IC June 2013

❯❯ Filter Fundamentals June 2013

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MAGAZINE

❯❯ ABS Diagnostics

❯❯ Engine Coolant Temp Sensors

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CONTENTS 24

Volume 35, No. 6

48

Diagnostic Solutions

Nissan Sentra 1.8 L

Engine Coolant Temp Sensors In light of how many on-board diagnostic strategies have changed, Gary Goms focuses on ECT sensors and recommends specific operating strategies, while he provides solutions that will ensure ECT sensors are functioning properly.

Variable Valve Timing Service Due to the ability of Nissan’s variable valve timing system to provide increased engine performance, Bob Dowie offers his diagnostic, electronic and mechanical expertise for how import vehicle specialists can most effectively perform engine service.

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

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

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

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

Technical Editor Larry Carley lcarley256@aol.com

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

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DEPARTMENTS Columns 6 Publisher’s Perspective

Publication

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

8 News Update 18

14 Editor’s Notebook

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

18 Gonzo’s Tool Box

Editorial Advisory Board

34 Tech Update:

Bob Dowie, Village Auto Works, Chester, NY

ABS Diagnostics

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42 Tech Update:

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

Air, Oil & Fuel Filters

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

58 Tech Update:

Joe Stephens, Stephens Automotive, Palatine, IL

Brake Rotors

John Volz, Volz Bros., Grass Valley, CA

64 Import Tech Tips

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71 Essentials (New Products)

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

74 Ad Index 75 Classifieds

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80 NASCAR Performance

President

Bill Babcox bbabcox@babcox.com

Vice President/ Chief Financial Officer

Greg Cira gcira@babcox.com

Vice President/ Group Publisher

Jeff Stankard jstankard@babcox.com

Controller

Beth Scheetz bscheetz@babcox.com

In Memoriam

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Founder of Babcox Publications

Edward S. Babcox (1885-1970)

Chairman

Tom B. Babcox (1919-1995)

IMPORTCAR (ISSN 1069-4714) (June 2013, Volume 35, Number 6): 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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Member BPA International, Inc. Founded 1979. 䊚2013 by Babcox Media, Inc.

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» Publisher’s

Perspective

By Jim Merle | PUBLISHER

WIN with AVI PLAY! ENTER TO WIN AN iPAD MINI

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housands of readers have downloaded AVI PLAY since our launch in March and that is great news! This engagement with our newest product serves as a testimonial to the value you’ve experienced with our App, that delivers a seamless transition of relevant and helpful information from the pages of ImportCar to your “smart” phone or tablet.

Our team also appreciates your interest and is dedicated to preparing this all-new dimension of content powered by AVI PLAY for you — our loyal readers. We also realized we can have some additional fun with AVI PLAY with the launch of our new “WIN with AVI PLAY” promotion, that will provide a lucky reader with an iPad Mini for their repair shop. Just be sure to enter by July 12, 2013.

IT’S EASY TO ENTER: • For readers who have already downloaded AVI PLAY, simply open the App and scan the “WIN with AVI PLAY” logo on this page. Tap the button on the screen to be directed to an entry form* to complete and submit to us.

• To download AVI PLAY, visit the Apple or Google App store, then scan the “WIN with AVI PLAY” logo on this page and follow the directions to submit your entry.

• Don’t own a smart device? About half of our readers own a smart phone or tablet, but nearly all shops have a wireless connection. Shop owners: check with your techs or service managers and have them download AVI PLAY to enter and win this iPad Mini for your shop. *See the on-line entry form for contest rules. One entry per person.

We’ll be announcing the winner on our website at www.import-car.com on July 16 and be sure to watch for additional opportunities to WIN with AVI PLAY in upcoming issues. ■

Jim jmerle@babcox.com 330.670.1234, ext. 280

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[ NewsUpdate An Ultimate Service Provider To Win An Ultimate Service Truck In Federated Car Care Sweepstakes Federated will award one of its Car Care Center members with the ultimate grand prize in the Federated “Ultimate Service Truck Sweepstakes.” This is not just any truck; it has been designed by renowned motorsports artist Sam Bass and modified by Matt Steele and Bruno Massel, hosts of the SPEED show Truck U. The grand-prize winner of the Federated Ultimate Service Truck Sweepstakes will also receive an all-expense paid trip to Las Vegas for the 2013 Automotive Aftermarket Product Expo (AAPEX), where they will claim their truck. In addition, hundreds of other _terrific prizes will be awarded to Federated Car Care Center members throughout the country.

“The annual Federated Car Care sweepstakes has featured some great prizes in the past, but this year we are taking it to a new level,” said Phil Moore, senior vice president of Federated Auto Parts. “Between the Sam Bass design and the way Matt and Bruno have transformed the vehicle, the grand-prize winner will receive a one-of-a-kind vehicle they can put to use right away.”

The Federated Ultimate Service Truck Sweepstakes is open to any fully enrolled Federated Car Care Center member. Current members are automatically eligible. New members must be enrolled by August 31, 2013 to be eligible. To learn more about the Federated Car Care Center program and the Ultimate Service Truck sweepstakes, visit www.FederatedAutoParts.com.

[ NewsUpdate DENSO Receives Outstanding Supplier Support Award From Federated Auto Parts Federated Auto Parts honored DENSO by presenting the company with the Education and Training Vendor of the Year award.

“This award was in recognition of DENSO’s dedication to excellence in providing superior education and training programs to our customers,” said Brian Casey, manager, Aftermarket Sales, DENSO Products and Services Americas, Inc. “We are proud of the dedication that we receive from our field sales team, along with the effort from all of our supporting departments. This award is very meaningful as it validates that our efforts are truly helping our vendors.”

Federated Auto Parts’ national meeting was held on April 25, 2013, in Orlando, FL. Accepting the award on behalf of DENSO were Brian Casey, Mike Bloxam and David Arriaga.

“Each year, Federated members choose the supplier partners that stand out in areas important to the overall success of Federated.

It takes teamwork to be successful and we thank these deserving MVP suppliers for their outstanding performance for the Federated team,” said Rusty Bishop, CEO, Federated Auto Parts.

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Emissions Control Diagnostics Workshop Teaches Strategies For Profitable Repairs With more than 60 events on the schedule for 2013, the popular Walker Emissions Control Diagnostics Workshop from Tenneco will target more than 4,000 attendees in the U.S. and Canada, teaching valuable new strategies for effectively and profitably diagnosing emissions control and driveability repairs. The workshop was developed in partnership with Automotive Training Group (ATG).

“This program gives technicians the chance to walk away with vital diagnostic strategies for converter replacement and more,” said Chuck Osgood, manager of training and sales operations, North American aftermarket, Tenneco.

“Not only does this program make techs more profitable, but it helps them establish valuable, long-term relationships with their customers. We’re excited to reach even more industry professionals by bringing this workshop to key industry events.”

Now available in English, French and Spanish, the Walker Emissions Control Diagnostics Workshop is ideal for aftermarket professionals and provides a strong, strategic foundation in advanced engine management and emissions control diagnostics.

The 3.5-hour evening seminar costs $70 per person and is available at nearly 60 locations. The full schedule can be found at www.walkerexhaust.com/events. The 2013 schedule includes stand-alone Walker workshops, as well as seminars that are held within larger industry training events, such as the AVI Conference in Las Vegas in November.

Taught by experienced ASE-certified master technicians with L1 certification, the course includes special emphasis on essential strategies for diagnosing catalytic converter replacements and failures; preventive emissions maintenance; evaluating scan tool data and analysis of emissions gasses; plus other critical emissions control repair and diagnostic tips.

For the complete Walker Emissions Control Diagnostics Workshop schedule, contact your Tenneco supplier, visit www.walkerexhaust.com/events, or call 800-304-8878.

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[ NewsUpdate Network Extends Hands-On ‘Information Technology’ Training To Growing Membership The Automotive Distribution Network continues to provide hands-on IT solutions training for its members and manufacturer partners across the country, with the Network Information Services (NIS) staff recently hosting a technology session at the DENSO Products and Services Americas facility in Long Beach, CA, said Mike Lambert, president of the Network.

“Initially developed to help our members maximize the benefits of Network Intelligence and the Inventory Modeling Tool, the NIS seminars have evolved as our industryleading IT solutions have advanced to include Business Intelligence, Central Billing Services, eCommerce and Electronic Order Processing,” Lambert said. “With the Network membership having grown exponentially over the last decade, it’s imperative that our expanded NIS staff brings technology training to our members and suppliers in the field.”

More than 97 participants from 51 Network WDs and over 70 participants from 54 supplier companies have attended NIS training classes.

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News continues on page 16

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[ Editor’sNotebook

By Mary DellaValle|EDITOR

Consumer Confidence Increases Back-to-Back Monthly Gains Spell Good News

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he Consumer Confidence Index is up and that should spell good news for your business. Posting another gain in May, standing at 76.2 (up from 69.0 in April), consumer confidence is now at a five-year high.

Lynn Franco, director of economic indicators at The Conference Board, said “Consumers’ assessment of current business and labor-market conditions was more positive, and they were considerably more upbeat about future economic and job prospects. Back-to-back monthly gains suggest that consumer confidence is on the mend and may be regaining the traction it lost due to the fiscal cliff, payroll-tax hike and sequester.”

Consumers’ appraisal of present-day conditions also improved in May, according to The Conference Board. Those saying business conditions are “good” increased to 18.8% from 17.5%, while those stating business conditions are “bad” decreased to 26% from 27.6%.

Those expecting business conditions to improve over the next six months increased to 19.2% from 17.2%. Consumers’ outlook

for the labor market was also more upbeat, with those expecting more jobs in the months ahead improving to 16.8% from 14.3%.

So, here’s the takeaway: • As consumer confidence increases, their deferral rate for vehicle maintenance should decrease.

• Correspondingly, consumers’ attitudes toward funding necessary vehicle repairs should improve.

• The number of customers who value a maintenance plan should increase, as should your average number of repair orders. Take the time to educate your customers that simple changes to their car care regimen can prevent larger-ticket repairs down the road.

• You have the opportunity to help maintain your customers’ vehicles for peak performance, and the resulting positive repair experience will provide plentiful word-of-mouth referrals for your shop. IC

Augmented Reality Content In This Issue: Content . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Page Publisher’s Perspective* . . . . . . . . . . . . . . . . . . . . . . .6 ABS Diagnostics feature . . . . . . . . . . . . . . . . . . . . .38 Nissan Variable Valve Timing feature . . . . . . . . . . . .54 Auto-Video Innovations (AVI) . . . . . . . . . . . .31 and 61 *Read for details about our new “Win with AVI PLAY” promotion through which a lucky reader will win an iPad Mini for their shop!

Mary DellaValle, mdellavalle@babcox.com

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[ NewsUpdate Delphi Product & Service Solutions Announces 2013 ‘Dream Shop Sweepstakes’ In May, Delphi Product & Service Solutions launched its annual Delphi “Dream Shop Sweepstakes” in the U.S. and Canada. For the grand prize, Delphi will equip one lucky professional automotive technician with Delphi parts, tools, equipment, supplies and training. Hundreds of other prizes will be awarded monthly, weekly and instantly.

The winning technician can use the grand prize to upgrade his existing workspace or build his ultimate Dream Shop. Technicians can register at

the dedicated Delphi Dream Shop website (delphidreamshop.com) or, new for 2013, through Delphi’s Facebook page (facebook.com/DelphiAutoParts). The grand-prize winner will be introduced this November at the Automotive Aftermarket Products Expo (AAPEX) in Las Vegas.

“In its third year, the Delphi Dream Shop continues to receive an enthusiastic response from technicians,” said Lúcia Veiga Moretti, president, Delphi Product & Service Solutions. “This

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NewsUpdate] year, it is even easier to enter and follow the contest with the addition of Delphi’s Facebook page, which many are already using — along with Twitter and YouTube — to learn about Delphi products and to diagnose, service and repair vehicles of today and the future.”

The Delphi Dream Shop sweepstakes grand prize includes electronic equipment needed to service the increasingly complex vehicle electronics found on-vehicle, including Delphi’s new AutoIQ diagnostic kit with Wi-Fi-enabled tablet and a high-performance laptop with shop management software. It also includes earth-friendly shop equipment like an A/C recovery machine, gas caddy system and fuel system tester, along with a host of other shop tools and equipment.

In addition, the grand-prize winner will receive Delphi parts from its fuel, engine management, heating and cooling and Diesel product portfolio. Delphi will also include comprehensive training from its award-winning program, as well as a subscription to Delphi’s RepairPoint, to provide further online diagnostic support.

In addition to the grand prize, technicians are eligible to win monthly prizes of handheld touchscreen tablets, weekly prizes of Delphi mechanic gloves, shop stools and fender covers, plus hundreds of instant prizes including Bass Pro Shop gift cards, Delphi lunch coolers and Delphi hats.

Technicians are encouraged to enter early and visit often. Official rules can be found at delphidreamshop.com.

AMI Accepting Applications For The $1,000 Tom B. Babcox Memorial Scholarship The Automotive Management Institute (AMI) is accepting applications for the annual $1,000 Tom B. Babcox Memorial Scholarship. AMI’s resource development effort, EXCEL, in conjunction with Babcox Media, established the scholarship, which is awarded to an Automotive Service Association (ASA) Mechanical Division member who strives to be, or is presently working, in a management capacity.

The scholarship will be applied toward the recipient’s expenses to attend the 2013 Congress of Automotive Repair and Service (CARS) in Las Vegas, Oct. 16-18. CARS, sponsored by ASA, offers an educational lineup of AMI seminars, technical courses and industry sessions, a trade show and the opportunity to network with other automotive service professionals.

To be eligible for the award, the following

requirements must be met: applicants must work in the mechanical repair industry; must demonstrate an interest in self-improvement through management education; must own or work for a business that is an ASA member in good standing; and, if the applicant is not the business owner, must be recommended by the business owner. AMI Trustees and their employees, and the Babcox Scholarship Selection Committee and their employees, are not eligible to apply.

To request a scholarship application, call AMI at (800) 272-7467, ext. 101, or fill out a scholarship application online at www.amionline.org.

Applications must be received by AMI on or before Aug. 23, 2013. The scholarship recipient will be notified by AMI on or before Aug. 30, 2013. IC

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[ Gonzo’sToolbox

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

Who’s The Boss?

Deal With The Person In Charge, Especially When Your Customer’s Vehicle Is A ‘Basket Case’

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here’s a boss in every family, and sometimes you might think it’s you, but your spouse may have a different opinion. For example, there have been countless times I’ve had a car in the shop where a wife or husband has dropped the car off and the repair is done, paid for, and sent on its way, only to have the other spouse call and give me an earful because they weren’t told what had transpired. (As if that’s my fault!)

Whether it’s because of the cost, the time it took, the work that was done, or the fact they weren’t informed, somehow I’ll be the person blamed for all of their misfortunes.

On one particular occasion, I had a car in for restoration. These “project” cars arrive in all kinds of various conditions. Some are a complete car and the owner has a clear idea what they want done, while others literally come in baskets. This particular job could definitely be categorized as a “basket case.” The car had been taken down to the last nut and bolt nearly five years earlier, and by the time it made it to my shop, nothing but the steering wheel was in place. There were no doors, glass, deck lid, hood, interior, dash, seats or an engine to be found.

“I need an estimate on what it would take to rewire

this car,” the owner tells me.

All I had to go on was the year, the make and the condition to evaluate the potential cost. The car was an older VW Super Beetle.

“I see you’ve got an aftermarket harness in this box, but it’s not complete. Do you have any of the other harness sections for it?” I asked.

“They don’t make a harness for it, this is all they offer,” my new customer told me.

“Well, I think there are some better choices than this aftermarket harness you’ve brought.

This is a harness for a dune buggy, not for a streetcar. A lot of things are omitted on them that you’ll need for a street-driven car, such as turn signals, horn, etc.”

I gave him a price based on reusing the original harnesses that were bundled up in another box.

When I

Scott “Gonzo” Weaver, gonzostoolbox.com

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Gonzo’sToolbox] pulled them out of the box, I was in for a shock. They were all cut into several small pieces rather than in the usual sections. I quoted for installing a factory harness, not building one!

In the meantime, we went up to the front desk to fill out some paperwork, and I went online and did some of my own searching for a replacement harness. It didn’t take but a few clicks before I had a “useable” harness that would work with only a little adaptation to the Super Beetle fuse box and ignition. “Once I see this kit, I can give you a better idea of final cost,” I told him.

A week later, he was back with the aftermarket harness. The harness wasn’t a perfect match as I mentioned earlier, but it was useable with a few modifications.

No biggie, it would just involve a lot more time compared with putting a good factory original harness back in.

I gave him an updated estimate for the work, which, in turn, prompted him to give me the goahead to get started. Over the next few days, I had already started putting in the front harness and part of the interior wiring. And, then, he showed up with his wife and I knew something was up.

“I think I’m going to take the car.

Your price is too high,” he told me.

At that point, the wife jumped into the conversation. “My husband told me you raised the price on him once we got you the harness you wanted,” she told me.

“Yes, the original estimate was to put a ‘factory’ harness in.

Now I’m putting in an aftermarket harness that I have to make do with. Rather than trying to find a perfect fit, your husband said to go with this. So I did, and I’ve already started on it.”

That’s when the husband jumped back into the mix with his two cents, remarking how his five-year-long attempt at doing it was only a minor setback in the restoration.

Then, his wife leaned over the counter to me, “Here’s my personal cell number and my name.

From now on, please call me directly. This has taken far too long to get done, and I want my car back together.”

She snapped at her arrogant husband, “Did you bring him any of the lights, dash gauges or any of the other electrical stuff so he can see if they work? NO? Well, you’re just an idiot!” (I could tell me and the “Mrs.” were going to get along just fine.) Completely ignoring her husband, she pulled out a pad and pen and starting jotting down notes on what components I needed, and told me she would have them over to the shop that afternoon and out of her house for good.

After all was said and done, they ended up with a pretty cool restored bug out of the deal, and I got one happy customer. When dealing with repairs as complicated as this one, it pays to deal with the boss. And, in this case, it wasn’t the hubby. IC

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[ DiagnosticSolutions

SENSOR DTCS

By Gary Goms, Import Specialist Contributor

Engine Coolant Temperature Sensors ECT Data Is A Key Input On Many Modern Powertrain Functions

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onsidering that roughly 1,500 or more different vehicle models are introduced into our domestic market each year, it’s becoming more difficult to predict how a Powertrain Control Module (PCM) will utilize data from a particular sensor or detect an out-of-range sensor in any single vehicle platform. The engine coolant temperature (ECT) sensor provides a good illustration of how many on-board diagnostic strategies have changed. Keeping in mind that an of out-of-range ECT sensor can, among other things, affect the PCM’s fuel and spark mapping, variable camshaft timing, transmission, radiator cooling fan and evaporative emissions functions,

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it’s important to develop an awareness of how the PCM self-diagnoses the ECT circuit and how the ECT data is integrated into a vehicle’s operating strategy.

Much of any on-board diagnostic strategy depends upon the computing capacity of the PCM. Most pre-1996 OBD I and many early postOBD II Engine Control Modules (ECMs) and PCMs had only enough computing capacity to detect hard or intermittent circuit voltage faults.

In many cases, early ECMs didn’t have enough capacity to rationalize the performance of the ECT sensor with other data inputs. So, in some applications, it’s possible that an out-of-range

sensor can affect the operation of many OBD II test monitors and the operation of many vehicle components without setting a trouble code. In passing, remember that the ECT input is part of the freezeframe data that accompanies most diagnostic trouble codes.

OPERATING STRATEGIES Most modern automotive ECT and intake air temperature (IAT) sensors are generally two-wire, “negative temperature coefficient” (NTC) thermistors in which the electrical resistance of the ECT and IAT

Diagram 1: The coolant temperature should rise steadily as the engine warms up.

sensors decreases as temperatures increase. See Diagrams 1 and 2.

At the extremes, an open-circuit ECT should indicate a scan tool data of approximately -40°F coolant temperature, since the PCM is receiving a zero return voltage. In contrast, short-circuiting the ECT connector from the PCM’s 5-volt reference terminal to the PCM’s voltage return terminal should indicate a scan tool data of approximately +300°F coolant temperature.

Both temperatures are programmed into the onboard diagnostic strategy as the most extreme temperatures under which the engine might be

Diagram 2: The coolant temperature should level out as the thermostat opens.

Import-Car.com

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[ DiagnosticSolutions

DTCS

In some applications, it’s possible that an out-of-range sensor can affect the operation of many OBD II test monitors and the operation of many vehicle components without setting a trouble code. Remember that the ECT input is part of the freeze-frame data that accompanies most diagnostic trouble codes. expected to operate. The first series of “Global” circuit-related codes include P0115 (ECT circuit fault), P0117 (ECT low input voltage), P0118 (ECT high input voltage) and P0119 (ECT sensor or circuit erratic).

ELECTRICAL/MECHANICAL FAILURES Electrical failures include low ECT return voltages caused by corroded ECT connectors or, at another extreme, a low reference voltage caused by another sensor shorting the reference voltage circuit. In some cases, a P0116 DTC will be set if the PCM detects an error in the range or performance of the ECT sensor.

Mechanical failures include low ECT return voltages caused by low coolant levels and stuckopen thermostats, which are

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often represented by a second series of P0125-128 DTCs. The low coolant level will cause a much lower-than-expected ECT return voltage because the ECT sensor is no longer in contact with the coolant.

Presumably, the driver will see a “low coolant” warning light on his instrument cluster.

Perhaps the “Check Engine” light will be illuminated and a DTC set, or perhaps not. In contrast, the stuck-open thermostat will cause a slow warm-up time and might store a P0128 DTC simply because the PCM sees a lower-than-normal coolant temperature for a predetermined length of time.

Because the ECT sensor is a primary input data, practically all ECMs and PCMs are programmed to detect open and shorted circuits in the ECT

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[ DiagnosticSolutions circuit. But, when detecting an out-of-range ECT sensor, the actual ECT test monitor can vary among applications. The PCM can, for example, measure the time, speed and load required to bring an engine up to a predetermined coolant temperature of, let’s say, 194°F. If the indicated ECT data hasn’t reached the desired operating temperature during a specific time limit and at a specific engine speed and load factor, the PCM might set a P0125 (insufficient temperature for closed-loop operation) or a P0128 (coolant temperature below thermostat-regulated temperature), which in most (but not all) cases indicates a bad thermostat. If this diagnostic strategy sounds complicated, that’s because it is complicated, and also because it can vary widely among different applications.

ENABLING CRITERIA Enabling criteria are simply the types of sensor inputs required by the PCM to run a test monitor and to set a specific DTC. Since enabling criteria are application-specific, an appropriate technical database must be consulted before making any assumptions. The engine coolant temperature is important because it forms part of the enabling criteria for

SENSOR DTCS

Diagram 3: This sharp drop in the ECT signal caused the air/fuel mixture to momentarily lean out, which caused an intermittent, no-code stalling complaint on this 1997 Toyota Camry. This very same driveability complaint might not exist on a 2013 vehicle.

many component test monitors and is part of the freeze-frame data for most DTCs. As illustrated above, if the ECT sensor is indicating a momentary dip in coolant temperature on a 1996 OBD II vehicle, the result might be a no-code, cold-engine driveability complaint because the PCM has increased fuel delivery to meet the fuel map for the indicated (not the actual) engine operating temperature. See Diagram 3.

If the ECT is indicating a lower than actual operating temperature, it’s possible that the PCM might increase the pulse width to enrich the fuel mixture only until the oxygen sensor provides a data input to the PCM so it can assume fuel control.

With early OBD II vehicles, an over-rich condition might also depend upon how much authority software engineers programmed into the PCM for the ECT input. On low-authority systems, the effects would be negligible, whereas on high-authority systems, the effects might be profound.

OLD VERSUS NEW But let’s fast-forward to 2013 when a vehicle has a far greater capacity to detect a sensor fault than does the PCM in a 1996 model. Here’s where experience can lead us astray. For example, a 1996 engine might compare the data inputs from the IAT sensor and the ECT sensors to determine if the engine is starting from a cold-soak or a hot-soak condition. If both temperatures are within, let’s say, eight degrees of each other, the PCM assumes that the engine is starting from a cold-soak condition. This data allows the

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[ DiagnosticSolutions

SENSOR DTCS

An out-of-range ECT sensor on a 2010 vehicle would likely not affect driveability or performance as much as on a 1996 model. Instead, the 2010 PCM might project a value for the expected engine temperature by monitoring enabling criteria like intake air temperature engine speed and engine load.

PCM to adjust the spark and fuel maps to start and run from a cold-soak condition.

But, let’s say that the ECT resistance is lower than specification and is therefore indicating a higher coolant temperature. In this case, the PCM might assume that the engine is starting from a hot-soak condition, when, in fact, it is not. This false data might cause a cold driveability complaint, and, among other things, possibly prevent the evaporative emissions monitor from running.

With 1996 vehicles, it’s also conceivable that an out-of range ECT sensor or stuck-open thermostat can prevent a DTC from being set for a defective oxygen sensor because the system never reaches closed-loop operation. Similarly, many 1996 automatic transmissions might not engage the torque converter lock-up clutch or transmission overdrive gear until the ECT sensor indicates that the engine has reached a specific operating temperature.

On the other hand, because modern heated zirconia oxygen or air/fuel ratio (AFR) sensors on a 2010 vehicle allow the PCM to assume fuel control practically as soon as the engine is started, the oxygen or AFR sensor is given more authority than the ECT sensor for entering closed-loop operation.

Multiple A/F and oxygen sensors also provide a backup data stream and allow the PCM to compare the data inputs of each sensor.

So, an out-of-range ECT sensor on a 2010 vehicle would likely not affect driveability or perform-

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ance as much as on a 1996 model. Instead, the 2010 PCM might project a value for the expected engine temperature by monitoring enabling criteria like intake air temperature engine speed and engine load. Furthermore, the additional computing capacity of the 2010 vehicle might allow its PCM to overlook a momentary glitch in the ECT data input (See Diagram 3 on page 28) and instead simply store an ECT-related trouble code in its diagnostic memory.

BASIC ECT DIAGNOSTICS The simplest diagnostic strategy for diagnosing IAT and ECT sensors is to compare their data inputs after the vehicle has cold-soaked overnight. A

[ DiagnosticSolutions

second strategy can include using a scan tool to graph the ECT voltage. A third, but less reliable, method is to use an infrared pyrometer or “heat gun” to compare both intake air and engine cylinder head temperatures with the data stream displayed on a scan tool. But, remember that due to the “reflectivity” of various surfaces, the heat gun approach will not indicate the exact temperature indicated on the scan tool.

Lastly, make sure you’re testing the correct sensor. Keep in mind that the IAT sensor is usually integrated with the hot-wire mass air flow sensor assembly on most current vehicles. Many pre1996 OBD I vehicles included a separate temperature sensor for activating the radiator cooling fans. Early OBD I and OBD II vehicles used a single-wire ECT sensor to supply data to the instrument cluster temperature gauge and a separate two-wire sensor to supply data to the

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DTCS

PCM. Thanks to multiplexing, which makes it possible to share a single datastream among various control modules, modern vehicles generally use a single ECT sensor to supply engine coolant temperature data to various modules. 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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[ TechUpdate

ABS DIAGNOSTICS

By Andrew Markel, Editor, Brake & Front End Magazine

ABS Solenoid Diagnostics What’s Going On Inside The HCU?

T

he ABS computer or HCU is a node on a high-speed vehicle bus. This means that the ABS information can typically be accessed through the OBD II DLC. The ABS controller/modulator is the heart of any ABS or ESC system. The modulator gets brake pressure from the master cylinder, where inside, the valves and solenoids control the pressure to the wheel. During normal operation, the pressure from the master cylinder goes through the HCU unaltered.

ABS is also the foundation of the ESC system.

ESC systems add software and sensors like yaw, steering angle and even throttle control to keep the vehicle under control.

A basic four-channel ABS system will have eight solenoids (four isolation/four dump) or two for each wheel. Some systems will have more solenoids or valves to isolate the master cylinder from the HCU. ESC systems will typically have 12 or more.

Now, we’ll take a look at the various functions of the ABS system.

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APPLY When the master cylinder applies pressure, it goes directly to the wheel because the outlet/dump solenoid is closed.

This is a normal braking event. The unit is in a “passive” state.

HOLD If the system senses that a wheel is locked, the inlet/isolation solenoid closes to prevent any more pressure from the master from reaching the wheel.

The wheel might start to turn.

RELEASE If the wheel does not start to turn, the outlet/dump valve will open. This will release or bleed off the hydraulic pressure that is holding the wheel, and it will now rotate.

REAPPLY Since pressure from the master cylinder has been bled off, the pump in the HCU will spool up and apply pressure. The outlet valve closes and the inlet valve opens. The pump applies pressure to

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[ TechUpdate

ABS DIAGNOSTICS

the wheel.

If the wheel is still outside the wheel slip parameters, the cycle will start over. This happens very quickly. The operation of the solenoids and pump will cause a “kick back� or pulsation in the pedal.

HCU MECHANICAL PROBLEMS Mechanical issues with the HCU are rare, but they can happen.

Valve seats and pintles can become stuck or not seat properly due to debris, corrosion or contaminated brake fluid.

If the inlet/isolation valve is stuck open, it will not affect nor-

mal braking in any way. It will only hurt the ABS system. This could lead to a pulling condition during ABS activation.

If an outlet/dump valve is stuck open in one circuit, this could cause a pull condition during normal braking, due to

Schematic of a typical ABS system with eight solenoids.

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[ TechUpdate

ABS DIAGNOSTICS

the loss of brake pressure at a wheel. Typically, this is not discovered until brake hoses, calipers and other parts have been replaced.

TESTING SOLENOIDS Sometimes, a stuck or defective solenoid or pump will set a code. A solenoid has a resistance between 2 and 8 ohms. On some units, it’s impossible to access the individual solenoids.

Testing of the unit with a scan tool with bi-directional control might be the best way to confirm the condition of the HCU. Most vehicles equipped with ESC will have 12 valves or solenoids in the HCU. Eight solenoids control the wheels. Four additional solenoids can block off the master cylinder and allow the pump to send pressure to a specific wheel.

The ESC computer can see certain events through the sensors, like an understeer condition where the

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[ TechUpdate

ABS DIAGNOSTICS

“If the inlet/isolation valve is stuck open, it will not affect normal braking in any way. It will only hurt the ABS system.

This could lead to a pulling condition during ABS activation.” wheels are turned, but the vehicle continues to travel in a straight line. This is sometimes described as a “push.”

The wheel speed sensors in the front typically read slower than those in the rear. The computer would also see that the steering angle is greater than the intended path.

The ESC system needs to intervene before the understeer event occurs. It needs to anticipate the problem and correct it as the vehicle travels.

Here’s what the ESC sees during an understeer event. The SAS angle is at +52º. This means that the customer has the wheel turned to the right at a significant angle. Even with the steering wheel turned, the yaw and accelerometer read like the vehicle is going straight.

The APPS or throttle pedal position sensor shows the driver is off the gas and the brake pedal is not pressed.

The deciding information for the system is in the wheel speed sensor inputs. Between the front and rear, there is a 6 to 9 mph difference in speed, indicating that the front wheels are traveling slower than the rear wheels. IC

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[ TechUpdate

FILTERS

By Larry Carley, Technical Editor

Air, Fuel And Oil Filter Replacement Intervals Take Motorists’ Driving Habits Into Account

F

ilters have long been a common maintenance item. But with longer factory service intervals and “lifetime” filters becoming more common, how often do filters really need to be replaced?

There’s no simple answer. The safest advice used to be to follow the filter service interval recommendations in the vehicle owner’s manual (assuming the owner’s manual hasn’t been lost and that somebody will actually read it!). The problem with this recommendation is that some filters no longer have a service interval (such as most fuel and transmission filters), and the factory recommended service intervals for some filters and fluids (motor oil and filter for example) may be overly optimistic and don’t take into account the kind of driving many motorists actually do.

A filter’s main purpose is to trap abrasive particles before they can do any harm. That’s true of air filters, oil filters, fuel filters and transmission filters.

As for cabin air filters, their purpose can be twofold: to keep dirt and grit out of the HVAC system and passenger compartment, and to absorb and trap unpleasant odors before they enter the vehicle (in the case of dual-purpose cabin air filters).

All filters, even “lifetime” ones, have a limited service life and eventually become clogged with dirt, wear particles, rust and other debris. So, the idea behind preventive maintenance is to change your customers’ filter before it reaches that point.

The most often replaced filter is the oil filter. It usually gets changed every 3,000 to 7,500 miles on most vehicles (except in Europe where they use

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different motor oils and typically go for a once-ayear oil change). On many late-model vehicles, oil change intervals have been extended from the traditional 3,000 miles or six months, to 5,000 to 7,500 miles or more.

On vehicles that employ a maintenance reminder light to signal when an oil change is needed, the reminder light may not come on for up to 15,000 miles or more, depending on all the operating variables the software considers when making its estimate. On some vehicles, additional input from an electrical sensor in the oil pan may help detect oil that is breaking down or is heavily contaminated with moisture.

An important point to keep in mind with respect to extended oil change intervals is that many of these intervals are based on using highquality synthetic motor oil rather than conventional motor oil, and a premium-quality oil filter which typically use a synthetic media that outper-

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[ TechUpdate

FILTERS

The Importance Of Changing Cabin Air Filters

Cabin air filters are designed to protect the most important part of the vehicle — passengers. Refer to the following tips when explaining to customers how cabin filters can help them, and their vehicles, breathe easier.

Blocks contaminants — Designed to capture contaminants like soot, dirt and odors, cabin air filters are the first line of defense against airborne pollutants entering a vehicle in motion. When the filter is dirty or clogged, less air passes through the filter, making it harder to keep the air clean and flowing. Pollutants can cause a variety of problems, from headaches to allergies.

Extends vehicle performance — A dirty cabin air filter can result in decreased heating, air conditioning and windshield defroster performance caused by restricted airflow through the filter. Improper servicing or continued use of a clogged filter may also hinder a vehicle’s HVAC performance and shorten the life of vital system components. Vehicle recommendations vary, but the general guideline for replacing cabin filters is every 12,000 to 15,000 miles, or annually.

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forms most conventional cellulose filter media.

Air filters also have much longer replacement intervals these days — assuming the motorist is not driving in an extremely dusty environment or on rural gravel roads. The typical factory recommended service interval for many air filters these days is typically 30,000 to 50,000 miles. A realistic recommendation for air filter service on your customers’ vehicle is to inspect it at every oil change, and to replace it as needed, even if the factory service interval has not yet been reached.

As for fuel filters, inline fuel filters should be replaced for preventive maintenance every three to five years or 50,000 miles to reduce the risk of fuel restrictions and a clogged filter. For tank-mounted fuel filters, the filter should be replaced if the fuel pump is being replaced for any reason. New fuel pump modules usually come with a new filter as part of the assembly, but if you’re replacing the pump separately, you should also change the filter and pickup screen.

Transmission filters should be changed if the transmission fluid is being replaced, if repairs are being made to the transmission, or if the transmission oil cooler or lines are being replaced to keep contaminants out of the transmission.

For dust-only cabin air filters, inspecting and replacing the filter every 15,000 to 30,000 miles is usually adequate, except for rural areas or dusty environments. For odor-absorbing cabin air filters, the service life is about a year before the carbon granules become saturated and lose their ability to remove odors. 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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[ NissanFeature

VARIABLE VALVE TIMING

By Bob Dowie, Import Specialist Contributor

A

s import specialist techs, we know how important camshaft timing is to the performance of an engine.

Many of us have spent hours with degree wheels and dial indicators in order to get precise cam timing so that an engine could perform better in the desired RPM range.

Having used offset keys and bushings, or if we’re lucky, adjustable pulleys, we would instead spend that time making changes as small as two degrees, resulting in performance improvements at the desired RPM range, while costing some performance issues in other ranges.

As you would expect, the engineers who design engines for Nissan are well aware of the performance increases available with cam timing. While the hot rodders are concerned only with performance, the engineers’ task is to deliver economy, driveability, low emissions and performance. These engineers were quick to take advantage of advanced electronic and computer controls that have opened up the opportunity to use a variable cam timing system.

While the early systems would change the timing only on the intake side, later systems handled both cams, and work continues as we move to variable valve lift. Throw in variable intake tracts and it becomes obvious how important volumetric efficiency is to reaching the

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goal of an economical, clean engine with good performance across the entire RPM range.

There is nothing new about the technology; Nissan was one of the first manufacturers to introduce variable valve timing in the late 1980s on the V6 engine in the 350Z, and now it’s used throughout its line. As import vehicle specialists, we are asked to deal with the system, both in a diagnostic, driveability role, as well as the mechanical aspect while performing engine service.

PERFORMANCE ISSUES We’ll start with driveability, if that is actually a good description. It would take a sensitive driver to notice the drop in performance if the system wasn’t operating as designed. The

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[ NissanFeature

VARIABLE VALVE TIMING

Figure 1: This diagram shows how the control valve changes the amount and direction of oil flow depending on solenoid “on time.”

complaint would more likely be “it just doesn’t feel right.” The good news is that any problem with the variable cam timing will result in a fault code setting the “service engine soon” lamp on the dash. For this article, we will look at Sentra 1.8L from the mid2000s. Like any other diagnostic challenge, your first step should include checking the service information you have available, as well any other tech community forums that will assist in the process.

The system is really quite simple. There is a variable gear or sprocket mounted on the intake camshaft that adjusts the camshaft timing based on oil flow and direction. It’s controlled by the ECU by way of the two-wire valve timing oil control solenoid that’s mounted on the valve cover. The ECU looks at coolant temp, RPM, injector pulse and cam position sensor to make its decisions on where the cam should be, and if the system is working as expected.

Looking at these parameters, the ECU controls the oil flow by pulsing the ground side of the solenoid; the longer the pulse or duty cycle, the more the cam will advance, while a short duty cycle or on time cycle will retard the cam. Figure 1 shows how the solenoid plunger reacts to the duty cycle changes.

As you can see, when the duty cycle increases, different ports are exposed, which changes both the amount as well as the direction of the oil. Keep in

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mind as you’re looking at the control signal that you’re looking at a duty cycle. It’s best to use a graphing meter or scope to see the changes. At idle, you’ll see little or no “on time,” but bring it up to 2,000 rpm on a warm engine and you should see a much longer on time — up to 50%. On this application, the signal wire is green with a yellow stripe.

If the ECU doesn’t see the expected results, it will set a code, turn on the service engine soon lamp and the system will go into fail safe. The solenoid will not be energized. If you find yourself diagnosing one of these systems, it’s probably the result of one of the two codes that can be set. P0011 INT/V Timing Control means the camshaft timing did not change as the ECU expected. Or, there will be a P0075 code, indicating that the solenoid didn’t react electrically as expected.

CHECKING CODES Needless to say, if any other codes are evident, take care of them first. If the ECU is saying it can’t see the cam sensor, it only makes sense that it won’t know if the timing is changing. If you have access to a scanner with enhanced Nissan capabilities, don’t overlook the information available there.

What’s available will vary by model and scanner, so be sure to check live data parameters, as well as

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[ NissanFeature

VARIABLE VALVE TIMING

Figure 2: When checking live data parameters, these are expected readings from a 2005 Maxima V6.

more than a couple of seconds at a time. any work functions that will aid your diagnosis.

If you didn’t get any oil to the valve during the Most enhanced scanners will give you intake cranking test, you already know what you’re in for camshaft advance in degrees, as well as percentage and it’s time to call the customer. You could check of solenoid on time. Knowing that more on time for oil pressure with a mechanical gauge, but the equals more advance, a quick road test with the outcome won’t change the fact there’s no volume at right parameter IDs gives you a good look at what’s the controller. While Nissans aren’t known to have going on. Figures 2 and 3 show what you would problems with sludge, it can happen, especially if expect to see and how the parameters are listed. For the owner missed a few oil changes. this example, we’re looking at a V6 Maxima.

I talk about systems like variable valve timing, hyWe haven’t yet talked about what is really the draulic lash adjusters and complex timing chains as heart of this system — good oil flow and pressure.

I remind my customers how important timely oil Looking at Figure 4 on page 56, you can see the changes are to a vehicle. The topic seems to be compath the oil has to travel to make it to the adjustable ing up more often lately as the carmakers are sprocket, and you can likely envision where the extending oil-change intervals. I continue to tell sludge would collect in a poorly maintained engine. them that if they can’t afford any other service, don’t If you suspect an oil flow problem, remove the conskip oil changes. They surely cannot afford to not trol valve and make sure the engine won’t start, unchange the oil and deal with the cumulative damage plug the coils and/or injectors, block the opening that will result. with a shop rag and have an asDATA MONITOR sistant crank the starter as you watch for oil flow. Be careful as MONITOR NO DTC LOCKING THE CAM there should be good flow and ENG SPEED XXX rpm you don’t want get a face full.

When performing any service that While the valve is out, a simhas you working with the timing B/FUEL SCHDL XXX msec ple visual inspection should chain, camshaft or cylinder head, COOLANTENP/S XXX °C give you a good indication of there are procedures that must be VHCL SPEED SE XXX km/h the condition of the oiling sysfollowed to prevent causing damINT/V TIM (B1) XXX °CA tem. If you want to work the age to the variable pulley. Below valve while it’s removed, put 12 is the procedure to lock the cam in INT/V TIM (B2) XXX °CA volts across the terminals to the most advanced position to INT/V SOL (B1) XXX % move the plunger. Remember, facilitate cylinder head removal.

INT/V SOL (B2) XXX % this solenoid works on a duty 1. With the cam and front cycle; don’t leave it hooked up Figure 3: Examples of scanner parameter IDs. cover removed, it’s time to

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[ NissanFeature VARIABLE VALVE TIMING

review the service info and remove the camshafts.

2. The first step is to bring the engine up to TDC. Always turning in the direction of rotation (clockwise), confirm that the timing marks are aligned and make your own marks on the chain to be used on reassembly.

3. Now it’s time to prepare the timing gears for removal. Nissan, like most manufacturers, uses oil pressure to adjust the cam timing. The intake cam is at the most retarded position when the engine is off, and has to be locked in the most advanced position for removal. Nissan uses an internal lock pin in the pulley to hold it in the most retarded position. This pin has to be released so you can put the cam in the advanced position and lock it there.

4. Apply air pressure to the rearmost oil port (advanced port) in the head where the valve timing control solenoid mounts. Listening closely, you can hear

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[ NissanFeature

VARIABLE VALVE TIMING

the internal pin disengage in the sprocket. Keeping the air applied, turn the cam clockwise with an open-end wrench on the hex part of the cam. Don’t force it; if the pin is released, the cam won’t be hard to turn. If necessary, “wiggle” the cam to dislodge the pin; the most stubborn cases may require some easy taps with a plastic hammer on the face of the gear.

5. You’ll know you’re at the most advanced position when the sprocket starts to move with the cam. At this point, insert a locking pin in the sprocket to lock the gear in the most advanced position. Your service information will describe the pin that’s required, but it’s basically an Allen wrench. Tape the pin in place to be sure it stays put.

6. Now the timing chain tensioner can be removed. The tensioner is a ratchet type and to release the ratchet, push down the release lever allowing you to push the plunger into body. At that point, insert a stiff wire through the lever into the tensioner housing to lock the release and plunger in place. Skip this step and you have a good chance

Figure 4: It’s easy to see how a little bit of sludge could create problems for the Variable Valve Timing (VVT) system.

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of the plunger and spring ending up in the oil pan. These are all straightforward steps, but more proof that time reviewing a procedure in the service manual is time well spent.

In this article, we covered the simple system as used on the Sentra.

Other systems are very similar, but don’t get too complacent since the engineers aren’t always looking for ways to get the best of both worlds. We’ll soon be dealing with Variable Valve Event and Lift (VVEL).

Using ECU-controlled stepper motors, valve timing and lift will be adjusted throughout the operating range to further improve volumetric efficiency. Using a variable rocker pivot, this system limits valve lift at low RPM, increases velocity to better fill the cylinder, and while at wide open throttle it will provide more lift than possible with a traditional camshaft. Sounds like better mileage and increased performance; as car guys we’ve got to like that! Search Nissan VVEL for more information and to stay ahead of the curve. IC Diagrams are courtesy of Nissan, via Mitchell ProDemand.

[ TechUpdate

ROTORS

By Andrew Markel, Editor, Brake & Front End Magazine

Change Your Rotor/Machining Mindset Rather Than Unnecessarily Replacing Rotors How do you handle a pulsation or comeback? Do you blame the pads? The driver?

A defective rotor? When you point your finger at these items, there are three fingers pointing back at You! Myth 1: Machining rotors is unprofitable and new rotors prevent comebacks.

Labor in a shop does not take up inventory and does not have to be delivered by a parts store. You just have to make it a line item on the repair order, instead of giving it away with every brake job.

You may think that installing new rotors elim-

inates the possibility of a comeback. However, this myth creates more comebacks than it solves.

These comebacks often start with blaming the new pads, and ends with the customer having to return a second or third time until someone pulls out a dial indicator and micrometer.

Installing new rotors is not a way to avoid having to use a micrometer or dial indicator. For every brake job, you should always measure for runout (rotor and flange) and the dimensions of the rotor before brake service is performed.

After the rotor is resurfaced or a new rotor is installed, the rotor should be measured for runout when it’s installed on the vehicle as a quality control measure. A new rotor could have excessive runout when it’s installed on the vehicle due to a stacking of tolerances.

Myth 2: New rotors are cheaper and more profitable than buying an on-thecar lathe.

In some cases with excessive runout, a new rotor should be machined to match the vehicle, although it’s been said that you should never machine new rotors. But, what if the runout exceeds the manufacturer’s specifications when the new rotor is installed on the vehicle? This is when it’s permissible to machine a new rotor with an on-the-car brake lathe. This helps to match the rotors to the hub flange.

Using an on-the-car lathe can help to reduce runout on new rotors. The main advantage of these lathes is that they are able to cut a rotor in

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[ TechUpdate

its operating plane. This means that the rotor is machined to match the hub.

Myth 3: Rotors do not need to be measured.

Even if you use new rotors, your chance of a pulsation comeback could be greater than if you left the old rotors on the vehicle.

Runout in the hub and new rotor can stack up to cause Disc Thickness Variation (DTV) in a few thousand miles. DTV is the main cause of pulsation.

Runout greater than 0.005 in. (±0.001 depending on the rotor or flange diameter) is a sign that the flange, rotor and/or bearing should be replaced. The needle of the dial indicator should be perpendicular Go to www.ICRapidResponse.com

ROTORS

to the rotor. Measurements should be taken a quarter inch from the edge.

Flange runout can be corrected with tapered shims that are available to correct a runout of 0.003 in. (0.075 mm) to 0.009 in. (0.230 mm). A runout of more than 0.005 in. (0.125 mm) at the bearing flange cannot be corrected by the use of a shim. The combination of a rotor and bearing flange could prevent the rotor from being turned. Checking bearing flange runout should be performed after checking friction surface runout. Changing the rotor position 180º on the bearing can check flange runout. If the high spot changes 180º, the rotor could be OK or ready to turn after the bearing is shimmed.

Myth 4: Two passes make for a better finish.

Cutting a rotor in one pass is

[ TechUpdate

essential for productivity. For non-composite rotors, it’s possible to take as much as 0.020 in. per side while still having an acceptable finish. However, with a composite rotor or one with hard spots, the depth should be reduced, likely below 0.010 in. per side, for a quality finish. In order to remove this much material, it’s essential to have sharp bits.

Cutting too fast will reduce the cut quality and possibly create chatter. A larger diameter rotor will need to turn slower than a small diameter one. Single-speed lathes are set at the slower speed of the largest application they are designed to cut. This is usually around 0.002 in. per revolution.

Poor rotor finish can lead to noise. When machining a rotor, you have two primary goals: provide a smooth surface finish for the pads and provide a true surface finish. Never use the ballpoint pen measurement method when machining rotors. The only

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ROTORS

real way to measure is with a profilometer that measures the roughness average. It is very expensive and very fragile. The best way to make sure a lathe is cutting rotors the right way is to make sure your cutting bits are fresh, adapters are true and the crossfeed is set properly. IC

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 HONDA SQUEAK OR RATTLE IN REAR DAMPER AREA

Applies To: 2007-’11 CR-V — all VINs beginning with JHL. There’s a squeak or rattle coming from the rear of the vehicle when it’s driven. On Japan-built CR-Vs, the rear damper assembly includes a small metal hook and body bracket, which are used only during vehicle assembly at the factory.

The hook or the bracket may have been bent and is touching the vehicle Fig. 1: Honda body or the damper damper assembly, bend that part assembly, causing a squeak or away so it doesn’t make contact. rattle.

6. Reinstall the rear wheelRepair Procedure: house gusset.

1. Do a diagnostic test-drive of 7. Reinstall the rear damper the vehicle to confirm the comtower panel. plaint and to determine which 8. Drive the vehicle to make side the sound is coming from. sure that the noise is gone.

2. On the affected side, remove Courtesy of ALLDATA. the plastic panel covering the rear damper tower.

BMW 3. Remove the rear wheelhouse gusset.

4. Do the following checks to determine what’s causing the noise (see Fig. 1): • Check if the damper’s metal hook is bent and touching the washer or any other part of the damper assembly.

• Check if the welded-on body bracket is bent and touching the body or the damper assembly.

5. If either the hook or the bracket is touching the body or

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DIAGNOSTIC HINTS FOR COMPLAINTS CAUSED BY DEFECTIVE OIL LEVEL SENSOR

Models affected: E46 M54 (3 Series) E53 (X5) All Models E60 N62 (5 Series) E63, E64 (6 Series) E65, E66 N62 (7 Series) E83 (X3) All Models E85 (Z4) All Models Situation: E46 M54-equipped vehicles:

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[ ImportTechTips Customer complains the vehicle does not crank. When diagnosed using the DIS Plus or GT1, the FC 060 (3C) selector switch is stored in the EGS control module.

E53 M54-equipped vehicles: Customer complains the vehicle does not crank, and the vehicle charging system, the engine temperature gauge and the universal garage door opener are inoperative. When diagnosed using the DIS Plus or GT1, the FC 060 (3C) selector switch is stored in the EGS control module.

E53 M62-equipped vehicles: Customer complains the vehicle charging system is inoperative.

E53 N62-equipped vehicles: Customer complains the vehicle charging system is inoperative and the check engine lamp is illuminated. When diagnosed using the DIS Plus or GT1, the DME stores various oxygen sensor faults.

E60, E63, E64, E65 and E66 N62-equipped vehicles: Customer complains the control display intermittently indicates “Engine Temperature Fault” with no other driveability or overheating complaints. When diagnosed using the DIS Plus or GT1, the DME stores various oxygen sensor faults.

E83 M54-equipped vehicles: Customer complains the vehicle does not crank. When diagnosed using the DIS Plus or GT1 FC, the 060 (3C) selector switch is stored in the EGS control module.

E85 M54-equipped vehicles: Customer complains the vehicle does not crank. When diagnosed using the DIS Plus or GT1, the FC 060 (3C) selector switch is stored in the EGS control module.

Cause: E46 M54-equipped vehicles: A defective oil level sensor is causing a loss of voltage to all components powered by fuse 30.

E53 M54-equipped vehicles:

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A defective oil level sensor is causing a loss of voltage to all components powered by fuse 5.

E53 M62-equipped vehicles: A defective oil level sensor is causing a loss of voltage to all components powered by fuse 5.

E53 N62-equipped vehicles: A defective oil level sensor is causing a loss of voltage to all components powered by fuse 008 located in the IVM. E60, E63, E64, E65 and E66 N62-equipped vehicles: A defective oil level sensor is causing a loss of voltage to all components powered by fuse 008 located in the IVM. E83 M54-equipped vehicles: A defective oil level sensor is causing a loss of voltage to all components powered by fuse 30.

E83 M54-equipped vehicles: A defective oil level sensor is causing a loss of voltage to all components powered by fuse 9.

Procedure: E46 M54-equipped vehicles: Check fuse 30. If it’s found to be defective, replace the fuse and the oil level sensor.

If fuse 30 is not defective, check for a voltage drop across the fuse. If a voltage drop is present, remove connector X6254 from the oil level sensor. If the voltage drop is no longer present, replace the oil level sensor.

E53 M54- and M62-equipped vehicles: Check fuse 5. If it’s found to be defective, replace the fuse and the oil level sensor.

If fuse 5 is not defective, check for a voltage drop across the fuse. If a voltage drop is present, remove connector X6254 from the oil level sensor. If the voltage drop is no longer present, replace the oil level sensor.

E53 N62-equipped vehicles: 1. Check IVM fuse 008. If it’s found to be defective, replace the fuse and the oil level sensor.

2. If IVM fuse 008 is not defective, check for voltage drop across the fuse. If a voltage drop is present, remove connector X6254 from the oil level sensor. If the voltage drop is no longer present,

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[ ImportTechTips replace the oil level sensor.

E60, E63, E64, E65 and E66 N62-equipped vehicles: 1. Check IVM fuse 008. If it’s found to be defective, replace the fuse and the oil level sensor.

2. If IVM fuse 008 is not defective, check for a voltage drop across the fuse. If a voltage drop is present, remove connector X6254 from the oil level sensor. If the voltage drop is no longer present, replace the oil level sensor.

E83 M54-equipped vehicles: 1. Check fuse 30. If it’s found to be defective, replace the fuse and oil level sensor.

2. If fuse 30 is not defective, check for a voltage drop across the fuse. If a voltage drop is present, remove connector X6254 from the oil level sensor.

If the voltage drop is no longer present, replace the oil level sensor.

E85 M54-equipped vehicles: 1. Check fuse 9. If it’s found

to be defective, replace the fuse and the oil level sensor.

2. If fuse 9 is not defective, check for a voltage drop across fuse. If a voltage drop is present, remove connector X6254 from the oil level sensor. If the voltage drop is no longer present, replace the oil level sensor.

Courtesy of Mitchell 1.

PERFORMING INJECTOR TESTS Since a fuel injector is an electrical device that flows fuel it should be checked electrically and for its ability to flow fuel when open and not leak when closed. On that note, this tech tip will discuss various fuel injector testing methods and best practices when diagnosing, servicing or replacing fuel injectors.

A simple method of testing the injector electrically would be with the use of an ohmmeter to measure the injector coil resistance and determine if it’s

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open, has excessive resistance or is shorted. Although measuring the resistance of an injector can provide useful information on the electrical condition, some electrical problems may require current to flow through the injector in order to detect them.

When an injector is off, it should not leak any unmetered fuel into the intake manifold.

Evidence of leaking injectors may appear as a vehicle that is hard to start, has engine misfires or an excessive pressure drop during a residual fuel pressure test. In most cases, in order to confirm if an injector is leaking, the fuel rail and injector assembly will have to be removed from the engine and the fuel rail pressurized so the injector can physically be examined for leaks.

To test how well an injector can flow fuel, an injector balance test can be performed. In order to conduct this test, the injector must be operated so fuel can flow through it. Balance testing requires the fuel system to be pressurized, and then each injector is energized for a specified period of time. The fuel pressure is monitored before and after the injector is energized or pulsed, and the pressure difference provides information on how well each injector is flowing fuel.

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[ ImportTechTips The current flow going into the injector can also be monitored during this test.

On older vehicles, this type of testing will require a tool to energize the fuel injector, while newer vehicles may have a function in the scan tool that will allow the injector to be momentarily energized for this test.

Fuel Injector Resistance Test The equipment you will need to perform this test includes: • A DMM set on the Ohmmeter scale.

• Any necessary test leads or electrical terminals to properly probe the fuel injector terminals.

To perform this test: • Disconnect the vehicle electrical connector from the injector to be tested.

• Zero the ohmmeter, if necessary.

• Using the test leads, connect the positive lead of the DMM to one terminal of the injector and the negative lead of the DMM to other terminal of the injector.

• Monitor and record the value on the ohmmeter after it stabilizes.

• Repeat this procedure for each injector on the vehicle until all the injectors have been tested.

• Compare the resistance reading to the service specifications, or to each other if no specifications are available.

• When comparing injectors to each other, the difference should be no more than 1.0 ohm.

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• If the injector coil is “open” or has excessive resistance it should be replaced.

• If the injector coil has low resistance, due to shorting, it should be replaced.

Fuel Injector Leak Test If an injector is suspected of leaking, it can be physically inspected to confirm if this is the case.

The equipment you will need to perform this test includes: • The necessary tools needed to remove the fuel rail and injector assembly from the vehicle engine.

• The correct service information on how to remove and install the fuel rail and injector assembly.

To perform this test: • Remove the fuel rail and injector assembly from the vehicle engine following the correct service procedure.

• Reconnect the fuel rail assembly to the fuel lines so the system can be pressurized.

• Pressurize the fuel system and monitor the tips of the injectors for evidence of fuel leaks.

Once a leaking injector has been found, it must be replaced.

Be sure to install the fuel rail and injector assembly back into the engine before performing any further tests.

In next month’s issue…Delphi will detail how to perform an injector balance test with a coil balance tester or scan tool. IC

Essentials]

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The Perfect Brake Job — Because not all brake parts wear at the same rate, it can be difficult for a driver to know when or what parts need replacement. Whether you’re doing a routine inspection or replacing worn parts, The Perfect Brake Job from NAPA Brakes provides reliable, step-by-step inspection and replacement procedures. To learn more, visit theperfectbrakejob.com.

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Campbell Hausfeld has expanded its CH Commercial program with 23 heavy-duty air tools to complement its existing compressed air lines. The CH Commercial air tools include: the CL1502 ½” and CL2502 ½” Impact Wrenches. The CL1502’s powerful pinclutch design delivers 500 ft.-lbs. of maximum torque at 1,000 impacts per minute. The CL2502 is designed for heavy-duty automotive repair work, and delivers 625 ft.-lbs. of maximum torque at 1,200 impacts per minute to quickly remove the most stubborn nuts and bolts.

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More than 560 additional OE-quality and “better than OE” automotive sensors, switches, emissions control components and fuel injection parts have been introduced to the Airtex Vehicle Electronics product line. The new parts include 241 new sensors, 267 additional switches and dozens of other components designed to help restore like-new vehicle performance and reliability. The new sensor designs include more than 100 ABS wheel speed sensors, reflecting the ever-growing demand for these components.

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Corroded filler necks are a major source of evaporative emission leaks. Replacing the corroded filler neck is not only important because of the ecological benefit, but also because a rusted and corroded filler neck will contaminate a vehicle’s fuel system, potentially causing premature fuel pump failure. Spectra Premium’s 100% tested filler necks are dual-coated for enhanced corrosion protection, and are built to meet or exceed manufacturer’s specifications. Spectra Premium offers coverage for early- and late-model vehicle applications.

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Any basic vehicle inspection should include a check of the wiper blades to ensure they effectively clear the windshield. For most customers, damage from the elements and wiper fluid means blades need changing at least twice a year. ACDelco has expanded its Professional line of high-quality blades to include more 2003 and newer models from Toyota, Lexus, Honda, Subaru and Volkswagen.

Learn more about ACDelco’s entire family of wiper blades and washer fluid at www.acdelco.com.

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Bosch announced a significant expansion of its line of oxygen sensors to cover applications through the current 2013 model year. These 82 new OEfit sensors cover 21.9 million vehicles in the U.S. and Canada. Besides a host of passenger cars, minivans and SUVs, the new coverage also includes several hybrid vehicles. The new part numbers include both planar and wideband sensors, with the latter being the most advanced oxygen sensor technology available from Bosch.

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June 2013 | Import-Car.com

Raybestos brand brake parts has begun adding listings for the 2014 model year. Brake pads for the 2014 Honda Accord, Mazda CX5 and Lexus IS250/350 models have been added to the Raybestos brand brake catalog. So have the following late-model part numbers: Mercedes: 2011-’13 C350, 2011-’12 E350 and E350 4Matic: P/N 980799, Front Rotor; 2012-’13 S400: P/N 980885, Front Rotor; 2011-’12 SL550: P/N 980963, Front Rotor; 2012’13 S400 and 2011 S550, S550 4Matic and SL550: P/N 980934, Rear Rotor; as well as Porsche and Volvo pads.

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CRP Automotive offers a wide range of Pentosin OE-quality transmission fluids to cover a wide range of European vehicles, including Audi, BMW, Jaguar, Land Rover, Porsche, Volkswagen and Volvo. The Pentosin transmission fluid line is formulated on a fully synthetic base oil technology and incorporates special anti-wear chemistry and friction modifiers to deliver safe and stable friction performance in various types of transmissions — manual, automatic and double clutch.

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Based on recent Google keyword search analysis, approximately 823,000 local Google searches for “AUTO REPAIR” are done on mobile devices each month. However, more than 90% of small business websites do not display properly on smartphones. MoFuse Local, a provider of mobile web content, has an affordable solution to help auto service businesses reach these mobile customers. For businesses with a standard website, MoFuse Local provides a re-direct code that detects when a visitor is on a phone and automatically serves the mobile-friendly site to maximize the auto repair shop’s opportunity for new business. Visit mofuselocal.com/deal/icar.

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Ranger Products introduces the Ranger DST64T wheel balancer, which is equipped with a revolutionary DataWand and inner data set arm, allowing operators to quickly and automatically enter wheel parameter settings in less than three seconds for exact balancing every time. A softtouch keypad and display panel includes dynamic, static and variable alloy settings, and features dynamic tire and wheel graphics to help guide technicians.

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Service&Repair]

ACDelco Expands its Professional New Alternators and Starters Lineup A growing number of consumers are investing in all-new alternators and starters for their vehicle service and repair.

For these customers, ACDelco continues to grow its line of 100percent brand-new Professional alternators and starters. These alternators and starters represent an attractive service solution for vehicles three to 10 years of age, and fleets.

In fact, ACDelco recently introduced an additional 106 part numbers covering 1970-2012 models from Honda, Toyota, Hyundai, Nissan, Subaru and import makes. With 278 alternator and 166 part numbers – 444 SKUs in total – ACDelco Professional new alternators and starters cover most vehicles on the road in the U.S. today.

ACDelco Professional new alternators and starters offer a two-year limited warranty and are manufactured to ACDelco and ISO quality standards for consistent, high quality. There is no core charge for new units, and they are packaged in a full-graphics ACDelco box with a white triangle.

The features and benefits of ACDelco Professional new alternators and starters include: • All components are 100-percent new, for improved performance and longer life • Latest design changes to original parts are applied, to provide the latest and most efficient unit for vehicles • Internal component enhancements are included to improve original design function • Components are 100-percent greased and lubricated to improve reliability • All units are 100-percent end-of-line tested

ACDelco Professional new alternators and starters are priced attractively and competitively. In addition, ACDelco offers eligible ACDelco Professional Service Center program participants and consumers labor reimbursement in the event of a manufacturer’s defect. Twelve months of Roadside Assistance can be provided to all customers of a Professional Service Center program member, regardless of the brand of part installed or service performed.

Making an Electrical System Repair It’s important to conduct an in-depth diagnosis before replacing parts. This includes checking battery health, diagnostic trouble codes and ruling out fluid contamination.

Fluid contamination is often the root cause of starter failures. For example, oil intrusion into a starter will degrade the brushes to the point where they will not make good electrical contact with the armature/commutator.

Inspect the old starter. If it appears to be soaked with oil, repair the source of the leak – such as valve covers, intake valley, etc. Fixing the oil leak will reduce the chance of a comeback.

Quality parts supported by quality people and programs: When you add it all up, it’s why we say ACDelco is part of something bigger. For more on ACDelco Professional new alternators and starters, see your ACDelco distributor or visit acdelco.com.

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Track Talk NASCAR Spotlight Shines On Iconic Car, Fast Crew One of the biggest storylines this season just might be the iconic No. 43 car’s resurgence in the NASCAR spotlight.

Behind the wheel of the legendary car that often still sports the famous Petty Blue shade, driver Aric Almirola currently finds himself in the top-10 in NASCAR Sprint Cup Series standings and is emerging as a real Chase contender.

Besides having a Hall of Fame team owner in Richard Petty and an experienced crew chief in Todd Parrott, Almirola has yet another advantage every time he wheels the 43 down pit road — an award-winning pit crew.

The No. 43 Smithfield Ford over-the-wall crew has been named the Quarter One Mechanix Wear Most Valuable Pit Crew – an honor determined by a vote of each NASCAR Sprint Cup Series

crew chief given quarterly to top-performing pit crews.

“It’s just awesome,” said rear tire changer Dwayne Ogles. “Just the history of the 43 car in itself and us kind of being the underdogs, it’s pretty cool to bring the 43 back.

Everybody’s looking at us and it’s cool for the spotlight to be back on the 43 team.”

The No. 43 crew’s precise performance this season has helped to cement Almirola’s solid start to the 2013 campaign. According to Ogles, being recognized by peers for their accomplishments is a huge honor for the entire team.

“It means a lot to me and to all of the guys,” said Ogles, a nine-year pit road veteran who hails from Hoover, AL. “Working out, practicing, building the cars in the shop — there’s a lot

Rear tire changer Dwayne Ogles says having the spotlight back on the legendary No. 43 car is pretty cool. (Photo Credit: Getty Images)

The No. 43 crew has won the Quarter One Mechanix Wear Most Valuable Pit Crew Award — the highest honor for pit crews in the NASCAR Sprint Cup Series. (Photo Credit: Getty Images)

that goes into it. We put in a lot of long hours, so it’s nice to see the performance and results showing.”

In addition to Ogles, the 43 over-the-wall crew consists of: Joe Karasinski (gas man), Jeremy Neeley (jackman), Greg Donlin (front tire changer), Lance Hanna (front tire carrier) and Eric Wallace (rear tire carrier). Andrew Carter is the team’s pit crew coach.

“I can remember as a kid watching Richard Petty race the 43 car,” reminisced coach Carter, who trains both the No. 43 and No. 9 Richard Petty Motorsports pit crews.

“He [Petty] was one of my favorite drivers, so getting to work with these guys every day is pretty special.”

Carter puts the crew through pit stop practice three days a week and a grueling weight training regimen four days per week.

“We push these guys pretty hard,” said Carter. “Between working on the cars, finding time to get to practice, and then going to the gym and pushing themselves even

harder, they do a great job at it. The results have shown on the track.”

The Carter-coached No. 43 six-member team can change four tires, add fuel and make adjustments in as little as 11 or 12 seconds, thanks to rigorous training and technological advances by companies like Mechanix Wear, who supply 20 to 25 products from gloves to kneepads to NASCAR pit crewmen.

Carter also maintains having a primary sponsor like Smithfield reaps its own competitive benefits, too.

“It always helps to be ‘fueled by bacon’ when you’re going over-the-wall,” quips Carter. “That extra protein really helps give the guys that extra boost to perform at their best.”

Benefitting from best-inclass gloves, bacon and some good old-fashioned blood, sweat and tears, Ogles and company wouldn’t have it any other way.

“All the hard work pays off,” added Ogles. “It’s worth every bit of it.”

By: Kimberly Hyde, NASCAR

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

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