, like the change from drum brakes to disc brakes, says Technical Editor Larry Carley. Today, electronics is driving most of the advancements in braking technology.

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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02-04 Contents 07.13 7/11/13 1:28 PM Page 4

DEPARTMENTS Columns 6 Editor’s Notebook

Publication

A

Contributing Writers Bob Dowie, Village Auto Works, Chester, NY

8 News Update

6

18 Gonzo’s Tool Box

Gary Goms, formerly of Midland Engine Electronics & Diagnostics, Buena Vista, CO Bob Howlett, The Swedish Solution, Orange Village, OH Scott “Gonzo” Weaver, Superior Auto Electric, Tulsa, OK

52 Tech Update:

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

BMW Alignment

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62 Import Tech Tips

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

70 Essentials (New Products)

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

74 Ad Index

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

75 Classifieds 80 NASCAR Performance 52

President

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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) (July 2013, Volume 35, Number 7): 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

Maintenance Mindset Racks Up Miles and Service Opportunities

H

ow many miles do you think a pampered engine could rack up?

Hundreds of thousands? How about millions!

Irv Gordon, a Long Island, NY, resident who’s has traveled the U.S. for nearly 50 years, can attest to that. He’s driven the same vehicle, a shiny, red 1966 Volvo P1800, racking up nearly 3 million miles.

Featured in the May 2007 issue of sister publication Underhood Service, Gordon and his Volvo had reached 2.5 million miles on the odometer.

At that time, the Volvo had received over its life 710 oil changes, one new starter and a rebuild to the original engine (at 675,000 miles).

Gordon is still driving the P1800, which he purchased new in 1966 for $4,150. And the Volvo’s 3-million-mile mile-

Mary DellaValle, mdellavalle@babcox.com

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stone is literally on the horizon.

Volvo Cars of North America has developed a website that auto enthusiasts can visit, 3MillionReasons.com, to follow Gordon’s unique story and view his latest travels as he journeys the country.

“I never had a goal to get to 1 million, to 2 million. I just enjoyed driving and experiencing life through my Volvo,” said Gordon, who holds the Guinness Book of World Records recognition for most miles driven by a single owner in a non-commercial vehicle, and has driven more than 2.99

million miles in his shiny red Volvo.

Nino Gambino, a technician with an “A” rating at Volvoville in Huntington, NY, the same dealership where Gordon purchased his car in 1966, said, “Because Irv follows the owner’s manual and truly cares for and loves his car, I have no doubt he’ll reach 3 million. Irv always says he takes better care of the car than himself!”

Based on his calculations, Gordon plans to reach 3 million miles in Alaska this September.

How are you promoting maintenance to your customers to keep their vehicles in toprunning condition and to go that extra mile? Maybe not 3 million, but enough to fuel their passion for vehicle ownership and all the freedom and performance that a well-maintained vehicle offers. IC

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08-17 News_July 7/11/13 1:32 PM Page 8

[ NewsUpdate Centric Parts Named Outstanding Business Partner By The Parts Authority Centric Parts was named 2013 Outstanding Business Partner by The Parts Authority, which is celebrating 40 years in business this year. The honor was bestowed during The Parts Authority’s annual meeting and expo once again held at Citi Field in New York, home of the New York Mets.

In presenting the award to Centric Parts sales rep Terry Dolan, The Parts Authority’s Randy Buller explained why Centric Parts was chosen this year. “Absolutely the best shippers, best availability, best product, no comebacks, best pricing — Centric Parts, just the best,” Buller said.

“It’s an honor to be recognized again for sticking to the Centric Parts philosophy of right part, right place, right time,” said Dan Lelchuk, president of Centric Parts. “The Parts Authority has been a valuable partner and continues to be one of the leading names in the automotive aftermarket business. We congratulate them on 40 years and look forward to continued mutual success.”

Centric Announces Expansion In other news, Centric announced the opening of an additional 50,000 square feet of warehouse and office space in City of Industry. This brings the total square footage in City of Industry to 370,000, and to a combined 550,000 square feet between the company’s three Southern California facilities.

“We have relocated customer service, accounts receivable and sales into this new office,” said Lelchuk. “The new larger offices better position us to continue providing the excellent customer service that Centric Parts customers know us for. Our business continues to grow, fueled by our updated and expanded range of products and our investment in the future.”

The new space expands Centric’s existing City of Industry campus, which handles sales and customer service, as well as shipping and receiving of finished goods within several adjacent structures. This expansion is just the latest for Centric Parts, which has continually grown over the 13 years since it was founded in 2000.

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[ NewsUpdate SACHS Clutch Brand Selected Co-Approved Clutch Vendor At Automotive Distribution Network Popular Monroe ‘Real Rewards’ ZF Services LLC, the strategic aftermarket business unit of ZF Friedrichshafen AG, has announced that its SACHS clutch brand was recently selected as a Co-Approved Clutch Vendor to the Automotive Distribution Network (ADN).

A “Co-Approved” vendor is supported by the ADN to its membership with pricing services, data warehouse information, Net Intel and marketing support.

ZF Services stated that this is an important step for the company in its growth initiative within the group. ZF Services supplies several product brands to the aftermarket, including SACHS shocks and struts, SACHS clutches, Lemförder chassis components, ZF Parts remanufactured transmissions and components, and STABILUS gas-charged lift supports.

SACHS, a major supplier to the OEMs, is already the clutch supplier of record to a number of ADN members.

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Program Back This Summer With $30 VISA Rewards For Monroe Sales The popular Monroe “Real Rewards” promotion returns this July and August, Tenneco announced, rewarding technicians with a $30 Visa prepaid card for each pair of qualifying Monroe Quick-Strut replacement assemblies sold during the promotional period.

“This program continues to be an exciting success for our trade partners,” said Sheryl Bomia, North America programs manager, Tenneco. “Consumers get all of the benefits of the premium, original Monroe Quick-Strut assembly that’s designed to help restore each vehicle’s steering, stopping and stability, while our trade partners quickly gain satisfied, repeat customers through the use of these popular, all-in-one strut replacement solutions.”

The Monroe Real Rewards quick-cash scorecard promotion will be available from July 1 through Aug. 31, 2013, for sales of qualifying pairs of the first complete, ready-to-install strut replacement solutions.

Each Monroe Quick-Strut assembly includes a premium strut featuring Tenneco’s exclusive, application-engineered valving technologies, precisely calibrated coil spring, robust bearing plate and other high-quality parts specified by Tenneco engineers for the vehicle. Each component is selected to help restore the vehicle’s original ride and handling characteristics. Every Quick-Strut assembly is backed by a limited lifetime warranty and 90-day Safe & Sound guarantee. Visit www.Monroe.com for guarantee and warranty details.

For additional information about the “Real Rewards” promotion, contact your Monroe supplier. To learn more about premium Monroe ride control products, contact your Monroe supplier, call (734) 384-7809 or visit www.monroe.com.

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[ NewsUpdate BendPak-Ranger Introduces New Spanish Language Website In an effort to better serve its growing international customer base, BendPak-Ranger recently launched a Spanish language version of its English website.

BendPak’s Spanish website, www.bendpak.com.mx, is a direct adaptation of their English version and is the culmination of more than eight months of dedicated effort. To translate the site into Spanish and keep it updated, rather than outsourcing, BendPak hired a dedicated in-house Spanish language marketing staff to oversee content creation and adaptation.

“Whether a prospective customer is building a new shop or updating their current workplace with new equipment, we know that the Internet

is often the first resource he or she will turn to for guidance,” said Jeff Kritzer, senior vice president of sales and marketing.

“Our goal with the new Spanish website is to provide efficient, native language guidance and easy-tofind information for the most common needs of our Spanishspeaking site visitors.”

The Spanish website launch further demonstrates the company’s enduring commitment to broaden its customer base and better reach emerging markets. The new Spanish website includes everything from catalogs and videos, to installation and maintenance manuals allowing Hispanic customers to find the information they need quicker and easier.

DENSO Introduces ‘My DENSO Rewards’ Incentive Program DENSO Products and Services Americas, Inc. has unveiled My DENSO Rewards, a sales incentive program for WD counterpeople and salespeople, as well as shop owners and their technicians. The program runs through Nov. 30, 2013, with participants earning reward points when they sell or install First Time Fit Cabin Air Filters or Wiper Blades.

“We feel that our First Time Fit Cabin Air Filters and Wiper Blades are second to none, and we wanted to give our warehouse distributors

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and installers an extra incentive to see for themselves,” said John Doran, senior manager, Marketing and Product Management Group.

“With the My DENSO Rewards program, participants can earn points that are redeemable for everything from Amazon gift cards to the latest electronics, sporting goods, power tools and more.”

The program is for participants in the U.S. and Canada. Enrollment and full details are at www.MyDENSOrewards.com.

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08-17 News_July 7/11/13 1:32 PM Page 14

[ NewsUpdate Save Up To $250 On Snap-on Diagnostic Software Bundle 13.2, Plus Get Free Software 13.4 Upgrade Snap-on is offering technicians up to $250 off the list price for the new Software Bundle 13.2, plus the new 13.4 software upgrade

for free through July 31, 2013.

This limited-time offer from participating Snap-on representatives is for customers in the U.S.,

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Canada and Puerto Rico with the VERUS, VERDICT, SOLUS and MODIS series platforms using software 12.2 or older.

“The new coverage in Snap-on Software Bundle 13.2 includes additional diagnostic capabilities for more than 63 million vehicles on the road today, expanding repair shops’ service reach, while fueling efficiency and productivity in the bay,” said Chris Hockett, product manager, Snap-on Diagnostics.

The newest Snap-on diagnostic software upgrade offers 54,000 new codes, tests, tips and data going back to 1998 for all major makes, plus new 2012 domestic and Asian model year coverage, helping technicians improve repair accuracy so they can fix more cars faster, which means higher profit.

The newly enhanced Snap-on optional European coverage is also available for Audi, BMW, Jaguar, Land Rover, MercedesBenz, MINI, Smart Car, VW and Volvo. This newest release includes the largest addition of BMW enhancements to date, including codes, data and tests for the parking brake (without this function the brake pads can’t be replaced), body controls modules and HVAC (allowing techs to drastically reduce diagnostic time by bi-directionally activating body and HVAC components).

For information, contact your Snap-on representative.

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08-17 News_July 7/11/13 1:32 PM Page 16

[ NewsUpdate Mike Fiorito Inducted Into Federated Vendor Hall of Fame Mike Fiorito, vice president of KYB Americas Corporation, has been honored as the 2012 Federated Auto Parts Vendor Hall of Fame inductee.

“We want to congratulate Mike for this well-deserved recognition,” said Larry Pavey, president of Federated Auto Parts. “I have (L-R): Larry Pavey, president of Federated Auto had the privilege of knowParts and Mike Fiorito ing Mike for many years and there is no one who cares more about Federated and our members than Mike. He has personally made tremendous contributions to the success of Federated and our Co-Man operation. In short, Mike exemplifies what the Federated Vendor Hall of Fame is all about.”

Fiorito began his aftermarket career in 1981 with Parker Hannifin’s Edelmann Division. He joined Brake Parts Inc. in 1988 and held a variety of sales and marketing positions before being promoted to vice president of key accounts. Following the company’s sale to Affinia, Fiorito served as vice president of sales for the Affinia Under Vehicle Group. In 2006, he joined KYB as director of business development before assuming his current position of vice president.

For more information and a list of recent inductees, visit www.federatedautoparts.com/HallofFame.aspx.

ACDelco Launches ‘Fan’-tastic JulyAugust Promotion This summer, ACDelco has a deal to cheer about. Beginning July 1, the “Get in the Game With ACDelco” promotion provides service centers with a $50 Fanatics.com gift card for supporting ACDelco products.

ACDelco Professional Service Center program participants and independent service centers are eligible to participate. The promotion runs through Aug. 31. (Fanatics.com is an online retailer of licensed professional and collegiate sporting goods and memorabilia.)

Participation and local rules may vary. For more information on Get in the Game With ACDelco, see your participating distributor or visit acdelcotechconnect.com.

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08-17 News_July 7/11/13 1:32 PM Page 17

NewsUpdate] Advance Auto Parts Partners With AVI To Offer Shops Flexible Online Training Solutions Advance Auto Parts announced a new partnership with AVI to provide shops with an expanded offering of online automotive training courses.

Advance Shop eLearning powered by AVI features online video content covering topics from basic automotive concepts to advanced technical diagnostic training. All content is available to shops 24/7 through the purchase of training bundles that can be tailored to meet a shop’s specific needs.

“AVI has long been recognized as a great solutions provider for training to the automotive aftermarket,” said Walter Scott, vice president of eCommerce and eServices for Advance Auto Parts. “The partnership through Advance Shop eLearning allows us to deliver the wide range of industry-leading online content that our shops need to stay on top of current technologies and better serve their customers.”

The online training bundles available include basic automotive systems for new service technicians, management courses geared toward shop owners, ASE test preparation, advanced diagnostics, working with hybrid or diesel vehicles and much more. Shops can

select content most relevant to their businesses on an individual basis. Additionally, a Learning Management System allows shop owners and managers to view and track their staff’s progress through the eLearning courses, and includes access to pre- and post-training tests.

“Training is a universal need in the aftermarket,” said Paul Louwers, CEO at AVI. “We’re excited to partner with Advance to provide on-demand training solutions that help serve commercial garages on a shopto-shop basis.”

In addition to Advance Shop

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eLearning powered by AVI, Advance offers commercial customers MotoLogic, a web-based repair and diagnostic tool, and DriverSide, an online marketing suite that helps shops attract new customers, optimize their online reputation, and increase customer service frequency and retention.

To learn more about Advance Shop eLearning powered by AVI, or other eServices available from Advance Auto Parts Professional, visit eservices.advancecommercial.com or call 855-222-1632. IC

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[ Gonzo’sToolbox

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

Interrogations Should Revolve Around Vehicle Problems, Not The Ability of The Technician To Solve Them

O

ccasionally, I’ll have a new customer approach the service counter not just to have their car repaired, but also to interrogate every part of my process in finding the solution. More often than not, these customers are referrals from another repair shop or previous customer. I seldom get interrogated by someone who has seen an advertisement or drove by the shop and stopped in for repair.

I know they don’t intend to come across as an interrogator from the German Gestapo, but the electric shocks, brass knuckles and bright spotlights are all that seem to separate their questions and re-questioning from the interrogation scenes in those old WWII movies.

My guess is the customer probably went to their friend for advice or the first repair shop with the intent of that particular shop being their primary car care facility. However, when the first shop refers them to another shop, their suspicions as to the second shop’s abilities become their largest concern.

It’s as if they walk up to the counter armed with large spotlights, black jacks and any other paraphernalia that could be used to badger me into submission to their way of thinking. It’s even

worse when they bring “friends” as material witnesses because that forces me into the position of answering not just to one person, but to several.

I thought I was gathering information on the symptoms of a car problem, but instead I find myself explaining Ohm’s law, defending my mechanical and electrical background, clarifying how I got started in the business, recalling the first wrench I ever used, and answering questions such as, “Are you planning to use a scanner to diagnose my car?”

Even though the wording varies, each question is ultimately asking the same thing: “I was referred over here, they said you could fix this, can you? Are you sure? Have you done this before?” These inquiries are usually followed by a stack of paperwork, jotted

Scott “Gonzo” Weaver, gonzostoolbox.com

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[ Gonzo’sToolbox down notes and Internet information dropped on the counter for me to read. I briefly look at the papers, then inform them they can take it home because I have my own information and diagrams.

Unfortunately, that generally leads to more interrogations. The customer continues to ask all kinds of questions, ranging from where my information comes from, to how much the repair will cost and how long it will take. To add insult to injury, before I even get the car in the shop they typically repeat everything they just asked, told and informed me about.

Because their buddies have all been under the hood intensely studying this problem, the interrogation eventually turns into an explanation of how much they already know about the problem and how they can help me solve it. In fact, this isn’t a concern of mine whatsoever, as I’m pretty sure I can take care of the problem myself. Furthermore, I am not, nor have I ever been, a member of the “SAPI (Slap-A-Part-In) party.”

The customer and his “techie” friends may say, “Well, I just need you to check it out and not spend a lot of money on finding the problem because we’ve

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already spent so much time on it.

If it gets too expensive to find out what’s wrong, I’m not going to get it fixed.”

If given the symptoms, diagrams and necessary tools, a good technician can solve any problem on a car. The biggest concerns are time, money and parts. A trained tech knows how to repair vehicles and, chances are, it won’t take him or her very long to sort it out. This is a highly skilled trade, not just a bunch of guys and gals that learned “lefty loosey-righty tighty.”

It just makes my job more difficult when I have to deal with interrogators continually questioning what I’m doing and attempting to answer the problems with their own brand of logic. Someday, I’d like to reverse the interrogation and set up a small desk and a single chair in the middle of the lobby, shine a bright light right at them and ask them a series of questions.

Just as every job has potential problems, each facet of car repair is unique and requires specific expertise. This is why many repair shops refer certain repairs to other shops. In this business, techs and shop owners all know who is the best in town for certain types of work. So, if a customer trusted the first shop, there’s no reason to doubt their ability in referring another shop with the same kind of integrity.

We can interrogate the car, just leave the other interrogations to the WWII movies. IC

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[ DiagnosticSolutions

VVT TROUBLESHOOTING

By Gary Goms, Import Specialist Contributor

Variable Camshaft Timing And Back Pressure Issues

W

hen the topic of variable valve timing (VVT) comes up, few realize that the concept of increasing low- and highspeed engine torque by automatically advancing and retarding valve timing isn’t a recent development. For example, I recently discovered an old variable camshaft timing gear that I bought during the 1960s featuring a torsion spring device that retards valve timing in response to the increased rotating torque needed to turn the camshaft at higher engine speeds.

In theory, I could enjoy the advantages of lowspeed torque and high-speed horsepower. In practice, however, it didn’t seem to work due to its reliance on rotating torque.

Nowadays, a historical discussion of the various

engineering approaches to variable valve timing could fill an encyclopedia. But computerized engine management systems have made variable valve timing a practical reality for most vehicles.

Coupled with tuned intake and exhaust systems, variable valve timing can dramatically increase low- and high-speed engine torque, increase fuel economy and reduce exhaust emissions. On the other hand, variable valve timing has brought with it some specific issues concerning engine lubrication and diagnostics.

To keep this text simple and to the point, I’ll leave the more unique VVT designs to the pages of history and electronic valve timing to the pages of the future. In the meantime, let’s look at the basics of how VVT affects engine performance, how

Photo 1: This Kia Constant Variable Valve Timing engine is but one of the many VVT engines now on the market.

Kia recommends its original equipment oil filter to ensure adequate oil flow to the VVT mechanism.

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[ DiagnosticSolutions it might fail and then follow up with a few tips on how to troubleshoot suspect VVT systems.

See Photo 1.

TERMINOLOGY

OPERATING PRINCIPLES Effective valve timing is very dependent upon the velocities of the intake air flowing through the engine’s intake ports and the exhaust gases flowing out of the engine’s exhaust ports. On most naturally aspirated engines, the intake valve doesn’t close until the piston begins moving upward on compression stroke. When intake air is moving slowly at lower engine speeds, the intake valve should close early to prevent the piston from pushing the intake air back into the intake port and manifold.

But when intake air velocities increase with engine speed, the intake valve should close later to help July 2013 | Import-Car.com

pack more air into the cylinder.

In theory, most VVT designs begin to change intake valve timing when intake air velocities begin to dramatically increase at 2,500 to 3,500 rpm. Of course, the PCM’s actual operating strategy depends largely upon the engine design and the speed limitations of the engine.

While exhaust valve timing isn’t as critical to engine performance as intake valve timing, it theoretically can be advanced on DOHC applications to increase valve timing overlap at higher engine speeds and retarded to reduce valve overlap at lower engine speeds.

Valve timing overlap is desirable at higher engine speeds. Simultaneously holding the intake and exhaust valves open as the engine goes from exhaust to intake stroke allows the engine to make use of the slight negative pressure created by exhaust gases exiting the exhaust port to help draw the intake charge into the cylinder.

But at lower engine speeds and gas velocities, high valve overlap produces a loping idle due to exhaust gases pushing back into the intake manifold, plus it reduces engine running compression. Keep in mind also that changing the exhaust valve timing can create an “EGR” effect that helps reduce Nitrogen Oxide (NO) emissions in some applications.

The variable “valve” timing that most of us see is actually variable “camshaft” timing that improves low- and high-speed torque by advancing or retarding the camshaft timing on single overhead camshaft (SOHC) engine applications.

The variable “valve” timing that most of us see in our shops is actually variable “camshaft” timing that improves low- and high-speed torque by advancing or retarding the camshaft timing on single overhead camshaft (SOHC) engine applications.

In contrast, some doubleoverhead camshaft (DOHC) applications perform those same functions by separately advancing or retarding the intake and exhaust camshafts.

Fully variable valve timing can be achieved only by using computer-operated solenoids to precisely control the intake and exhaust valve opening and closing events. Although the various combinations of valve timing events are theoretically infinite on an electronically controlled system, its applications are limited due to issues of cost and, in some cases, reliability.

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VVT TROUBLESHOOTING

CAM LOBE DESIGN In passing, it’s helpful to understand the basics of camshaft lobe design. To prevent excessive stress on the valvetrain, a cam lobe must be designed to gradually accelerate the mass of the lifter, push rod, rocker arm and valve. Overhead camshaft designs reduce valvetrain stress by replacing these components with a simple cam follower.

Unfortunately for mechanical camshafts, varia-

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[ DiagnosticSolutions tions in valve lash will cause slight changes in valve timing. Since hydraulically adjusted camshafts don’t require a lash clearance, valve timing remains very consistent.

In either case, the cam lobe must be designed to gradually decelerate the valvetrain to prevent valves from bouncing off the valve seats at peak engine speeds. While camshaft lobes can be ground to increase air flow by increasing valve lift, the increased valve lift increases stress on the valvetrain as well as the potential for piston-to-valve interference. See Photo 2.

VVT TROUBLESHOOTING

Photo 2: The valve timing overlap between the intake and exhaust lobes is clearly visible on this rebuilt cylinder head.

DIAGNOSTIC TIPS VVT HARDWARE Variable camshaft timing on early single-overhead camshaft (SOHC) engines was achieved by using a camshaft “phaser” consisting of a spring-loaded hydraulic piston forcing a beveled drive gear against a similar beveled drive gear mounted on the camshaft.

Precise camshaft timing can be achieved by using the Powertrain Control Module (PCM) to apply oil pressure to the piston by pulsing an oil control valve. Since the piston incorporates an orifice to bleed away oil pressure, cam timing can be changed by increasing the pulse width applied to the oil control valve.

If the electronics fail, a phaser return spring will push the piston to its default timing position. The PCM will also monitor camshaft position by comparing the relative positions of the camshaft position sensor (CMP) and the crankshaft position sensor (CKP). If those positions don’t correspond with the programmed data, the PCM should set a P0010-series or P0340-series trouble code.

Some VVT designs also incorporate a separate valve timing sensor (VTS) to provide a more precise valve timing feedback to the PCM. While most modern VVT designs use the more compact vanetype phasers to adjust valve timing, they continue to use the same basic arrangement of sensors and oil pressure control mechanisms to allow computer control. See Photo 3 on page 30.

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As you might have already guessed, VVT diagnostics is very application-specific because it not only depends upon whether the engine is an in-line or Vtype block, or a SOHC or DOHC configuration, but also upon the configuration of the phaser and system electronics. In addition, there are literally dozens of “global” P0010- and P0340-series trouble codes, not to mention manufacturer-specific P1000-series codes that can be stored due to a valve-timing problem. But, by applying basic operating principles, it’s possible to diagnose most VVT failures, regardless of configuration.

It’s obvious that most VVT failures will result in a loss of low- or high-speed engine torque and affect intake manifold vacuum. When the camshaft is not responding to the positions commanded by the PCM, the PCM should store a camshaft-related

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[ DiagnosticSolutions

VVT TROUBLESHOOTING

Photo 3: Although this VVT engine came in running, a few missing cogs on the timing belt were enough to illuminate the check engine light and store a P0340 DTC.

timing P0340-series error code. On V-block engines, a camshaft timing error on one bank might also result in P0300-series misfire codes for all cylinders on that bank.

In addition, remember that valve timing and valve overlap affect cylinder compression. With a singlebank failure on a V-block engine, the bank-to-bank cranking compression should differ, as should the bank-to-bank fuel trim numbers. Also, keep in mind that with the re-introduction of steel timing chains, a single loose chain or a worn tensioner or chain guide on one bank can retard cam timing and perhaps affect cold starting and driveability performance.

Engine oil viscosity as well as oil filter flow capacity can definitely affect the ability of the cam phaser to control valve timing, as can the service life ratings of the oil.

In many cases, a non-OE approved oil, coupled with a low-capacity oil filter, can cause sludging or varnishing, which causes cam phasers to stick in advanced or retarded positions. This may also cause the oil passages in the cylinder head, oil control valve and phasers to clog with sludge or become contaminated with metal chips. Even when using

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OE or OE-approved oils, keep in mind that engine oil must be changed at recommended intervals.

Last but not least, many advanced diagnostic technicians routinely collect labscope samples of known-good CMP and CKP sensor waveforms for future comparison with those produced by a similar model afflicted with a suspected valve timing problem. But that’s a story unto itself.

For the meantime, it’s a good idea to check each VVT vehicle for scan tool-based cam timing data and to stay on top of current VVT issues by monitoring on-line information sources and the pages of ImportCar magazine. IC Gary Goms is a former educator and shop owner who remains active in the aftermarket service industry.

Gary is an ASE-certified Master Automobile Technician (CMAT) and has earned the L1 advanced engine performance certification. He also belongs to the Automotive Service Association (ASA) and the Society of Automotive Engineers (SAE).

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32-38 Volkswagen Maintenance 7/16/13 9:25 AM Page 32

[ VolkswagenFeature

“W

e don’t work on those V8s.” I’ve often heard that said in reference to the 4.2L VW and Audi 8 cylinders. Some criticisms are that the timing belts require too many special tools and you can’t see the engine (see Photo 1). I hear a lot of excuses when it comes to V8 Audis and VWs, but, in reality, they are not much different than the V6s and most models don’t require too many special tools. There are many shops that don’t want to do a timing belt replacement on the 4.2 V8, but it’s time to buy the tools and stop sending good paying jobs to competitors.

A friend of mine, the chief of police of a nearby community, recently acquired a confiscated 2004 Volkswagen Touareg at no cost as a result of a drug bust (see Photo 2). It had a few rattles and needed wiper blades, so the chief stopped by to have me take a quick look.

It’s widely believed that the timing belts on

TIMING BELTS

By Bob Howlett, Owner, The Swedish Solution www.swedishsolution.com

VWs are due at 105,000 miles, but that is not always the case. This car has a recommended change interval of 80,000 miles and it was 15,000 overdue. Because we stock the parts, he decided to leave the car so I could take care of the belt before it failed and a catastrophic engine failure resulted. Let’s get started.

1. In most 4-, 6- and 8-cylinder cars, the front of the car comes off and what VW calls the lock carrier gets put in service position. The Touareg has plenty of room so that step was not necessary in this particular case.

2. Lift the car and remove the under pan. Carefully vent any pressure in the cooling system.

Release the retainers holding the upper radiator hose to the fan assembly. Pull the clip and disconnect the hose from the radiator (see Photo 3).

3. Disconnect the electrical connectors, then release the retainers on the sides of the fan assemPhoto 2

Photo 1

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32-38 Volkswagen Maintenance 7/16/13 9:25 AM Page 33

Photo 3

Photo 4

Photo 5

Photo 7

Photo 8

Photo 6

Photo 9

Photo 10

bly and remove the cooling fan assembly.

4. Release the tension on the serpentine belt by turning the tensioner clockwise (see Photo 4). If the belt is to be reused, mark the direction of rotation. Our belt looked pretty bad and needed to be replaced (see Photo 5).

5. Release the clips and remove the left and right upper timing belt covers (see Photos 6

and 7). Rotate the crank pulley until the mark lines up for top dead center (see Photo 8). The large holes on the camshaft securing plates should be aligned on the inside so the camshaft locating bar 40005 will fit between the two cams (see Photo 9). If the large holes are on the outside, rotate the engine 360째 and they should line up properly.

6. Remove the sealing plug

Photo 11

from the left side of the block and you should be able to carefully install the crankshaft holding tool 3242 and lock the crankshaft in place (see Photo 10). Remove the center timing belt cover and then remove the eight bolts holding the crank pulley on (see Photo 11 and Photo 12 on page 34).

7. Next, remove the side bolt for the oil filter housing (see Photo 13 on page 34), followed by Import-Car.com

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[ VolkswagenFeature the three front bolts that hold the timing belt dampener cover on, and then remove the cover.

Slowly depress the dampener until you can install locking pin 40011 (see Photo 14).

8. With the cams in place and the crank locked in place (see Photo 14), you can now loosen the cam gear retaining bolts (see

TIMING BELTS

Photo 15) and remove the gears using puller 40001 (see Photo 16). Leave the cam adjusting bar in place while pulling the cam gears to prevent the cams from turning. Once you remove the cam adjusting bar, you can remove the belt (see Photo 17).

9. The water pump is timingbelt driven, so before you install Photo 13

Photo 12

the new belt, replace the water pump (see Photos 18 and 19) and also install a new thermostat (see Photo 20 and Photo 21 on page 36). Our timing belt kit came complete with the hydraulic dampener and both rollers. Once those were put in place, the belt was put onto the crankshaft gear first, then the Photo 14

Photo 17

Photo 15

Photo 16 Photo 20

Photo 18

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Photo 19

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[ VolkswagenFeature

TIMING BELTS

Photo 22

Photo 21

Fig. 1 Fig. 2 Photo 24

Photo 23

dampener roller, around the tensioner roller, then onto the still loose camshaft gears and finally around the water pump (see Photo 22).

10. Reinstall the camshaft adjusting bar. Install a 5 mm drill bit between the tension arm and hydraulic piston (see Fig. 1). Then, using tool 40009, turn and hold the tensioner in the 1 o’clock position and tighten the bolt to 45 Nm (see Photo 23). You can now remove the drill bit and pin from the hydraulic dampener.

11. Lift the tension arm and install a 7 mm drill bit between the tensioning lever and the hydraulic tensioner

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housing (see Fig. 2), torque the cam bolts to 55 Nm (see Photo 24), and remove the cam adjuster bar. Remove the crankshaft holding tool and install and torque the plug to 30 Nm. 12. Rotate the engine 720° and check that the distance be-

tween the top of the hydraulic dampener and the roller arm is about 5 mm. If everything looks good, reinstall the crank pulley.

13. Install the timing belt covers and install the new serpentine belt (see Photo 25 on page 38).

14. Reinstall the cooling fan assembly and skid plate.

15. Refill the cooling system using an airlift (see Photo 26 on page 38), and you’re ready to start the car.

While it was clear that the timing belt had never been done, it did look like the car had been fairly well maintained. We replaced the rattling sway bar links, put on a set of wiper blades and it was ready to go.

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32-38 Volkswagen Maintenance 7/16/13 9:25 AM Page 38

[ VolkswagenFeature It’s important to note that we almost missed out on this maintenance opportunity. Many timing belts have different change intervals even in the same car line. The change intervals can be different not only because of en-

Photo 25

TIMING BELTS

gine size, but also due to model year. Don’t miss out!

When a vehicle comes in, if even for a quick check, let the customer know about its required maintenance. We usually make a lot more money doing routine

maintenance than diagnosing intermittent driveability problems.

Don’t let these significant maintenance opportunities pass you by — ones that will also help you keep your customers’ vehicles in top-running condition. IC

Photo 26

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42-50 Tech Feature, Brake Technology 7/16/13 9:21 AM Page 42

[ TechFeature

BRAKE TECHNOLOGY

By Larry Carley, Technical Editor

How Software Is Changing Braking Electronics Are Driving Technological Advancements

T

here was a time when advancements in brake technology were entirely hardware based. The change from drum brakes to disc brakes, the introduction of semi-metallic and ceramic brake pads and the addition of power brakes as standard equipment were all changes achieved by redesigned and improved brake system components. Today, electronics is driving most of the advancements in braking technology.

It started with anti-lock brakes (ABS). When ABS became part of the brake system, the ability to electronically control individual brake circuits opened up a whole new world of possibilities.

One was to get rid of the mechanical brake proportioning valve so the rear brakes could handle a greater

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percentage of the braking load to reduce stopping distances. Electronic Brake Distribution is now common on many vehicles.

Traction control and stability control came next.

With the help of the ABS pump and high-pressure accumulator, traction control can apply the brakes as needed to prevent or control wheel spin. On some applications, it functions like a limited slip differential to improve traction on slippery surfaces. Stability control employs individual wheel braking to counter oversteer and understeer. This improves handling stability and reduces the risk of rollovers in SUVs and other vehicles.

BRAKE PRE-CHARGING As braking technology evolved, the next step was to make the brake system smarter. On some vehicles, the brakes can now anticipate stops even before the driver can react. By monitoring throttle position and vehicle speed, software changes allow the brake system to pre-charge the brakes the instant the driver’s foot lets up on the accelerator pedal. Light pressure is applied to the brakes in anticipation that the brakes will soon be applied.

According to research performed by Audi, priming the brakes reduces the time it takes to apply the brakes by 100 to 200 milliseconds. At 80 mph, this can reduce the overall stopping distance by 23 feet, or about one car length, which may be enough to avoid or mitigate a collision.

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[ TechFeature

BRAKE TECHNOLOGY

“Brake Assist” is a variation of this approach that senses when the driver is braking hard as opposed to braking normally. By monitoring the rate at which the brake pedal is being depressed, the system can increase the amount of brake force to help the vehicle stop more quickly.

Additional inputs from the ABS wheel speed sensors, vehicle speed sensor, yaw and acceleration sensors and accelerator pedal may also be used to determine if the vehicle is braking normally or if the driver is slamming on the brakes.

One caution you have to keep in mind when working on vehicles that have some type of brake pre-charging system is that the brakes have to be disabled before you begin any work on them. If the vehicle does

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not have a manual deactivation switch, this may require using a factory scan tool or aftermarket bi-directional scan tool to access the vehicle’s brake controller so it can be turned off. Another option would be to locate the brake controller fuse and remove it.

On applications where the ABS pump and highpressure accumulator are used for power-assisted braking, the high-pressure accumulator should be completely discharged before you open any hydraulic lines. Pumping the brake pedal 30 to 40 times with the ignition key OFF can do this.

On some Mercedes applications, things get a bit tricky. To deactivate the brake system, you need to remove the keyless entry fob from the vehicle, then lock the doors. Then, move the key out of range from the vehicle so the system cannot be accidentally activated. After 30 seconds, the Sensotronic braking system should time out and go into sleep mode. Do not unlock the vehicle while any brake work is being performed and do not touch the brake pedal.

Once the work has been completed, the system needs to be reactivated using a multi-step procedure that involves cycling the ignition on and off once, then quickly cycling the steering wheel side-

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42-50 Tech Feature, Brake Technology 7/16/13 9:21 AM Page 46

[ TechFeature

to-side. This will wake up the system and cause it to pre-charge the brakes.

REDUCING BRAKE FADE On some vehicles, the brake controller monitor brakes are used when the ABS, traction control or stability control systems are intervening. The controller keeps track of vehicle speed and to what extent the brakes are being used so the brakes don’t get too hot. If the controller estimates the brakes are overheating (which occurs around 900° F.), it may temporarily discontinue ABS, traction control and/or stability control to give the brakes a chance to cool down.

A similar approach is used by BMW with its “Brake Fade Compensation” system. In 2006, BMW made software changes to its ABS systems on its 3 Series models that allow the brake controller to compensate for brake fade under hard use by increasing the amount of power-assist

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BRAKE TECHNOLOGY

provided by the ABS pump.

The software algorithm can fairly accurately estimate the temperature of the brake pads without using an actual brake pad temperature sensor to predict how much the brakes are starting to fade. As the calculated pad temperature goes up, the system applies more power assist to compensate for any loss of friction. This provides a more consistent pedal feel without decreasing braking effectiveness or increasing stopping distances.

On most vehicles, the driver has to press harder and harder on the brake pedal when the brakes are getting really hot to maintain the same braking effectiveness. On some cars and SUVs, the brakes start to fade rather quickly when they are subjected to repeated hard braking. But it does provide a feedback signal to the driver to back off a bit so the brakes can cool. If the driver fails to realize what’s happening, and continues to ride

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42-50 Tech Feature, Brake Technology 7/16/13 9:21 AM Page 48

[ TechFeature the brakes, the brakes may get so hot that they fail completely — and that’s something nobody wants!

Because brake fade compensation is programmed for the hot friction characteristics of the original equipment brake pads, it should be obvious that any replacement brake pads for these vehicles should have friction characteristics that closely match the original pads. If a tech installs pads that vary too much from the original pads, the amount of brake fade compensation applied may not match the fade characteristics of the new pads, resulting in too much or not enough compensation. This is something that both friction suppliers and technicians will have to keep in mind as these more sophisticated braking systems come into greater use.

HILL HOLDING Software tweaks to the

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BRAKE TECHNOLOGY

brake controller can also provide a “Hill Holding” feature on some vehicles. Monitoring the movement of the wheels via the wheel speed sensors and the position of the gear shift lever and clutch pedal position allows the brake controller to detect any rolling forward or backward when the vehicle stops on an incline. The system applies the brakes to prevent the vehicle from rolling while it’s stopped, then releases the brakes when the clutch starts to engage. This makes it easier for drivers who are not very adept at driving a stick shift and stopping on hilly terrain.

On some SUVs, such as Jeeps, software changes allow the brakes and stability control system to provide a “Hill Descent” feature. This allows the driver to concentrate on steering and take his foot completely off the brake pedal when descending a steep off-road trail. The hill descent system monitors the rate of descent and uses individual wheel braking to keep the vehicle straight as it descends the hill at a safe pace.

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42-50 Tech Feature, Brake Technology 7/16/13 9:21 AM Page 50

[ TechFeature ADAPTIVE BRAKING Software has also allowed the brakes to be integrated with “Adaptive Cruise Control” systems that allow a vehicle to maintain a consistent following distance as the pace of traffic changes. Most use radar to measure the distance to the vehicle in front, but some use optical systems. When the lead vehicle slows, the adaptive cruise control system automatically applies gradual braking to maintain a safe following distance. If the vehicle ahead suddenly brakes, some systems will give a hard pulse to the brake to alert the driver, while others will take over and apply the brakes if the driver fails to react in time.

AUTOMATIC BRAKING By adding hardware that can see the road ahead (whether radar, optical cameras or both), automat-

BRAKE TECHNOLOGY

ic braking has even become a reality on some high-end luxury vehicles. Volvo, Mercedes and others now offer some type of automatic braking system that will apply the brakes if the driver fails to react.

These systems detect cars and other objects ahead of the vehicle with their radar or optical systems. The relative rate of closure is constantly being calculated to determine if the driver needs to be warned. If the driver fails to slow down or brake, a warning light may flash or a chime will sound. If the driver still fails to react, the automatic braking system takes over and either begins to slow down the vehicle (collision mitigation braking) or bring it to a complete stop.

Some of these systems slow the vehicle only above a certain speed, while others may apply full braking as needed. It’s essential that the drivers of these vehicles fully understand how their automatic braking system works,

what it will do and won’t do, and when it will and won’t intervene.

On Volvo’s XC60 City Safe system, for example, full automatic braking is only used at low speeds and does not intervene at speeds above 18 mph. The reason being is Volvo says up to 75% of all accidents occur at speeds of less than 30 km/h. So an automatic braking system that can prevent or lessen the severity of accidents within this speed range has the potential of significantly reducing insurance claims and repair costs.

Some SUVs are also combining automatic braking with object detection when backing up. Visibility behind many SUVs is very limited from the driver’s seat, so automatic braking kicks in if the ultrasonic backup sensors detect anything behind the vehicle while it is backing up. IC

Larry Carley has more than 30 years of experience in the automotive aftermarket, including experience as an ASE-certified technician, and has won numerous awards for his articles. He has written 12 automotiverelated books and developed automotive training software, available at www.carleysoftware.com.

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52-60 Tech Update, BMW Alignment 7/16/13 9:37 AM Page 52

[ TechUpdate

BMW ALIGNMENT

By Andrew Markel, Editor, Brake & Front End Magazine

he BMW E46 was the best selling generation of the 3 Series.

And while the rear-wheel-drive sports sedan is one of the more complicated cars to align, it offers many service and repair opportunities.

The front suspension is a strut design with the familiar sickle-shaped control arm that was introduced on this platform in 1983. The rear suspension carried over from the E36, but it has a unique rear trailing arm design.

The best advice given by many BMW dealership technicians is to measure the ride height before starting an alignment. The rear suspension is sensitive to changes in both front and rear heights. BMW specifies the ride height must be within Âą2mm. The measurement is taken between the lip of the wheel well and the bottom of the rim. The specifications vary between coupes, sedans and suspension packages, so be sure to check your service information for the right spec.

T

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53 Advance IC 7/16/13 9:35 AM Page 53

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52-60 Tech Update, BMW Alignment 7/16/13 9:37 AM Page 56

[ TechUpdate FRONT SUSPENSION The number one component to fail on the BMW E46 front suspension is the rear control arm bushing. The bushing is attached to the unibody, directly next to the driver and passenger foot wells. When this bushing gets soft, it will change the toe, camber and caster. This will result in inside edge tire wear.

Camber can be adjusted ±0.5º by moving the upper strut mount in slots cut in the strut tower. If you cannot get the camber into spec with this adjust-

BMW ALIGNMENT

ment, start looking at the ride height, bushings and cradle. Other more radical camber adjustment kits are available that can change the camber by -3.5º, but these are for track-day cars.

Adjusting the toe is the same as on any other vehicle. BMW makes it easier with marks on the steering rack and shaft. If the toe is adjusted properly and the marks match up, you should not have to recalibrate the steering angle sensor.

But, the output for the steering

angle sensor should be checked with a scan tool to make sure it reads that it’s centered. If a tie rod or the rack is replaced, the sensor must be recalibrated. In addition, the steering angle sensor must be coded or reflashed if it has been replaced.

The rear suspension on a BMW E46 is very unique.

The design is called a “C” arm type. BMW calls it an “Elastokinematics” suspension system that is designed to be pliable (like elastic), which absorbs the longitudinal and axial forces of driving to provide better handling characteristics.

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[ TechUpdate

BMW ALIGNMENT

Rear Suspension Diagnostic Chart

‘C’ ARM-TYPE REAR SUSPENSION The rear suspension on a BMW E46 is very unique. The design is called a “C” arm type. BMW calls it an “Elastokinematics” suspension system that is designed to be pliable (like elastic), which absorbs the longitudinal and axial forces of driving to provide better handling characteristics. But, the rear has more than a dozen mounts and bushings that can soften and eventually fail. This can result in noise and a change in the alignment angle.

The design may seem complex, but the engineers at BMW designed the trailing arm and links to change camber and toe as the vehicle rolls and squats. This is why measuring the ride height

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before the alignment is critical.

The differential is mounted to the subframe using a hydraulic mount. The subframe is mounted to the body at four vibration-absorbing rubber mounts. The upper transverse control arms are made from cast aluminum for weight saving.

Some drivers may complain of a pulling during acceleration and braking, which could be linked to worn bushings.

A change in camber also corresponds to a change in toe, so this means that camber must be adjusted first. Camber is adjusted using an eccentric bolt on the lower control arm. If the collar nut is tightened more than 10 times during adjustment, it must be replaced because the self-lock-

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[ TechUpdate

ing effect becomes too slight.

Toe is adjusted by changing the position of the plates that connect the trailing arm to the body, which is called a bearing pedestal. Release the screws 11/2 turns at the bearing pedestal and attach special tool 32 3 030 to screw the head to a notch in the plate. Turn the special tool and adjust toe-in to the specified value.

BMW ALIGNMENT

lawsuit, a national subframe inspection and repair program has been developed. Under this program, any current owner of a U.S.specification E46 3 Series car may have his or her E46 inspected to determine whether any damage to the rear axle carrier support is present. If damage to the rear axle carrier support is found during the inspection, and the vehicle qualifies for the repairs, BMW will repair the vehicle using one of two approved repair procedures: either a structural epoxy repair or replacement of the rear axle carrier, depending on the evaluation of the damage. IC

REAR AXLE CARRIER ISSUES Under certain circumstances, a fracture in the steel body structure could form in the area around one of the rear axle carrier mounting points. As a result, a distinct clicking noise can be heard from the area of the rear axle carrier during certain driving conditions. Specifically, the noise may be heard during load reversals on the rear axle, such as when starting from a stop, engaging forward or reverse gears, or when rapidly changing gears.

As a result of the proposed settlement of a class action

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Andrew Markel is the editor of Brake & Front End and Servicio Automotriz magazines. He has been with Babcox Media for more than 12 years. He is a technician and former service writer and holds several automotive certifications from ASE and aftermarket manufacturers. He can be reached at amarkel@babcox.com.

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[ ImportTechTips VOLKSWAGEN ELECTRO-MECHANICAL POWER STEERING WARNING LIGHT ILLUMINATED

Vehicle: 2009 Volkswagen Eos Komfort 2.0L Customer Concern: The battery was disconnected and now the Electro-Mechanical Power Steering Warning light is lit on the dash.

!

Potential Causes: Unprogrammed Steering Angle Sensor G85 Disconnected Battery Steering Limit Stop Basic Setting Procedure: Tests: 1. If the battery is disconnected, the basic settings for the Steering Angle Sensor G85 are lost. This will typically result in a trouble code 00778 – G85 Steering Angle Sensor Basic Settings lost in ABS. 2. Unlike earlier models with traditional hydraulic power steering systems, this vehicle is equipped with an electro-mechanical power steering system (large electric motor used to help steering vs. fluid).

3. In vehicles equipped with the electromechanical power steering, the G85 basic setting needs to be performed in the Steering Assist control module, not the ABS control module. a. If the vehicle is equipped with ESP, the G85 basic setting is still set in the ABS control module.

4. Reset the G85 basic setting as follows: a. Start the vehicle and turn the steering wheel one turn to the right and one turn to the left. b. Drive a short distance in a straight line on a level surface. Stop with the wheels pointing straight.

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c. Leave the engine running and do not move the steering wheel. d. Select Address Word 44-Steering Assist. e. Select Function 11-Login or 16-Security Access. Enter a value of 40168. f. Select Function 04-Basic Settings. Enter Display Group 060. Activate the basic setting.

The 1st Display Field should show “OK” when the setting has completed. g. Select Function 08-Read Measuring Value Blocks (MVB). Enter Display Group 007. The first Display Field should show a value between -1.5° and +1.5°.

5. After the G85 has been successfully set, the Steering Limit Stop adaptation needs to be performed. Loss of Steering Limit Stop Basic Setting will result in trouble code 02546 – Steering Limit Stop No or Incorrect Basic Setting/Adaptation – being stored.

6. Complete the Steering Limit Stop adaptation as follows: a. With the engine still running, center the steering wheel and hold it for five seconds. b. Turn the steering wheel completely to the left and hold it there for a second. c. Turn the steering wheel completely to the right and hold it there for a second. d. Center the steering wheel. e. Switch the engine and ignition off. f. Switch the ignition on and wait five seconds. g. The Steering Assist Warning Lamp should

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[ ImportTechTips turn off. If it doesn’t, perform a short test drive.

Tech Tip: If the 02546 fault code does not clear out after the test drive, try repeating the procedure and increase the key cycle times to 30 seconds or more.

Courtesy of Identifix’s “Five Fast Fixes”

PORSCHE RATTLING NOISE IN THE AREA OF THE STEERING SHAFT AND DRIVER’S FOOTWELL

Models affected: Cayenne/Cayenne S/Cayenne Turbo, as of model year 2003 A rattling noise may occur in the vicinity of the steering shaft and the driver’s footwell when

Fig. 1: Porsche

driving any of the above models over an uneven road surface (e.g. cobblestones) within the speed range of between 18 and 24 mph (30 and 40 km/h). This is the result of play between the steering shaft and the steering shaft bearing on the upper universal joint.

On vehicles with complaints of this Fig. 2: Porsche type, the

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steering shaft bearing on the upper universal joint must be preloaded to compensate for the play.

Service Procedure: 1. Raise the vehicle on a hoist until the front wheels are completely off the ground.

2. Remove the cover in the driver’s footwell under the instrument panel.

3. Release and pull off the plug on Fig. 3: Porsche the brake light switch (Fig. 1, Item B), unclip the cable holder (Fig. 1, Item C), and remove the brake light switch holder (Fig. 1, Item A). Note: The brake light switch doesn’t need to be removed.

4. Unscrew the steering shaft fastening screw (Fig. 2, Item D), and completely unscrew the nut and replace it with a new fastening nut (P/N N 023 003 8). The screw does not need to be removed.

5. Tighten the screw connection until only the bearing housing can still be moved in the direction of the arrow (Fig. 2, Item E) with slight resistance.

6. In order to use the vise-grip Fig. 4: Porsche wrench on the upper universal joint in the following step, the steering shaft must be turned until the upper fork of the universal joint is in a horizontal position (Fig. 3, Item H).

7. As shown in Fig. 4, use your finger to push

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ImportTechTips]

Fig. 5: Porsche

— carefully and with minimum force — the bearing housing in the direction of the steering wheel (Fig. 4, arrow) as far as it will go. The steering shaft must not move while doing this.

The starting position for the following steps has now been established.

8. Preload the steering shaft bearing to compensate for the play. Close the vise-grip wrench at the handle. Pre-adjust the span of the wrench jaws to approx. 50 mm using the adjustment screw on the end of the wrench’s handle.

Caution: There is danger of damaging the bearing on the upper universal joint by preloading it with excessive force. The vise-grip wrench must be closed at the handle before applying it to the universal joint and the bearing. Use the adjustment screw on the end of the vise-grip wrench’s handle to open the jaws until the wrench can be applied to the universal joint and the bearing. Note: Preload the bearing only via the adjustment screw on the vise-grip wrench.

9. Apply the vise-grip wrench to the universal joint and the upper edge of the bearing housing as shown in Fig. 5, Item F. When applying the wrench to the steering shaft bearing, ensure that the wrench is not seated on the collar of the steering shaft. Use the adjustment screw to close the vise-grip wrench until the jaws fit perfectly and have no play, without altering the position of the bearing.

10. Keep turning the vise-grip wrench’s adjustment screw to close the jaws until the steering shaft bearing has moved approx. 0.5 mm in the direction of the universal joint. The measurement of approx. 0.5 mm is sufficient to compensate for the play between the steering shaft bearing and the steering shaft.

11. Hold the wrench in this position and tighten the fastening screw on the steering shaft (Fig. 6, Item G). Tightening torque: 20 Nm (14.8 ft.-lb.)

12. Open the vise-grip wrench and remove it.

13. Check the steering shaft bearing for noises by turning the steering wheel over the maximum angle without steering assistance (engine off).

14. If grinding noises occur or the bearing is intermittently catching or is running roughly, the bearing has been preloaded too tightly. In this case, all steps must be carried out again.

15.

Continue with the Reassembly Procedures if the following Fig. 6: Porsche conditions are met: a. no noises are heard; b. the bearing is neither catching or running roughly; and c. the bearing is sufficiently pre-loaded.

Reassembly Procedures: 1. Install the brake light switch holder and push the electrical plug connector for the brake light switch into the switch until it snaps into place. Clip the electrical wire back to the brake light switch holder.

2. Check the operation of the brake light switch.

3. Install the cover in the driver’s footwell under the instrument panel.

4. Lower and remove vehicle from the lift.

Courtesy of ALLDATA LLC.

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66 AMJ IC 7/16/13 9:47 AM Page 66

62-68 Tech Tips 7/16/13 9:32 AM Page 67

ImportTechTips] HUB ASSEMBLIES FREQUENTLY ASKED QUESTIONS

This tech tip from The Timken Company is designed to help you install and maintain Timken bearings, seals and components to maximize the life and performance of those bearings and the systems in which they operate.

1. Why are more vehicles using hub assemblies today?

Hub assemblies are unitized, maintenance-free and nonserviceable units that are preset, pre-greased and presealed, making installation easier and increasing product reliability for enhanced performance.

These hubs require no maintenance or handling, which eliminates the need for preventive maintenance, grease and/or future adjustments.

2. Are all aftermarket hub assemblies created equal?

The hub assemblies sold by The Timken Corporation meet or exceed OE specifications.

Other hub assembly suppliers might meet the dimensional measure requirements for OE specifications, but they may not match the material and/or performance standards.

3. Can I use an impact wrench to remove or install a hub assembly?

While it may appear to be easier to use an impact wrench, it is not recommended. Timken recommends the use of a certified, calibrated torque wrench.

Impact wrenches can damage

the axle nut, threads and components. It can also create a false sense of security when adjusting a nut or bolt, which may be under- or over-torqued. This can

leave a hub assembly susceptible to failure.

4. Do I need to torque the axle nut and/or the lug nut?

Yes. It is imperative that you

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62-68 Tech Tips 7/16/13 9:32 AM Page 68

[ ImportTechTips follow the manufacturer’s specifications and/or instruction manual to assure the hub is installed correctly. Failure to follow the manufacturer’s installation instructions and the proper installation procedures can cause equipment failure, creating a risk of serious bodily harm.

5. Can I replace the bearings or seals in my hub assembly?

No, because the hub assemblies are unitized, maintenance-free and non-serviceable. Most hub assemblies are designed with a unitized bearing or flange that is intricate to the hub and/or bearing housing, which are not replaceable.

6. Do wheel studs come with all hub assemblies?

No. While most hub assemblies do include the wheel studs, there are some that do not. Timken does not recommend reusing the old studs with the new hub assembly.

Courtesy of The Timken Company, www.timken.com.

FUEL SUPPLY IN A BOWL In the last decade, fuel delivery systems have evolved to become a state-of-the-art technology.

Changes were made without the service technician having to learn a lot more on how to maintain and service the fuel delivery systems. But one part that has been constantly getting upgraded each and every year is the fuel pump.

A decade ago, the pump was attached to the sending unit and would deliver pressurized fuel to the injector fuel rail, mounted in a steel tank where a bowl was fixed inside the fuel reservoir to prevent fuel starvation upon acceleration/braking or during cornering.

Vehicles are now using plastic fuel tanks and it’s become more difficult to add internal accessories such as a fuel bowl. Now, fuel pumps carry their own bowl and are referred to as fuel modules. These modules incorporate a plastic bowl to ensure adequate fuel pressure and volume in all possible conditions.

Depending on the manufacturer’s requirements, a turbine centrifugal or roller vane pump

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can be used to accommodate the necessary volume for the engine needs. Mounted in a plastic or aluminum bowl, the pump will stay submerged in fuel regardless of the fuel quantity in the reservoir.

When the fuel reservoir is nearly full, fuel overflows inside the bowl, which keeps the pump submerged. But when the fuel level is low (1/4 or less), the pump is designed with a builtin fuel jet and check valve system that fills the bowl whenever the pump is running. The jet pump helps keep the pump fully submerged in fuel, which maintains pump cooling plus regulates the fuel supply during acceleration and cornering. The fuel module incorporates the same component as a sending unit-mounted pump, fuel level sensor, float, strainer and power leads to the fuel pump. In addition, some newer models also incorporate a built-in pressure regulator and a fuel tank pressure sensor.

Remember that testing the fuel delivery system remains basically the same — pressure, volume, electrical and filter elements need to be thoroughly inspected before proceeding to the replacement of such an assembly.

Here are a few necessary tips when dealing with fuel delivery modules: 1. Fuel pressure and volume readings are a must.

2. Test power and ground to the pump, which, in most cases, will affect volume more than pressure.

3. Fuel filters must be replaced every time a fuel delivery system concern occurs.

4. Do not install a new fuel module if the fuel tank is contaminated (from dirt or rust).

5. Inspect the fuel filler neck and hose that can cause fuel tank contamination.

6. When installing a fuel module, fill the tank at 50% of its capacity with clean filtered fuel.

7. Cycle the ignition switch several times without starting the vehicle to prime the system and prevent fuel pump damage.

Courtesy of Spectra Premium Industries, Inc. IC

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70-73 Essentials 7/16/13 9:45 AM Page 70

[ Essentials

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The Innova PRO 31603 expert diagnostic tool allows technicians to quickly retrieve vital information in order to diagnose OBD II, ABS and SRS issues. Extended Asian and European ABS and SRS coverage is available so technicians can complete more repairs more efficiently.

The shop management software reports help manage vehicle diagnostics. Visit www.pro.innova.com.

Reader Service: Go to www.icRAPIDRESPONSE.com

<<

NUCAP’s NRS mechanical attachment system for brake pad backing plates was developed to help customers eliminate brake system comebacks and warranty returns.

According to the company, pads manufactured with NRS last up to 30% longer by avoiding common causes of pad failure like rust jacking, edge lift and friction material delamination. More than 750 million brake pads equipped with NRS have been sold to date with zero attachment failures. The company is so confident in the performance of pads equipped with NRS, it launched a 100% Brake Pad Performance Guarantee. Reader Service: Go to www.icRAPIDRESPONSE.com

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<<

The Ultimate Import Wire — Intermotor Import Ignition Wire Sets are unrivaled for quality, coverage and original match, according to the company. No one provides more extras like factory-installed separator clips, anchors, protective loom and trays to keep wires sorted properly and safely.

Intermotor ignition wire sets install with ease for exceptional power, performance and extra-long service life. Visit www.IntermotorImport.com.

Reader Service: Go to www.icRAPIDRESPONSE.com

NAPA Legend Batteries. This July, visit your local NAPA AUTO PARTS Store or AutoCare Center to get up to a $25 mail-in rebate on NAPA batteries, starters and alternators; and for each rebate redeemed, NAPA will make a donation to the Intrepid Fallen Heroes Fund. Give something back when you get something back, at your local NAPA. At participating stores, expires July, 31, 2013.

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BendPak recently unveiled its new Polyurethane Tuf-Pads contact pads for two-post car lifts. This marks a departure from the natural rubber contact pads the company manufactured previously. “The problem with natural rubber is that it can degrade over time and…be hurt by certain chemicals,” said a BendPak spokesperson on the BendPak company blog. “And even if that doesn’t happen, the material can be gouged or cut.” According to the BendPak website, the new Tuf-Pads feature a “hardness elastomer” to resist these common problems, but without sacrificing the grabbiness that made the rubber pads so effective. Call 805-933-9970 or visit www.bendpak.com. Reader Service: Go to www.icRAPIDRESPONSE.com

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71 Mahle Spot 07.13 7/16/13 9:45 AM Page 71

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Service&Repair]

MAHLE Original® Turbochargers MAHLE Original® turbochargers are one of the newest product groups added to the MAHLE Clevite product line.

Since its initial offering in late 2009, the product line has grown in both breath of offering and price competitiveness.

Today, a wide range of sizes and types are offered, including part number 030 TC 15116 000 for Volkswagen 1.9 Liter Turbo Diesel Golf, Jetta (2000 to 2004), and the Volkswagen Beetle (1998 to 2004).

Turbochargers are a key technology to enhance performance, reduce fuel consumption, and lower exhaust emissions. When fitted to direct-injection diesel engines, they reduce fuel consumption by up to 25 percent compared to similar gasoline engines with duct injection. Introducing MAHLE Original turbochargers to the product portfolio further exemplifies a commitment to the environment – MAHLE is one of the leading automotive suppliers in this discipline, through the employment of ecological production processes and DIN EN ISO 14001 certification.

Manufactured throughout the world based on high-quality standards, MAHLE Original turbochargers meet OE performance and quality requirements and are manufactured to OE standards – no matter where they are made. In the initial phase of development, our engineers utilize state-of-the-art simulation tools to guarantee the required thermodynamic and thermo-mechanical characteristics of components over the complete integrated development process. Thermo-me-

chanical calculations are conducted to determine the durability of the turbine housing. After the design and calculation phase, the turbocharger is subjected to an extensive series of tests to determine the product life cycle.

MAHLE Original turbochargers feature high-speed compressor wheels to provide greater balancing precision, optimized speed stability, reduced running noise, and turbine housings manufactured from high-tech materials built for extreme conditions providing greater stability and longevity. MAHLE Original turbochargers also feature double piston rings on the rotor shaft reducing oil consumption and enhancing protection against foreign particles. The electron-beam welded rotor shaft and wheels ensure precise, reliable joining to guarantee high strength, as well as functionally process-controlled center housing for enhanced running performance, reduced abrasion and less noise emission.

For every MAHLE Original turbocharger, matching mounting kits are also available, accompanied by technical training programs and information, as well as a product catalog featuring extensive diagnostic and installation information.

For additional product information and to download a copy of the MAHLE Original Turbochargers catalog, visit www.mahle-aftermarket.com.

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ZF Services has released a new solid flywheel conversion clutch kit for e36 and e34 BMW applications. SACHS P/N KF696-01F replaces the traditionally expensive dual-mass flywheel with a newly engineered solid flywheel. All necessary parts for the repair are included — pressure plate, disc, release bearing, bolts and pilot tool. When used together, it replaces the OE clutch kit and dual-mass flywheel for the following applications: 1992-’95 325 i, is 2.5L and 1991-’95 525 i 2.5L. Reader Service: Go to www.icRAPIDRESPONSE.com

<<

<<

<<

DENSO recently released 65 additional First Time Fit Starter and Alternator part numbers, including 44 alternator part numbers and 21 starter part numbers. They accommodate more than 20 million vehicles in operation, including more than 4 million for popular Honda/Acura applications (2003-’09 Civic, 2002-’06 CRV, 2003-’09 Accord and 2003-’09 TSX). In addition, all First Time Fit Starter and Alternator orders for these 65 new part numbers that are placed before Aug. 1, 2013, receive an automatic 5% discount (no special code is required). Reader Service: Go to www.icRAPIDRESPONSE.com

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<<

To help customers’ vehicles keep their cool this A/C season, ACDelco is introducing R-134a refrigerant in 12-oz. cans, in addition to the currently available 30-lb. cylinders.

ACDelco R-134a refrigerant is for use in factory-installed and/or retrofitted R-134a automotive air conditioning systems. It meets these three specifications: GM Specification 9985751, SAE J2776 purity standard and the ARI-700 standard. It is also DOT2Q-approved. Check the vehicle’s owner’s manual to confirm A/C system requirements. Charging automotive A/C systems with the wrong type of refrigerant may lead to system failure. Visit www.acdelco.com.

SKF is expanding its comprehensive range of replacement hub bearing kits for many import applications. SKF hub bearing kits contain all of the components needed for a complete wheel hub bearing repair, including the wheel flange, a Generation 1 cartridge-style hub bearing, a c-clip, an axle nut and any required seals. The expanded range of hub bearing kits now includes more than 20 part numbers for the foreign vehicle range, with more kits in process.

Reader Service: Go to www.icRAPIDRESPONSE.com

With a subscription to Mitchell 1’s ProDemand repair information, technicians now have access to a free preview of SureTrack, a comprehensive source of expert knowledge. A special preview of SureTrack is available to ProDemand subscribers at no additional cost during the preview period through September 2013. Key benefits include access to real-world fixes written by technicians; most commonly replaced parts with mileage failure trends based on real repair orders for the specific vehicle and diagnosis; guided component tests; waveforms and more. Visit mitchell1.com/suretrack or call 888-7246742. Reader Service: Go to www.icRAPIDRESPONSE.com

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70-73 Essentials 7/16/13 9:46 AM Page 73

Essentials]

<<

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Veyance Technologies, Inc. announces the release of 227 new part numbers to its automotive aftermarket and HD product lines. The latest additions provide even more extensive vehicle coverage for some of the brand’s most popular products: 110 automotive hoses, 34 industrial belts, 27 tensioners and pulleys, 25 automotive belts, 12 straight radiator hoses (silicone), 11 pressure washer hoses and eight timing kits. Gatorback belts and hoses now cover more than 98% and 95%, respectively, of vehicles in operation.

Reader Service: Go to www.icRAPIDRESPONSE.com

<<

GMB North America, Inc. has launched its mobile catalog application GMB Catalog for Apple and Android in both English and Spanish. GMB Catalog offers all of GMB’s current product offerings, allowing you to search by make, model, year and crossreferenced part numbers.

GMB’s contact information and social media pages on Facebook and Twitter (find them @GMBNorthAmerica) can also be easily accessed in the contact section of the app. Reader Service: Go to www.icRAPIDRESPONSE.com Reader Service: go to www.ICRapidResponse.com

<<

Robert Bosch LLC is celebrating its 100th anniversary of producing alternators and starters with 15 additions to its line of remanufactured products. Designed for European vehicles, these new part numbers cover Audi/VW, BMW, Mercedes, Mini, Porsche, Saab and Volvo, and cover 1.45 million vehicles on the road in the U.S. and Canada. Bosch Professional Preferred alternators and starters are equipped with many allnew components including factory-installed OE clutch pulleys for alternators where applicable. Reader Service: Go to www.icRAPIDRESPONSE.com

StopTech, a Centric Parts brand, has introduced a range of two-piece AeroRotor Replacement Kits (ARK) for the 2009-’13 Nissan GT-R. The new direct replacement rotors are available for front or rear axles and include preassembled StopTech two-piece, floating, directional AeroRotors with iron friction rings and aluminum AeroHats. The custom-engineered and thermal-optimized StopTech ARKs for the GT-R include twopiece front rotors that feature a more robust directional AeroVane design for increased endurance.

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<<

Techs who struggle to achieve a reliable seal when re-installing oil pans on many 2009-’12 Hyundai and Kia V6 engines now have a fast, easy solution: a new one-piece replacement gasket from Federal-Mogul’s Fel-Pro brand. The new one-piece Fel-Pro oil pan gasket is manufactured from a die-cut high-density fiber sheet that is fully encapsulated in a black latex rubber coating. The latex coating prevents engine oil from wicking through the gasket body to provide a long-lasting, leak-free seal.

Reader Service: Go to www.icRAPIDRESPONSE.com Import-Car.com

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74 rapid response IC_July_Layout 1 7/16/13 9:45 AM Page 74

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80 NASCAR_IC_July_Layout 1 7/16/13 9:43 AM Page 80

Track Talk Education, Hard Work Pays Off for Rev Racing’s Sickler Someone once said, “It’s not where you start, but where you finish.”

Considering the path to his current career in motorsports, that person could have been talking about 2003 NASCAR Technical Institute (NASCAR Tech) graduate Jonathan Sickler.

For the last two years, Sickler has been an integral part of Rev Racing where he serves as a finish fabricator and drives the team rig that hauls the racecars. All those miles on the road and hours in the garage could take a toll on a person, but not Sickler.

“If you’re passionate about what you do and

enjoy it, it doesn’t seem like work,” says Sickler.

Even if it doesn’t seem like work, the time and effort Sickler and his team put in has been well worth it. Last November, the No. 6 Rev Racing Toyota team driven by Kyle Larson captured the K&N Pro Series East crown, marking the first NASCAR touring championship for Rev Racing and NASCAR’s Drive for Diversity initiative.

More than a decade ago, when Sickler was installing car stereos in Pinellas Park, FL, NASCAR championship trophies were not exactly top of mind. However, as he

worked more with cars, he developed a passion for them, even beyond the stereo component. Taking on the same tasks, day after day, he was ready for a change, and knew that expanding his knowledge of cars was the first step.

At 25, Sickler packed up his belongings, drove across the country and enrolled at the Universal Technical Institute (UTI) Avondale, AZ, campus and completed the 51-week Core Automotive Program.

With a solid mechanical foundation, Sickler was ready for more. “Race City, USA” and NASCAR Technical Institute (NASCAR Tech) was his next pit stop.

“The curriculum was really strong and I was at the age

Jonathan Sickler helped Rev Racing capture the 2012 K&N Pro Series East crown. A UTI and NASCAR Tech graduate, Sickler says education and hands-on automotive experience is the differentiator that shops and race teams look for when hiring.

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

where I was mature enough to understand what I wanted to do and how I was going to get there,” explains Sickler. “NASCAR Tech provided a platform for me to accomplish my goals.”

At 27, Sickler was not deterred from reaching the pinnacle of the racing world.

He proves that no matter your age, a career in the automotive industry is possible.

“Shops and race teams are looking for qualified, skilled and passionate individuals,” says John Dodson, community/NASCAR team relations director at NASCAR Tech.

“Those are the types of graduates we turn out, and they get the job done.”

Sickler is talented and motivated, but notes that without the education he received at UTI and NASCAR Tech, he would not be where he is today.

“You have to have an education in automotive technology to get into racing,” says Sickler. “It’s really competitive and hands-on experience is the differentiator that race teams are looking for.”

Sickler realizes how fortunate he is to be in this position and wants others to know that all things are possible.

“Whatever you put into life you will to get out of it,” he says. “If you work hard and believe in what you’re trying to accomplish, you can do it.”

For more information about NASCAR Tech’s 10 years of starting careers, visit www.uti.edu/partners/nascar.

By: Kimberly Hyde, NASCAR

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