Import Car

❯❯ Gonzo’s Toolbox March 2013

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MAGAZINE

❯❯ Car Care Month

❯❯ Rotor Runout & DTV

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CONTENTS

Volume 35, No. 3

48

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CVT Technology

Diagnostic Solutions

Performance & Fuel Economy

NVH Complaints

John Volz was surprised that Subaru was re-introducing the CVT when he purchased a 2010 Outback for his shop shuttle vehicle. But the new version is a far cry from the CVT in the Justy in the early 1990s.

Import Specialist Contributor Gary Goms discusses how to diagnose noise, vibration and harshness (NVH) complaints in worn drivetrain components like universal joints, CV joints or wheel hub assemblies.

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 8 News Update 11 Guess the Car Contest 14 Editor’s Notebook 16 Gonzo’s Tool Box 20 Guest Editorial: Rich White 26 Tech Update:

Publication

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

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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

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

Rotor Runout & DTV 56 Import Tech Tips

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59 Essentials (New Products) 62 Ad Index 63 Classifieds 68 NASCAR Performance

Chris Klinger, Precision Incorporated, Tucson, AZ Steve Louden, Louden Motorcar Services, Dallas, TX Frank Scandura, Frank’s European Service, Las Vegas and Henderson, NV Joe Stephens, Stephens Automotive, Palatine, IL John Volz, Volz Bros., Grass Valley, CA

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

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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

Become a fan on Facebook

Follow us on Twitter

Founder of Babcox Publications

Edward S. Babcox (1885-1970)

Chairman

Tom B. Babcox (1919-1995)

IMPORTCAR (ISSN 1069-4714) (March 2013, Volume 35, Number 3): 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.

A limited number of complimentary subscriptions are available to individuals who meet the qualification requirements. Call (330) 670-1234, Ext. 260, to speak to a subscription services representative or FAX us at (330) 670-5335. Paid Subscriptions are available for non-qualified subscribers at the following rates: U.S.: $69 for one year. Canada: $89 for one year. Canadian rates include GST. Ohio residents add current county sales tax. Other foreign rates/via air mail: $129 for one year. Payable in advance in U.S. funds.

Mail payment to IMPORTCAR, P.O. Box 75692, Cleveland, OH 44101-4755. VISA, MasterCard or American Express accepted.

Member BPA International, Inc. Founded 1979. 䊚2013 by Babcox Media, Inc.

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March 2013 | Import-Car.com

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» Publisher’s

Perspective

By Jim Merle | PUBLISHER

EXPERIENCE THE MAGIC of AVI PLAY And Watch Me Come Alive!

P

rint is alive and well! However, advancements in technology with smart phones and tablets continue to amaze most of us and, with you in mind, we have taken advantage of these opportunities, hence the launch of our App; AVI PLAY! I could spend the next few paragraphs describing the value of AVI PLAY that will now unlock bonus content from select pages of each issue, but instead, I’m asking you to experience the magical technology of Augmented Reality by following these two easy steps:

1. From your Apple or Android smart

2. Open the AVI PLAY App once it’s

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

downloaded and hold your device over this page to unlock a message from me, including some fascinating graphics that will appear on your device’s screen.

Look for the AVI PLAY App logo and callouts identifying technical features and advertisements powered by AVI PLAY beginning with this issue, and every issue of ImportCar moving forward.

It’s all about expanding the amount of relevant information for you with each issue of ImportCar. Share your thoughts by contacting me at 330-670-1234 ext. 280, or by e-mail at jmerle@babcox.com.

Onward!

Jim

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March 2013 | Import-Car.com

[ NewsUpdate WORLDPAC Announces Winners of ‘Born To Be Wild’ Sweepstakes Three lucky WORLDPAC customers were recently announced as the winners of WORLDPAC’s “Born To Be Wild” Sweepstakes, featuring a first grand-prize choice from these motorcycles: BMW R1200R; Ducati Streetfighter 84; Harley-Davidson Super Glide Custom; and two Yamaha YZ125s. Second and third prizes were a Yamaha Grizzly 350 ATV and a 70” plasma TV, respectively.

Participants qualified for the Born To Be Wild Sweepstakes by purchasing products from WORLDPAC during the November and December 2012 incentive period, and doubled their chances of winning by purchasing brake components.

“We would like to congratulate all of the winners of our Born to be Wild Sweepstakes,” said Mario Recchia, senior vice president of marketing for WORLDPAC. “This incentive has created a huge amount of interest with our customers and has been one of our most successful programs.”

1st Prize winner — Star Auto Services, San Jose, CA; 2nd Prize winner — JC’s British & 4x4, Englewood, CO; and 3rd Prize winner — C G Motorsports of Richmond, British Columbia.

Veyance Technologies Announces Gatorback Club Grand-Prize Winner Veyance Technologies, Inc., manufacturer of Goodyear Engineered Products, announces that Robert Ostrander of Mr. Fix It in Otter Lake, MI, is the 2012 Goodyear Gatorback Club grand-prize winner.

Ostrander’s Goodyear Engineered Products sales reps presented him with his grand-prize winnings at a celebratory lunch, including a $1,750 Snap-on Tools gift card, a $1,750 Visa debit card and an array of Goodyear Engineered Products apparel and merchandise.

Ostrander has been a Gatorback Club Member for two years and was thrilled to be named the 2012 grand-prize winner. “The winnings will help me start up my new shop,” he said. “I use Gatorback products because they are the most reliable, and now they are helping me launch my new business.”

The Gatorback Club is Veyance Technologies’ longstanding installer rewards program that allows members to earn points for every qualifying Goodyear Engineered Products part purchased. To learn more about the Gatorback Club and to sign up for rewards, visit www.goodyearep.com/gatorbackclub.

[ NewsUpdate TENNECO OFFERS EXCLUSIVE PROMOTIONS AND REWARDS TO EXPERT PLUS MEMBERS Tenneco has announced a comprehensive 2013 Expert Plus dealer loyalty program, including increased consumer offers and trade rewards, new point-of-sale merchandising and a full calendar of exclusive promotions, that will help continuously drive new ride and emissions control sales to its members.

The Expert Plus program, created to help automotive service businesses increase their share of the undercar service market, offers consumer promotions, members-only sales incentives, attractive point-of-sale merchandising, consumer education materials, technician training rewards

and many other benefits. The enrollment fee for the annual program is $99.

The 2013 Expert Plus membership package features the Expert Plus “Preferred Customer� rebate book: a unique rebate coupon book that allows service professionals to extend promotional offers on Tenneco products outside of the standard promotional periods. During 2013, the mail-in rebates include valuable offers for premium ride and emissions control products.

Visit www.monroe.com/service-professionals/Expert-Plus for more information.

Reader Service: go to www.ICRapidResponse.com Reader Service on BendPak insert: go to www.ICRapidResponse.com

NewsUpdate] WIX Sponsors 2013 ‘School of the Year,’ ‘Counter Pro of the Year’ and ‘Best Tech’ Award Programs WIX Filters is partnering with Babcox Media to sponsor the 2013 Tomorrow’s Technician’s School of the Year, Counterman’s Counter Professional of the Year and the Babcox TechGroup’s Best Tech program supporting excellence at every level of the automotive repair industry.

“We are excited to continue our partnerships to support all aspects of the automotive aftermarket industry,” said Mike Harvey, brand manager for WIX Filters. “Each year we see high-caliber nominations from the best technical schools, counter professionals and technicians, and we look forward to reviewing top-of-the-line industry professionals and school nominations for 2013.”

The School of the Year program (www.ttschooloftheyear.com), a national search to find and name the best tech training school in the country with O’Reilly Auto Parts as a partner, is open to all high schools or post-secondary schools that have a subscription to Tomorrow’s Technician.

Judges will then review entry criteria and select

the top school from each of the four regions in the U.S. The winner will be selected from the four finalists and announced at the Automotive Aftermarket Products Expo (AAPEX) in November. This is the sixth year a school will be recognized.

The Counter Professional of the Year award (www.counterman.com/cpoty.aspx) recognizes an automotive aftermarket parts professional who goes above the call of duty; continually seeks out education for himself or herself; is an example of the consummate parts professional; and is an ambassador for the aftermarket. This year will be the 28th year that Counterman magazine has named its Counter Professional of the Year, sponsored by Affinia Group Inc., Raybestos Chassis and WIX. The Best Tech award (www.besttech2013.com) recognizes the skills and professionalism of today’s automotive technicians, from demonstrating excellence in the automotive service industry to engaging in the local community. This is the third year a recipient will be recognized.

GUESS THE CAR! WIN $50! #12

What vehicle MAKE does the picture on the left represent?

Submit your guess with our online contest form by visiting www.Import-Car.com/guessthecar.

The winner will be randomly selected from correct entries and awarded $50. Entries must be received by April 1, 2013.

#11

January Solution: Ford Focus Solved by: Steve Sitzmann, Technician, Joel’s Auto Repair, Des Moines, IA

CONGRATULATIONS Steve!

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

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Import-Car.com

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NewsUpdate] KYB Americas Corp.

Announces New Certified Ride Control Center Kit KYB Americas Corp. announces the release of the latest version of its Certified Ride Control Center Kit. Intended for automotive service providers, the kit is designed to help make it easier to evaluate vehicle control conditions and how to accurately communicate those conditions to the motorist via new HD graphic animation technologies and helpful training aids.

In addition to POP materials, the new kit integrates QR code and graphic animation technology, most of which is available on the new KYB Digital Media Library. The new multi-media library contains HD computer-graphic animations designed to help the motorist understand what ride control does and how wear affects designed vehicle performance. The library includes a 15minute training video that can show the shop how to earn more shock and strut sales, and how to keep their customer in the designed vehicle control. Participating service providers will also receive quarterly e-tips, updates and training via a dedicated channel within KYB. As a reward for completing KYB training and passing an online quiz, KYB Certified Ride Control Center Kit purchasers can also get up to $100 in rebates.

“Investing in the service provider’s success is a KYB top priority,” said KYB’s Director of Marketing and Training Mac McGovern. “Our Stability Control & Sales Training is acclaimed best in the industry. This new KYB Certified Ride Control Center Kit is affordable and exactly what they need to take advantage of the latest graphic animation, mobile technology marketing and inshop training tools.” IC

[ Editor’sNotebook

By Mary DellaValle|EDITOR

‘Augmented Reality’ Content Enhances Your ImportCar Reading Experience

F

or more than 33 years, ImportCar has been your trusted source for technical information on import nameplates. Our value statement has never waivered, as we provide you with resourceful content that covers the predominant underhood and undercar service work you perform on a daily basis, and the nameplates in which you specialize.

And, now we’re offering you even more value, as we present Augmented Reality.

As we help you work smarter to stay ahead of the competition, Augmented Reality will provide you with digital content in the form of videos, demonstrations or moving 3D programs. The content “comes alive” for the viewer, making the information-sharing experience more engaging for our readers.

Beginning with this issue, your smart device will be the perfect complement to ImportCar magazine for releasing this exciting technical content (see download instructions below).

Mary DellaValle, mdellavalle@babcox.com

Augmented Reality Content In This Issue: Content . . . . . . . . . . . . . . .Page Publisher’s Perspective . . . . . . . . . . .6 Rotor Runout & DTV feature . . . . . .26 Scan Tool Diagnostics feature . . . . .40 Auto-Video Inc. (AVI) . . . . . .51 and 61

For owners of smart devices, this type of content will be readily available at your fingertips, and can be viewed at any time from within ImportCar magazine.

We’ve provided this exciting bonus Augmented Reality content throughout this issue (listed above).

It’s presented in short, informative clips that enhance the technical article in which it’s found.

We at Babcox Media see this as the next step in the dissemination of technical and instructional content to shop owners and technicians. By pairing up print with today’s digital devices, the

Editor’sNotebook ] connection to our readers has never been better.

Through our AVI PLAY app, we can provide demos from advertisers, trainers and other technicians to give you a better understanding of a component, topic or repair.

This is not just a one-time occurrence with this issue. The editorial staff, along with our advertisers and industry association supporters, pledge to bring you fresh, bonus content in each subsequent issue of ImportCar. And when watching this bonus content, we invite you to share it with others in the shop.

These are exciting times in the ways we can reach shop owners and techs. We feel that leveraging digital media to complement our print products is the best way to bring more value to you — our loyal subscribers.

We would like your feedback on this new medium. Please e-mail your questions, comments or suggestions for material for future AVI PLAY content to: mdellavalle@babcox.com. IC

[ Gonzo’sToolbox

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

Being a True Professional When Your Knowledge & Expertise Are Victorious Over the Challenges of the Day

I

n the automotive repair profession, ASE certifications, manufacturer certifications and years of service are just some of the ways to distinguish one as a pro vs. a parts-swapping technician.

I try to approach each and every job as a professional. This includes detailing my repair work and striving to make each repair as neat and orderly as possible. (Sloppy work usually means sloppy results.) It doesn’t matter whether the job is for a customer off the street or for another repair shop, it’s important that you do the most professional job possible.

I recently got a car from a small motor swap shop that I used to visit once in a great while. They never sent me a lot of work, but their techs would call me constantly asking for information on how to repair something; a very rude practice in my opinion.

Grudgingly, I told them I would look at this one particular car, even though it didn’t sound like one I wanted to deal with. The car had a zillion miles on it with a turbo/intercooler engine under the hood. The car definitely had seen better days.

While checking under the hood, I found a lot of new parts slapped on and several things that were out of place, most of which were not fastened down correctly with their retainers or clips.

You could tell they had no idea what was wrong or what they were doing, and were only throwing parts at it, hoping it would start.

The first thing I found were several wires that were poorly spliced together, and most of the relays were dangling off their brackets. I had to

fix the wires even before I could check the rest of the systems.

The main complaint was the fuel pump wasn’t coming on. They had already replaced the fuel pump relay, and even though it had all the correct signals (at the relay), it refused to cooperate. I found something that I rarely see,

Scott “Gonzo” Weaver, gonzostoolbox.com

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[ Gonzo’sToolbox but it does happen — the relay was assembled backward. For now, the easiest solution was to reverse the leads at the relay.

Once I switched it over, the car started. It ran terrible, the service light was flashing and a misfire code was stored.

Upon further diagnosis, I found a broken wire at the #1 coil. I had the scope hooked up to a pressure transducer, and it was showing some weird exhaust pressure readings. Sure enough, a compression test on one of the front cylinders confirmed my suspicion: the converter was also clogged.

Every single intake bolt, intercooler bolt and the fasteners had never been properly tightened.

Instead of pulling the intake section and intercooler lines off to get to the #1 cylinder and fix the wire, I thought it was time to call these guys and give them the news.

“We can handle it from here,” they told me.

They paid for my time, and, as expected, it wasn’t long before they needed more help. I could tell there was already some tension from the tone of their voices on the other end of the phone, and I was going to be the scapegoat for this

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Gonzo’sToolbox] car’s demise.

“I’d check the fuel pressure since it sounds like that might be part of the original problem, before all this other stuff went wrong,” I told him before he rudely hung up the phone.

I always thought these guys were a little shifty, and it wasn’t long before I found out for sure.

The owner turned out to be just as unprofessional as his hired hands. What was my clue? He stopped payment on the check.

I was furious. But, I cooled down a bit and did not stoop to their level. Let’s be professional about this, I told myself. I kept my cool and called them.

My comments went like this…

“I’m not here to lie, cheat or steal, and I’ve never-ever done that to you or anyone else. Your lack of handling things in a professional manner portrays the caliber of a person you really are. If you had a problem, all you had to do was call me or bring the car back. But, trying to save a few bucks on your part, after the efforts I put in this, is not acceptable. I don’t want your money. I also don’t want your techs calling me to pick my brain for answers. It’s not about the money now; it’s about the principle.”

I said my peace, and hung up the phone. Case closed. Shops like these give the rest of us a bad name.

I felt 100% better after handling it this way. I didn’t see any reason to stand there toe-to-toe,

and try to get compensated for my professional time. My professionalism means more to me than a few bucks. Let’s face it, for a repair shop to insult another

shop, especially when they couldn’t figure out the problem on their own, shows that their true colors definitely came shining through. IC

Import-Car.com

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[ GuestEditorial

By Rich White, Executive Director, Car Care Council

National Car Care Month What’s In It For You?

T

here is no better time than National Car Care Month in April to reach out to consumers to take better care of their vehicles.

We caught up with Rich White, executive director, Car Care Council, to ask him about the advantages of getting involved with National Car Care Month to build loyalty with current customers and attract new ones.

ImportCar: What is National Car Care Month and how does the Car Care Council promote the program.

Rich White: National Car Care Month in April is the ideal time for the Car Care Council and the industry to work together to focus the attention of motorists on the benefits of routine and proper vehicle care, maintenance and repair — following winter and before the summer driving season. It’s also a chance to remind everyone that our industry keeps Americans on the road.

Central to celebrating National Car Care Month are community car care events hosted around the country by repair shops, parts stores and other aftermarket organizations that include free vehicle check-up events or inspections. Since the auto service and repair experience for the consumer is a local one, these types of community events can be powerful business-building events, building loyalty and attracting new customers.

While we believe that every month is car care month, we crank up intense media outreach for

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many weeks prior to April to ensure National Car Care Month is on the consumer media’s radar screen. We also work with the trade media to publicize and encourage industry involvement and leverage the widespread public attention to vehicle care being driven by the Council. We also conduct a robust social media campaign utilizing Facebook, Twitter, Pinterest and YouTube to reach motorists of all ages in a variety of ways.

IC: Is it easy for a shop to participate in National Car Care Month?

RW: The Car Care Council has a variety of resources and tools available at www.carcareindustry.com to make it easy for repair shops to get involved in National Car Care Month. For example, a repair shop could get a banner from the Council to celebrate Car Care Month, hang it over a bay and then invite current and prospective customers to come by for a free inspection and pick up a free Car Care Guide from the Council.

A shop could also partner with other shops or their jobber or distributor to host a larger event

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[ GuestEditorial with free vehicle inspections.

Community car care events can become more elaborate by including custom, race and antique cars on display, refreshments from a nearby restaurant and tables with educational materials, among other things.

IC: Can you tell us a little more about the Council’s newly introduced online “Industry ToolBox”?

RW: Our new Industry ToolBox is available to the industry in advance of National Car Care Month at www.carcareindustry.com and makes it quick and easy to get involved. One popular feature of the ToolBox is the video titled “Drive Customers to Your Shop,” which highlights the benefits of participating in Car Care Month. The site also features “how to host” a community car care event instructions, printable materials and downloadable images, and Car Care Clip videos.

IC: You’ve said the Car Care Council’s website, www.carcare.org, is designed to fuel confidence in automotive repair among vehicle owners.

What are some of the most popular features of the site?

RW: We make a concerted effort to ensure that our website is the “go to” place for preventive vehicle maintenance and repair information. With National Car Care Month upon us, the site’s Car Care Event Finder has a map feature to make it easier for motorists to find a vehicle

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check-up event in their area, and it’s quick and easy for a shop to enter its community car care event information.

The site features a customized service interval schedule and an e-mail reminder service, a frequently updated blog to share the latest tips and advice, and a comprehensive vehicle systems overview. The Council’s popular Car Care Guide and the new “Ask a Tech” and “Go Green” sections offer insight and guidance for motorists.

And among the many instructional videos housed on the site, a new video titled “Auto Service and Repair: What to Expect” takes the guesswork out of auto service by giving consumers a behind-the-scenes look at the repair shop experience. All in all, www.carcare.org is a one-stop site that shops can share with their customers to help them drive smart, save money and make informed decisions. IC

Rich White, Executive Director, Car Care Council, rwhite@aftermarket.org

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SOURCE: Link Engineering ngineering Company (2011) 011) Dynamometer testing tes conducted using Dur Duralast alast ast Gold Part #D83 #D8333 (00-05 (00-0 Ford Ford Explor er Sport, 03-07 For Explorer Fordd Ranger Ranger,, 03-07 3-07 Mazda Mazd B2300, 03-07 03 Mazda B3000, 04-07 Mazda B4000), Original Origina gin l Equipment Eq Supplier and Leading eading competitors. competitors Link Engineering Company Com is an independent, thir third-party rd-party d party pro provider vider of tes testing tti services ting services for the purposes of verification, qualification and/or certification. Link Engineering Company provides vides des objective objec obje test data on the perfor performance mance and/or dur durability ability bility of products that it tests, under specified conditions. Link Engineering Engineer Company does not endorse or rrecommend ecommend any specific products. produ

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[ TechUpdate

ROTORS

By Andrew Markel, Editor, Brake & Front End Magazine

Runout and Disc Thickness Variation How To Decrease Comebacks With Two Simple Tools

R

eplacing rotors on every brake job is not a cost-effective or efficient way to perform brake service. You may save 10 to 15 minutes by not having to use a dial indicator and a micrometer, but your chance for a comeback can dramatically increase.

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.

Sometimes rotor wear can be seen with the naked eye, but, by this time, the rotor is unsafe. If you can see a difference in plate thickness, it’s a sign that the hardware and caliper need to be replaced.

Rotor thickness should be measured in at least six areas of the rotor’s face. The DTV should not vary more than 0.001” in general. Some manufacturers specify zero DTV.

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Runout greater than 0.006” is a sign that the flange, rotor and/or bearing should be replaced. The needle of the dial indicator should be perpendicular to the rotor. Measurements should be taken a quarter inch from the edge. First find the lowest point in the rotor and set the dial indicator to zero. Rotate the rotor to find the high spot. This is the total indicated runout. Mark the high and low spots on the rotor.

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[ TechUpdate

ROTORS

Before the rotor is removed, make sure you mark its position on the flange. If the runout is minor, try repositioning the rotor 180º on the flange to cancel out the runout.

The hub flange is ground zero for pulsation problems. Any runout in the flange will be magnified by the rotor. Before the flange is measured, most of the corrosion should be removed.

On some flanges, measuring runout is difficult due to a very small area that the needle of the dial indicator can ride on. Most manufacturers recommend taking the reading as far out from the center of the hub as possible.

As a general rule, there should be less than 0.002” or below the manufacturer’s specification of lateral runout.

As much as 0.006” of runout can be corrected with runout correction plates. The notch in the plate should line up with the highest point of runout. After the rotor is installed, verify that the runout is below specifications. IC

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[ SubaruFeature

CVT TECHNOLOGY

By John Volz, Owner, Volz Bros. Automotive Repair

W

hen we decided to purchase a new shop shuttle vehicle, we began our research with looking at AWD vehicles that would do well in the snow and provide a comfortable car to drive customers to work or home. We focused on the brands in which we specialize — Honda, Toyota and Subaru.

With the 2010 Subaru Outback being an allnew model, we decided this would be our best choice. Once I began looking at the new model, I was somewhat surprised to see that Subaru was re-introducing the Continuously Variable Transmission (CVT).

Admittedly, I was somewhat concerned based upon my first introduction to the CVT in the Justy model back in the early 1990s. This first introduction was not well received in the industry. I decided to do some research, as the CVT transmission has been used

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with success in many applications, from machinery to aircraft to specialty vehicles such as snow mobiles and Polaris ATVs. In the automotive industry, there are a few different CVT variations, with most of the Toyota hybrids using a Power Sharing Transmission (PST). The CVT version uses only one input from a prime mover, whereas the PST type uses two prime mover inputs, but, fun-

SubaruFeature] damentally, the driving experience is similar.

From a customer’s perspective while accelerating, the transmission can feel like it’s slipping as the transmission provides the best gear ratio for the engine at any given time. For comparison’s sake, a traditional transmission has four, five and even six speeds to provide gear ratios to mate with the engine speed to provide optimal performance. On the other hand, the CVT variation has an infinite number of gear ratios that provide peak performance.

This is the real benefit of the CVT transmission: it allows for an infinite number of simulated gear ratios to maximize power as well as fuel economy.

As this technology continues to improve, I think the industry will see more vehicles using some configuration of the CVT-style transmission. Toyota has used a Variable-Diameter Pulley (VDP) system in its hybrid vehicles with good success; and we’ve seen many Prius vehicles with well over 100,000 miles with

no failures.

Most of the Subarus with the CVT transmissions that we get in for service have between 30,000 and 90,000 miles, and we have not seen any issues related to the CVT. The one common complaint we hear from customers is that the CVT is very noisy upon initial startup, especially in cold conditions.

While doing my research for this article, I checked with two Subaru dealers in the area and asked if they are seeing any failures with the CVTs, and both dealers indicated they have each had one failure to date. I also contacted the Nissan dealer that we buy our parts from and inquired about their similar version, and all they would say is that they have had multiple failures with the Nissan version of the technology.

SERVICE IMPLICATIONS As for what this mean for us in the aftermarket, there are a few service bulletins related to the CVT. One is for a cooler line leak on some 2010 Outback models, which requires an updated hose; another bulletin is for a “difficult to get out of park” complaint that requires replacing the shift indicator assembly. As for service intervals, there is no recommendation from the manufacturer for fluid changes, but our Subaru dealer advises (and I would agree) that under extreme use it, would be prudent to change the fluid at around 90,000 miles.

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[ SubaruFeature The fluid is currently sold only in a 5-gallon bucket, P/N SOA868V9245.

Subaru also provides some computer updates that require a factory scan tool — a must if you work on a lot of Subarus. Having a good working relationship with your local dealer is a big help, as we can attest. Tim, Colin and their crew at Shingle Springs Subaru always keep us up-todate on the latest information available to keep our customers’ Subarus on the road.

Manufacturers have focused on introducing this technology in models that have a focus on gas mileage initially, but are gradually including other models in their lineup. One of the challenges has been to get the more powerful

CVT TECHNOLOGY

engines and the transmission to provide peak performance and fuel economy, while keeping a driving experience that is somewhat normal for the driver.

The theory of infinite gear ratios to achieve performance and fuel economy in the traditional transmission configuration has been taken to the extremes from a two-speed automatic in years past, to many late-model vehicles that have six-speed automatic transmissions or more.

Just as we have seen fuel systems change over the years from carburetion to early fuel injection to precise fuel management, and engines advance to more valves per cylinder, variable valve timing as well as low-friction Article continues on page 36

SUBARU: Being Different Is A Good Thing Subaru is a company that has consistently tried “out of the box” things — horizontal water boxer engines, the Hill-Holder System, passing lights and the Brat pick-up truck, to name a few. It’s a tough little carmaker that certainly isn’t afraid to be different.

• First introduced in the U.S. in 1968.

• The Subaru 360 sold for under $1,300.

• It achieved 66 mpg, and was the first FWD car from Japan.

• It was the first mass-produced 4x4 passenger car in the U.S. • There are 630 dealers in the U.S. • Subaru charted strong new vehicle sales increases over the past four years, while Honda’s and Toyota’s sales were flat.

- Subaru’s 2008 vehicle sales were 187,699, compared to 336,441 in 2012.

- Toyota same-period sales were 1,957,575 compared to 1,838,338.

- Honda’s new vehicle sales were 1,284,261 in 2008 and 1,266,569 in 2012.

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[ SubaruFeature designs, transmission technology will continue to evolve and most manufacturers will introduce CVT technology into their lineup in the near future.

From a pure enthusiast pointof-view, driving my 2013 Lexus GS350 sedan with six-speed

CVT TECHNOLOGY

automatic in the sport mode is much more exciting than driving the Subaru Outback with the CVT transmission, but practicality says many manufacturers will be introducing more variations of the CVT into their lineup in the coming years. IC

This car was purchased new in June 1981 from Allred’s Subaru located in Sedona, AZ, by the Spoor family for the out-the-door price of $9,891.73. The owner traded in his 1977 Subaru 4x4 with only 15,000 miles! The car has since been given to his daughter, who continues to use it daily, driving on the backroads of Nevada County, CA, to monitor archaeological sites for the Tahoe National Forest, Bureau of Land Management and California State Parks. The car currently has only 59,000 original miles on it. Nothing’s gonna stop this Suby!

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[ TechFeature

SCAN TOOLS

By Larry Carley, Technical Editor

Scan Tool Diagnostics Finding the Right Scan Tool Requires Matching Coverage and Capabilities to Your Shop’s Needs

A

scan tool is absolutely essential for diagnostics on today’s vehicles. You need a scan tool not only for diagnosing engine, emissions and transmission problems, but also for troubleshooting virtually any system that has electronic controls.

A scan tool is needed not only for reading trouble codes, sensor PIDs and other system information, but also for accessing pending codes (Mode $06 data), capturing information when a fault occurs, accessing and running various system selftests on the vehicle, initiating relearn procedures that are often required when certain parts are replaced or electrically disconnected, and module reprogramming. In short, you need a highly

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capable scan tool that has a lot of built-in utility and versatility.

Buying such a tool is obviously a major investment, so you want to get the most bang for your buck.

You might acquire one or two factory scan tools for the makes you service most often, but you’ll also need some type of general-purpose aftermarket scan tool that can handle a broad range of vehicle makes.

Aftermarket scan tools run the gamut from the relatively inexpensive (under $250) DIY scan tools that are limited to reading codes and common OBD II PIDs, to high-end professional-grade scan tools that have bidirectional capabilities and software functionality similar to a factory scan tool.

They can cost as much as $5,000 to $12,000 or more, depending on features, adapters and cables that may be bundled with it.

In recent years, there has also been a growing

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[ TechFeature

SCAN TOOLS

trend toward the “global” all makes/all models scan tool, recognizing the fact that independent repair shops can’t afford to buy and maintain a different scan tool for each and every make of vehicle their customers may drive.

Aftermarket scan tool suppliers try to incorporate as many of the factory scan tool capabilities as possible, but they seldom achieve a complete duplication of functions. Some PIDS may be missing, some selftests may not be included, and some systems or modules that the factory scan tool can talk to may not be accessible. These are common shortcomings you’ll still find in many high-end scan tools. Even so, considering the capabilities that are included and the cost savings they offer, a top-quality aftermarket scan tool is still one of the best buys you can make.

COMMON BUYING PITFALLS

How much can you afford to spend on a scan tool (and yearly updates) and what capabilities are you willing to forego because you can’t afford them?

One of the biggest risks today is getting burned on a factory or aftermarket scan tool that is a knock-off of the real thing.

A lot of copycat and counterfeit scan tools are coming out of China that appear to be the genuine product. The problem is they are often unauthorized copies of the brand-name product and they may or may not function as claimed, so when it comes time to upgrade the software, you discover your tool lacks the proper authorization codes for the required upgrade. Many of these tools are being sold online or by fly-by-night distributors who don’t have a permanent address or contact information.

A scan tool supplier will usually list all of the vehicle makes they cover, but the more important question is, what is the depth of coverage for each of the makes listed? Is it only generic OBD II codes and PIDs, or does it include in-depth factory codes, PIDs, self-tests and other diagnostic functions?

Many aftermarket scan tools provide excellent indepth coverage on the more popular vehicle makes, but many have only limited diagnostic

40

capabilities for some of the less common makes.

The problem is you often don’t know what’s lacking in a scan tool until you’re actually using it on a customer’s vehicle. It’s at that point you discover the tool can’t give you a definition for a certain code, it can’t access the subsystem you’re trying to work on, it can’t display a full list of PIDs, it can’t run a certain self-test you may need to diagnose a fault, or it can’t initiate a required relearn procedure that may be needed to complete a repair.

It may be a great tool for working on some vehicles, but is of little value on others. That’s still one of the greatest pitfalls of buying a scan tool today.

The best advice we can offer here is to do as

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[ TechFeature

SCAN TOOLS

much homework before you buy a particular tool so you know what you are buying. Review the scan tool supplier’s product information, make sure the tool covers the makes you work on, then look for online reviews by others who have had some experience with the tool. If possible, talk to other techs who own a similar tool to find out what their experience has been.

MORE CONSIDERATIONS Cost versus value. How much can you afford to spend on a scan tool (and yearly updates) and what capabilities are you willing to forego because you can’t afford them? Wouldn’t it be great if you could buy one scan tool for around $5,000 that would do

A professional-grade aftermarket scan tool must offer factory-equivalent functionality. It must have bi-directional capability for all of the reasons already mentioned. It’s also helpful if the tool is J2534 compliant so it can be used to reprogram the PCM and other on-board modules if a reflash is needed to correct a particular driveability, emissions or performance problem. The ability to record and graph data is also a useful feature to have for diagnostic purposes. The tool should also be able to access systems beyond the powertrain (such as ABS, suspension, steering, climate control, air bags, etc.).

The ability to work on pre-OBD II vehicles is still useful. Though this population of vehicles is shrinking, many import owners may keep a prized

Considering the capabilities that are included and the cost savings they offer, a top-quality aftermarket scan tool is still one of the best buys you can make. everything? That day hasn’t arrived yet, so accept the fact that you’ll probably have to buy several different scan tools to get the kind of coverage and capability to handle all of the different makes you may have to work on.

Some scan tools command a higher price because of their brand reputation or market dominance.

Even so, it’s a highly competitive market and you can often get the same or better coverage and functionality in a scan tool from a lesser-known supplier for significantly less money.

Other factors to consider are things like product support (can they fix your scan tool if it breaks?), the cost of annual upgrades (and the quality and completeness of those upgrades), the availability to purchase accessories (such as cables, adapters, etc.), and the tools eventual resale value. Many brandname products still retain a high resale value after years of service, while many no-name products become almost worthless after a few years.

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vehicle in the family for years, passing it along from one generation to the next. If you can’t fix it, who can? These older vehicles typically require a box full of adapters and cables to interface with their on-board electronics.

Some suppliers sell their adapters individually so you have to buy only the ones you need, while others bundle their adapters and cables in a kit and force you to buy a lot of stuff you may never use.

Check these options out ahead of time so you know what accessories and options are available.

Do you want a scan tool that has wireless Bluetooth capabilities? Wireless eliminates the need for cumbersome cables and allows the scan tool to communicate with other computers, shop equipment or a printer. You may or may not find this feature useful, depending on your circumstances and bay layout.

Another consideration is the type of platform you want. Do you want a more traditional hand-held

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[ TechFeature scan tool or would you prefer a tablet device? You can also get software for converting a laptop or notebook computer into a scan tool. This approach eliminates the cost of buying hardware if you already own a laptop or notebook computer. But, a converted laptop or notebook will lack some of the key features that are often built into or added to a dedicated scan tool device, such as the ability to function as a multimeter or a J2534 pass-thru device.

A scan tool with a large color screen is easier to read and can display more information than a tool with a relatively small screen.

So, you have to ask yourself, is it worth the extra money to spend more for a scan tool that has a more appealing and useful interface? Most of those who opt for the better display screen never regret their decision.

Also consider the on-board memory. The greater the memory capacity of a scan tool, the better. Tools that use a standard SD memory card can be easily and cheaply upgraded with a higher-capacity SD card if the need arises. Scan tools with fixed built-in memory chips cannot.

What about battery life and power source? Is the tool powered through the OBD II connector, or does it have its own internal

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SCAN TOOLS

power supply? What is the working time of the batteries, and is it long enough for a typical work day in your shop? Can the batteries be easily and cheaply replaced, or does the tool have a built-in or proprietary battery that is expensive to replace if it fails?

How quickly does the tool turn on? The longer you have to wait for the tool to boot up, the less billable time you have to spend diagnosing and repairing the vehicle. Some scan tools are still quite slow to initiate and may require scrolling through a number of vehicle information input menus

before it will display any vehicle data or codes.

How easy is the tool to use? Are the menus intuitive and easy to follow? Can you get to the vehicle information you want quickly and easily? Are the input and scrolling buttons logically positioned on the tool and easy to operate? The only way to know is to play around with the tool so you can experience first-hand how it actually functions. The interface on some tools can be rather confusing or awkward to use.

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[ TechFeature FINAL THOUGHTS The scan tool is only a device that allows you to interface and communicate with the vehicle’s onboard electronics. You still have to understand the information you are looking at and how to use that information to fix the car. In many cases, you will have to reference other sources of information, such as factory TSBs or factory repair procedures (especially if a repair requires a special reprogramming or relearn procedure).

You also can’t rely on codes alone to diagnose every problem you may encounter. Some prob-

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SCAN TOOLS

lems never set a code. Some codes tell you only that a problem is occurring, but provide no clue as to what might be causing it (such as a P0300 misfire code).

Other codes may be false codes that can never be eliminated by normal repair procedures. You may have to reflash a module to correct the fault.

Some scan tools incorporate a service information database that can provide additional help and guidance when you encounter certain codes or types of problems. This is a very useful feature to have, especially if you find yourself at a diagnostic dead-end

having only codes and PIDs. Of course, you will pay extra for this kind of information in the cost of the tool and/or the software updates. But, if it saves a comeback or having to send a repair job somewhere else, isn’t it worth it?

The best scan tool for your shop might not be the best scan tool for another shop, and a brand of scan tool that’s number one today may be surpassed by another brand tomorrow. It’s an ever-changing and dynamic marketplace with constant innovation. So while you have more choices than ever, make sure it’s a good one. IC

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[ DiagnosticSolutions

DRIVETRAIN

By Gary Goms, Import Specialist Contributor

Hubs/Bearings, CV Shafts & U-Joints How To Diagnose NVH Complaints in Drivetrain Components

T

hanks to advanced technology, modern vehicles operate with fewer noise, vibration and harshness (NVH) complaints than ever before. Consequently, when a noise, vibration or harshness issue arises, it’s most likely to be caused by worn drivetrain components like universal joints, constant velocity (CV) joints or wheel bearing hub assemblies. In any case, NVH complaints can often be the most challenging to diagnose when a tech or service writer can’t duplicate the exact driving conditions under which they occur.

If the noise can’t be duplicated and verified on a test drive, it’s doubly important for the service writer to determine during the customer interview when and how the particular NVH complaint occurs. Remember also that some wheel bearing noises are transmitted through different parts of the chassis. To reduce diagnostic errors, verify noises by using chassis-mounted sound detectors Photo 1: Couplers are designed to operate at minimal angles of deflection and to dampen drivetrain noises.

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or by thoroughly inspecting all components while the vehicle is on the lift.

UNIVERSAL JOINTS In modern automotive architecture, universal joints are most commonly found on the rear axles of light trucks, SUVs and RWD passenger cars.

While some low-angle joints are made with a rubber-compounded material, most modern universal joints are made of a steel cross connecting four trunnions containing lubricated needle bearings.

See Photo 1.

Eventually, the needle bearings wear grooves into the case-hardened surfaces of the cross, which allows the propeller shaft to rotate slightly off-center. The rule-of-thumb spec for off-center rotation is generally 0.010” measured at the end of the propeller shaft tube. In the most catastrophic

[ DiagnosticSolutions

DRIVETRAIN

cases, the lubricant in the trunnion bearings can be lost, which will cause the joint to eventually separate.

Larger universal joints can be inspected for extreme wear by twisting the propeller shaft back and forth.

Smaller joints can be tested by prying the trunnions back and forth with a large screwdriver. Preventive inspections can be made by watching for rust formations around the trunnion seal indicating that the trunnion has lost its luPhoto 2: While a noise from a bad propeller shaft brication. In another case, the driver support bearing might sound like a bad wheel bearing, it might complain of a snapping or popwill resonate at approximately three times wheel speed. ping sound at low speed, which might indicate that the trunnions are seizing Photo 3: Because this is an independdue to lack of lubrication. Seizing can be ent suspension system, the angle of diagnosed only by removing the prodeflection between the pinion gear and propeller shaft is nearly zero. peller shaft and checking each universal joint for smooth operation by hand. See Photo 2.

Because the trunnion bearings are located at 90-degree intervals, a conventional universal joint actually accelerates and decelerates as it turns.

To eliminate this uneven rotating speed, universal joints are installed in pairs and phased along the same plane on the propeller shaft. When the U-joints are correctly phased, the propeller shaft speed smooths out because one U-joint accelerates as its companion joint decelerates. Unfortunately, some splined two-piece truck propeller shafts can be incorrectly phased during reassembly. This condition can be difficult to detect since incorrect phasing often results in a harmonic vibration that resonates under different conditions of speed and load. For this reason, it’s always important to index the propeller shaft to its mating flanges and to its individual parts before replacing universal joints.

Harmonic vibrations can also be caused by universal joints operating at unequal angles of deflection at the propeller shaft. These angles should be measured with the vehicle at normal suspension

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[ DiagnosticSolutions height and load. In some applications, the angle at the rear axle can be adjusted, either with shims or by a control arm eccentric, to allow the rear axle pinion

DRIVETRAIN

gear shaft to operate in the same plane as the transmission or transfer case output shaft. See Photo 3 on page 50.

Although some U- joints are

serviced as a unit with the propeller shaft, most can be replaced.

Using a hand-held universal joint press will prevent damage to the propeller shaft, as will soaking the joint in penetrating oil before removal. If required, pack the needle bearings with chassis grease and always lubricate the propeller shaft loops before assembly. If used, grease zerks should point toward the propeller shaft and be aligned along the same plane. If the U-joint feels too stiff after it has been installed, align the trunnions by tapping the propeller shaft loops with a medium-sized hammer.

CONSTANT VELOCITY JOINTS

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CV joints have made life much easier for techs because, as the name implies, CV joints operate at a more constant speed than do conventional universal joints. They do, however, tend to operate more smoothly when the right and left axle shafts are operating at equal angles of deflection.

The most common CV joint failures are caused by a loss of lubricant through a torn or perforated CV boot. The symptom of a leaking CV boot is a lubricant “spray� collecting on the chassis surfaces surrounding the joint. When the lubricant is completely gone, the joint will wear out and eventually separate. The most common symptom of worn CV joints is the clicking noise that characteristically occurs

DiagnosticSolutions] DRIVETRAIN

Photo 4: Since this wheel bearing had plenty of lubricant, it’s safe to assume that the failure was caused by a metallurgical problem.

when the vehicle is driven through a short right- or lefthand turning radius under power. On rare occasion, a CV joint will seize, which causes a wobbling sensation in the steering wheel. A potential catastrophic failure might be indicated when the transmission engagement between drive and reverse is accompanied by a clanking or knocking noise.

Several basic rules should cover CV half-shaft installations.

First, make it a habit to remove only one shaft at a time because there still are a few vehicles in which the differential carrier can drop to the bottom of the gear case when both axles are removed at the same time. Next, avoid mixing the right -and lefthand shafts because some minor differences might exist between their compression or extension lengths. Because using an impact

wrench can damage the joint or adversely affect wheel bearing preload, always use a torque wrench to tighten the CV axle retaining nut to specification.

HUBS AND BEARINGS Because tapered-roller front wheel bearings require frequent lubrication and adjustments, permanently preloaded and lubricated bearing hub assemblies have generally replaced them. Correct preloading is required in modern wheel bearing assemblies because the clearance between wheel speed sensors and tone rings is critical. Preloaded bearings also reduce the rotating friction of the disc brake assemblies by helping maintain a small, but significant, air gap between the brake rotor and pads.

When diagnosing any wheel bearing noise, it’s important to remember that modern wheel

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[ DiagnosticSolutions DRIVETRAIN

Photo 5: Worn wheel bearings can cause clearance problems at the ABS sensor and store ABS trouble codes.

bearings must 1) support the vertical load created by the vehicle’s weight, 2) withstand the forward thrust of the driving wheels, and 3) resist lateral loading during cornering. Any noise coming from the wheel bearings will, therefore, be most often duplicated under one or more of these driving conditions. See Photo 4 on page 53.

When road-testing the vehicle to duplicate an NVH complaint, notice that wheel bearing and drivetrain noises are constant, whereas tire noises vary according to the road surface. If a vacant parking lot is available, weave the vehicle back and forth at low speed to alternately load and unload the wheel bearings. Notice also if the noise level changes as the vehicle stops and accelerates.

After the wheel bearings have warmed up after an extended drive, check each bearing hub’s temperature with an infrared heat gun. In most cases, the defective wheel bearing will indicate a higher operating temperature.

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Last, raise the vehicle with the wheels suspended. Grasp each tire at the 12:00 and 6:00 o’clock positions to check for looseness caused by a loss of preload in the bearings. Looseness in the wheel bearings might also cause a wheel speed sensor trouble code to be stored in the vehicle’s ABS module. If the vehicle comes in with the ABS light illuminated and a wheel speed code stored, check that wheel for worn bearings. See Photo 5.

When replacing bearing hub assemblies fitted into aluminum control arms, try heating the control arm with an electric paint removal gun. In most cases, the aluminum will expand enough to expedite removal of the hub assembly. Expedite installation by thoroughly cleaning and lubricating the hub’s mounting surfaces. Replace all retaining bolts as required, apply lubricant or threadlocking compound as directed and torque each to the manufacturer’s specification. IC

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[ ImportTechTips NISSAN & INFINITI DUAL MASS FLYWHEEL INSTALLATION

Affected vehicles: 2008-’12 Nissan 370Z 3.7L 2003-’07 Nissan 350Z 3.5L 2002-’06 Nissan Altima, Maxima 3.5L 2005-’12 Nissan Xterra, Frontier 4.0L 2003-’07 Infiniti G35 3.5L 2008-’12 Infiniti G37 3.7L Today’s vehicles are becoming more and more complex to service, so proper procedures are very important to follow when making repairs.

This is especially true when working on Infiniti and Nissan dual mass flywheels.

The vehicles listed above have a crankshaft tone ring built into the flywheel. The dual mass flywheel is not indexed on the crankshaft and can be installed different ways.

When installed incorrectly, the vehicle may not start, have a check engine light and the engine will not rev past 2,000 rpm.

When removing a dual mass flywheel from the vehicles listed above, it’s recommended to make your own indexing marks on the flywheel and crankshaft. When installing the new flywheel,

Fig. 1

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Fig. 2: Dual mass flywheel (front)

transfer your marks from the old flywheel to the new flywheel to ease installation and assure proper indexing.

If you’ve already removed the flywheel and did not make any indexing marks, follow this procedure for proper installation: 1. With the flywheel removed, look for the alignment dowel pinhole on the end of the Fig. 3: Dual mass flywheel (rear).

ImportTechTips] crankshaft.

2. Find the same alignment dowel pinhole on the new flywheel. This can be done by finding the locating hole and notch on the front side of the flywheel (see Fig. 2 on page 56).

When you’ve located the notch and hole on the front side, flip the flywheel over and find the same hole that goes all the way through the backside.

Then look at Figs. 1-3 on page 56 and find the dowel pinhole.

3. When both have been located, align the two holes and torque the flywheel to the proper specifications.

4. See Figs. 1-3 to aid in locating the correct dowel pinholes.

Courtesy of Schaeffler Automotive Aftermarket, manufacturer of LuK Clutches.

PORSCHE CHECK ENGINE WARNING LIGHT ACTIVATED WITH DTCS P2096/P2098 SET

Affected models: 911 Carrera (996)/1911 Carrera 4 (996), as of model year 2002 In vehicles produced before the date of introduction stated above, the Check Engine warning light may be activated by an error in the diagnostic software of the DME control module. The OBD II system registers a malfunction of the oxygen sensor and activates the

Check Engine warning light, even though the oxygen sensor is fully operational.

One of the two following malfunction codes is stored in the DME control module’s fault memory: P2096 — Signal delay time for oxygen sensor aging — above limit; P2098 — Signal delay time for oxygen sensor aging, Bank 2 — above limit.

For vehicles with this problem, the PST2 (Porsche System Tester 2) or the PIWIS Tester must be used to delete the fault memory and reprogram the DME control module with new DME software. The PST2 or the PIWIS Tester is required to have the software version 22.0 or higher. The oxygen sensors in vehicles with this defect are fully functional and do not need to be replaced. No further repairs are required.

Note: To program the DME control module, the “DME programming code” and the “immobilizer code” need to be known (see IPAS After Sales Service).

Introduction: Introduction of the new DME software on Jan. 12, 2004, as of the following VINs: 99 54S 62 1761 USA; 99 94S 65 1984 USA; and 99 84S 63 5157 USA. Work Procedure: Program the DME control module with the new software

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[ ImportTechTips version.

Caution: The programming operation must not be interrupted. The battery must be connected to a suitable battery charger. If there is an interruption due to a voltage drop while programming, malfunctions in the DME control module cannot be ruled out.

1. Connect the battery to a battery charger.

2. Connect the PST2 (or PIWIS Tester) with software version 22.0 or higher to the diagnostic plug and switch it

on. The procedure for the PST2/PIWIS tester is identical.

3. Switch on the ignition.

4. Using the PST2, select “Control Module Search” in the Control Modules menu.

5. Select the DME control module from the Control Modules selection and open the fault memory.

6. If there are any additional malfunctions stored apart from the two related to this bulletin, they must first be localized and eliminated.

7. After remedying the faults and deleting the fault memory, continue with step 8.

8. Program the DME control module according to the specifications of the 911 Carrera (996) Technical Manual, Group

2, Chapter 24 70 19.

9. Using the PST2, select “Control Module Search” in the Control Modules menu.

Fault memory entries (CAN DME time-out or the like) in the control modules that are due to the DME programming must be deleted. Read out fault memory again and localize and eliminate stored malfunctions.

10. After remedying the faults and deleting the fault memory, continue with step 11.

11. Change to the PST2 start menu, switch off and disconnect the PST2.

12. Switch off the ignition.

13. Disconnect the charger.

Courtesy of ALLDATA. IC

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Delphi introduces 20 new ignition coils that cover more than 6.4 million North American vehicles from 1985 to present, including Hyundai, VW, Toyota, Audi, Daewoo, GM, Kia, Suzuki and Mazda. Visit go.delphi.com for specific part information. Delphi ignition coils are designed to operate as part of an integral engine management system to insert power into spark plugs and ensure fast starts, consistent engine performance and optimized fuel efficiency.

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ZF Services LLC has published its fully updated 2013 SACHS Shocks and Struts catalog with expanded domestic coverage for light trucks and latemodel vehicles. SACHS continues to offer solid European coverage and also continues to grow the product line to offer even more coverage for the Asian import market. The catalog now includes 2,198 part numbers. New in 2013, SACHS is offering a fully assembled premium Strut and Spring Assembly program.

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Running an automotive shop today is more complicated than ever — especially if it’s being run on paper or a system that’s simply not getting the job done. NAPA TRACS has been an industry leader for more than 20 years and delivers estimating, shop management, technical, CRM, accounting and phone solutions to thousands of shops across the country just like yours. Call 800-742-3578 for a no-obligation demonstration today!

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Beck/Arnley has added three new premium antifreeze/coolants to its line of genuine OE-quality fluids that are specifically designed for European vehicles such as Audi, BMW, Land Rover, MINI, Volkswagen and Volvo.

Beck/Arnley’s premium European antifreeze/coolants are based on monoethylene glycol, contain no nitrates, amines or phosphates, and offer reliable protection for use in aluminum and cast-iron engines.

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Track Talk Inside NASCAR’s Black Box In 1992, General Motors was looking for ways to decrease the number of lower leg injuries to their Indy Car drivers. In their research, they were lacking one piece of technology to help them do this: a way to measure the force drivers were subjected to in crashes.

They did, however, have a device placed in shipments of expensive equipment going oversees to determine how the cargo was being handled, and track when it was mishandled and by whom. With a few tweaks, such as an increased range of measurement, the company realized these devices could be placed in cars to measure the impact of a crash.

That was the beginning of the Incident Data Recorder (IDR), or “black box,” in automobile racing.

Today, NASCAR supplies each of the cars in its three national racing series with an

updated version of that recorder. In the event of a crash, big or small, NASCAR officials are able to retrieve the data and details of the crash, including the rate of deceleration when the car hits a barrier.

According to Tom Gideon, senior director of safety, research and development for NASCAR, the incident data recorder has not failed to collect information on a crash yet.

“From 2002 to now, we’ve recorded over 6,000 incidents in the national series,” he said. “All the vehicles in our national series — which include NASCAR Sprint Cup, Nationwide and Camping World Series racecars and trucks — are required to have a crash recorder.”

Since 2002, the accident data recorders have ridden along with NASCAR drivers.

Teams are responsible only for the aluminum bracket

that holds the recorder into place in that car.

Before each race, a team of field investigators During a race, the “black box” measures the accelplaces a recorder into eration or deceleration of a race car 10,000 times per second. that bracket.

Once a magnetic sensor or repaired. inside the box detects it’s NASCAR also uses these been placed into the car, it devices to re-enact actual goes into a state of readiness. crashes to improve safety and Because the units don’t have to test new developments. an on/off switch, the magnet Technicians are able to take sensor helps to preserve the the numbers from a wreck battery when they aren’t in a and, using a hydraulic cylincar. During a race, the device der and dummy model, exammeasures the acceleration or ine the effects on the body of deceleration of the car 10,000 that identical force. They’ve times per second. NASCAR even used these data recorders officials remove the IDRs from to test the Generation-6 car’s the car after each race, recordimproved roll cage by capturing information from those in ing the impact when a car is cars involved in wrecks. dropped upside down in the Once NASCAR extracts the Research and Development data from a crash, the numbers Center parking lot. are then released to the team “We’re at all times looking whose car held the recorder. for improvements to the car Teams use this that we can validate, so that information to when we finally put it in the determine how car, we’re not worried that hard the car was maybe we did something hit, and whether wrong,” Gideon said. the impact was Learn more about the latbig enough to est technological advances in cause damage to NASCAR by visiting the new the seat and NASCAR Automotive restraints. If so, Technology Center the seat — Engineered By Mobil 1: which can cost www.nascar.com/automoup to $12,000 tivetechnology — will be fully inspected before

By Kristen Boghosian, being replaced NASCAR.COM

An incident data recorder, also known as a “black box,” gives NASCAR officials the ability to measure the effects of crashes.

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

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