❯❯ Oxygen Sensor Issues ❯❯ Wheel Bearing Service Essentials ❯❯ Hyundai Elantra Brake Job October 2012
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Volume 34, No. 10
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Volkswagen
Oxygen Sensor Issues
Wheel Bearings
Water Pump Replacement
When the MIL Light Illuminates
Bob Howlett of the Swedish Solution, Orange Village, OH, thought he’d have to do only a minimum of service to get a 2003 VW Jetta ready to use as a loaner, until he noticed the temp gauge reaching for the red.
Although it’s obvious that a new oxygen sensor is required when the PCM detects a failure, there are other occasions when an oxygen sensor replacement might be recommended.
Doing the Job With Fewer Comebacks Servicing pressed-in wheel bearings requires a bit more finesse when compared to hub units or tapered roller bearings. But, with the right tools and information, these jobs can be moneymakers.
ImportCar Staff Publisher Jim Merle, ext. 280 jmerle@babcox.com
Managing Editor Jennifer Clements, ext. 265 jclements@babcox.com
Graphic Designer Kelly Gifford, ext. 249 kgifford@babcox.com
Circulation Manager Pat Robinson, ext. 276 probinson@babcox.com
Editor Mary DellaValle, ext. 221 mdellavalle@babcox.com
Technical Editor Larry Carley lcarley256@aol.com
Advertising Director Cindy Ott, ext. 209 cott@babcox.com
Circulation Assistant Kim Hedgepeth, ext. 260 email: khedgepeth@babcox.com
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DEPARTMENTS Columns
Publication
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06 Editor’s Notebook
Contributing Writers Larry Bailly, Quality Foreign Auto, Mill Creek, WA
08 News Update
Bob Dowie, Village Auto Works, Chester, NY
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12 Guess the Car Contest 20 Gonzo’s Tool Box
Gary Goms, formerly of Midland Engine Electronics & Diagnostics, Buena Vista, CO Scott “Gonzo” Weaver, Superior Auto Electric, Tulsa, OK
Editorial Advisory Board Bob Dowie, Village Auto Works, Chester, NY
38 Brake Job: Hyundai Elantra
Bob Howlett, The Swedish Solution, Orange Village, OH
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47 NASCAR Performance
Chris Klinger, Precision Incorporated, Tucson, AZ Steve Louden, Louden Motorcar Services, Dallas, TX
60 Tech Update: Ride Control
Frank Scandura, Frank’s European Service, Las Vegas and Henderson, NV Joe Stephens, Stephens Automotive, Palatine, IL
80 Import Tech Tips
John Volz, Volz Bros., Grass Valley, CA
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85 Essentials (New Products)
Babcox Media, Inc. 3550 Embassy Parkway Akron, OH 44333-8318
87 Classifieds 91 Ad Index 92 Publisher’s Perspective
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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
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Founder of Babcox Publications
Edward S. Babcox (1885-1970)
Chairman
Tom B. Babcox (1919-1995)
IMPORTCAR (ISSN 1069-4714) (October 2012, Volume 34, Number 10): 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2012 by Babcox Media, Inc.
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[ Editor’sNotebook
By Mary DellaValle| EDITOR
We’re Kicking Things Up A Notch And Remaining Steadfast in Our Mission
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n today’s competitive service environment, you need to work both harder and smarter to stay ahead of the competition. Beyond delivering highest-quality repairs and offering top-notch customer service, you wrestle with tough shop management issues on a daily basis. You also work hard on improving important businessbuilding elements, like shop image and reputation, and making good first impressions with customers. So, just as your shop evolves and innovates to be at the forefront in your market, so too has ImportCar. Beginning this month, we’ve energized ImportCar with a new
look, beginning with a bolder, eye-catching logo. You will also notice our revamped headers to identify the magazine’s various columns, departments and features, and new page layouts with a bigger point size, and larger diagrams and photos. (See the publisher’s message on
page 92 for more details.) For 33 years, ImportCar has been your trusted source for technical information on
better serve you, our loyal readers, the resourceful content you’ve come to expect still remains. We’ll continue to cover the predominant underhood and undercar service work you perform on a daily basis, and the nameplates in which you specialize. Even though our packaging has changed a bit, our core editorial will continue to be your expert source of technical information to repair import vehicles. That’s our promise. So, remember, as you work on ways to energize your shop, don’t lose sight of your core competencies and the solid framework within which you’ve built your business. IC
import vehicles. Within the pages of every issue, diagnostic, troubleshooting and repair information has helped you service imports with greater precision and accuracy, and kept you up-to-date on emerging service technologies. While our redesign offers a fresh, easier-to-read format to Mary DellaValle, mdellavalle@babcox.com
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[ NewsUpdate Federated Announces New Toys for Tots Microsite
Federated Auto Parts announced its new microsite is up and running and ready to accept donations to the Marine Toys for Tots Foundation. The special site is one of the ways Federated and its members will help raise money and collect toys for the annual Marine Toys for Tots program in 2012. “We are very pleased to be able to offer this online donation option as a fast, easy and secure way to make donations to the Marine Toys for Tots campaign,” said Mike Schultz of Federated Auto Parts. “Although we will be collecting toys at participating Federated Auto Parts store locations from October through December, many folks have asked about making financial contributions. The new microsite is the perfect way to do so.” The Federated microsite (www.FederatedAutoParts.com /ToysforTots.aspx) links directly to the Toys for Tots website. “Members, associates, customers and manufacturing partners have all expressed interest in helping this extremely worthwhile cause that brings the magic of Christmas to less fortunate children each holiday season,” added Schultz. Circle #8 for Reader Service
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[ NewsUpdate AIA to Hold 24th Annual Import Product and Marketing Awards Program at AAPEX The Auto International Association (AIA), the import segment of AAIA, will present its 24th annual AIA Import Product and Marketing Awards Tuesday, Oct. 30 at 3 p.m. during AAPEX at the Sands Expo Center. The awards recognize manufacturers and marketers for excellence in products, packaging, websites, catalogs and marketing/advertising programs for import cars or trucks.
Registrants listed by categories at presstime include: Best Overall Import Aftermarket Product: Centric Parts, Intermotor™ by SMP, KYB Americas Corp. Best New Product for Import Cars or Trucks: AirSept, Inc., AISIN World Corp. of America, Atlantic Automotive Enterprises, Beck/Arnley, Bosal USA, Centric Parts, DENSO Sales California, Gates, Hitachi Automotive Systems Americas, Inc., Intermotor™ by SMP, Philips Automotive Lighting, ZF Services North America, LLC. Best New Performance Product or Accessory for Import Cars or Trucks: ANSA Exhaust Technologies, Centric Parts, Philips Automotive Lighting
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Best Merchandising/ Advertising of a Product for Import Cars or Trucks: AISIN World Corp. of America, Direct Market Access, Inc., FederalMogul Corporation, Intermotor™ by SMP, KYB Americas Corp., Philips Automotive Lighting. Best New Packaging of a Product for Import Cars or Trucks: AISIN World Corp. of America, Beck/Arnley, DENSO Sales California, Hitachi Automotive Systems Americas Inc., Intermotor™ by SMP, Philips Automotive Lighting, Walker Products. Best New Catalog of a Product Line for Import Cars or Trucks: Centric Parts, DENSO Sales California, Direct Market Access, Inc., OEM-Original Engine Management, Walker Products, ZF Services N.A. LLC. Best Website Presentation of a Product Line for Import Cars or Trucks: Beck/Arnley, Centric Parts, DENSO Sales California, KYB Americas Corp., Philips Automotive Lighting.
Visit the AIA Import Product Awards display area at the Sands Expo Center.
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[ NewsUpdate SSF Imported Parts Sold to Germany’s Wessels+Mueller AG and Thomas Beer SSF Imported Auto Parts, headquartered in South San Francisco, CA, has been acquired by a partnership of Germany’s Wessels+Mueller AG and longtime aftermarket import industry executive Thomas Beer. SSF is a leading WD for German and Swedish automotive replacement parts, with five warehouse locations in California and Arizona. Family-owned Wessels+Mueller AG is one of the largest automotive warehouse distributors in Europe, with more than 100 warehouse locations in Germany, Austria and the Netherlands. Co-investor Thomas Beer is SSF’s new CEO, while former co-owner Hans Kopecky is staying on as COO. Bastian Mueller, who represents Wessels+Mueller’s interests on the board, explained the rationale of this U.S. investment. “The demand for European OE-quality replacement parts in the U.S. is poised for solid growth and SSF, with its leading programs for German and Swedish vehicles, is ideally positioned to take advantage of this. With our experience of the European car parc and Thomas’ exceptional market knowledge, we believe together we can add substantial value to SSF. Both companies have a really strong overlap in programs, suppliers and philosophies.” Kopecky added, “Wessels+Mueller is an ideal match for SSF. We are both OE quality-driven in our programs and by combining our strengths and efforts, SSF can become an even stronger complete solution for European Repair Specialists.”
ACDelco Welcomes Fall Car Care With ‘Spin to Win’ Promotion From Oct. 1 through Nov. 30, ACDelco independent service centers, including ACDelco Professional Service Center program participants, can earn a Spin to Win token for every $250 purchase of ACDelco products. Each token is worth from $15 to $150 in reward points that can be redeemed on more than 3,000 products and services. “Our Spin to Win promotion gives service centers a great opportunity to leverage the busy fall car care season and prepare their customers’ vehicles for the upcoming winter months,” said Carol Kohlstedt, ACDelco national promotions manager. Visit www.acdelco360.com for a complete list of program rules, eligibility and redemption details for the ACDelco Spin to Win Promotion, or see your participating ACDelco distributor.
GUESS THE CAR! WIN $50! #8
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 November 1, 2012.
October Solution: Buick Allure
#7
Solved by: Amy Berry, Service Writer, Automotive Authority, Chesapeake, VA
CONGRATULATIONS AMY! Employees of Babcox Media, industry manufacturers and ImportCar advertisers are not eligible to enter.
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[ NewsUpdate Babcox Memorial and AVI Education Scholarship Recipients Announced The Automotive Management Institute (AMI), in conjunction with Babcox Media, recently announced Peter Rudloff, owner, Pete’s Garage, Inc., Newark, DE, as the recipient of the Tom B. Babcox Memorial Scholarship. He receives $1,000 to be applied toward expenses to attend educational sessions and view the latest repair technologies and equipment during the Congress of Peter Rudloff Automotive Repair and Service (CARS), Oct. 10-13 in New Orleans. Rudloff has worked in the automotive service industry for 17 years and has been a shop owner for the past 13. He holds several industry certifications and is currently completing the necessary requirements to earn the Institute’s Accredited Automotive Manager (AAM) designation. Rudloff is a member of ASA, where he is Charlene Parlett currently serving on the national Mechanical Division Operations Committee. AMI, in conjunction with Automotive Video, Inc. (AVI), also announced Charlene Parlett and Edward Roth as the recipients of AVI Education Scholarships. The scholarships recognize automotive service professionals who have a strong desire to improve their management and technical skills through education. Edward Roth Parlett receives $1,000 to attend CARS, while Roth receives $1,000 to be applied toward expenses to attend seminars offered during the AVI Training Conference in Las Vegas, Oct. 29–30. Visit www.amionline.org for more information.
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[ NewsUpdate Multi Parts Supply Establishes Memorial Scholarship to Honor the Late Peter Klotz Multi Parts Supply (MPS) has established a scholarship fund through the Global Automotive Aftermarket Symposium (GAAS) Scholarships in memory of the late Peter Klotz, a leader and advocate in both the automotive aftermarket and heavy-duty industries, who died Aug. 27. MPS has initiated the memorial fund with a contribution of $1,000 for scholarships designated for students pursuing careers as automotive technicians. “We are committed to supporting the GAAS through scholarships, although sadness comes with this award as we honor the memory of our friend, Peter,” noted Brian Cohn, president, Multi Parts Supply. “We hope that other automotive companies will follow us in honoring him in this way that he would appreciate.” Klotz was vice president, advanced planning and global supply at WORLDPAC, which he joined in 2005. Prior to WORLDPAC, he spent more than 25 years in the automotive aftermarket, and played a significant role in building DENSO’s independent aftermarket program. Donations can be made to the memorial scholarship by sending checks payable to: The Peter Klotz Memorial Scholarship Fund c/o Susan Medick AAIA, 7101 Wisconsin Avenue, Suite 1300, Bethesda, MD 20814.
TRICO EX Factor Promotion Rewards Fall Wiper Sales Trico Products recently announced the TRICO EX Factor fall wiper blade promotion, which provides an opportunity to win an ultimate racing experience for counter professionals and service technicians who sell the most TRICO blades. The top individual counterperson or technician who sells or installs the most TRICO Exact Fit, Teflon SHIELD, TRICO Flex, TRICO NeoForm or TRICO Force blades between Sept. 1 and Nov. 16 will win the Ultimate Exotics Racing Combo 1-Car VIP Experience in Las Vegas for themselves and a guest. One winner and a guest will drive up to 10 exotic cars in the same day, while comparing and contrasting power and handling of the world’s most exclusive super cars including, an Aston Martin V8 Vantage, a Ferrari F430 F1, a Lamborghini Gallardo LP550 and more. Round-trip airfare, two nights’ lodging, ground transportation and an on-board video capturing the day at the track will also be included. Visit TricoProducts.com. IC Circle #16 for Reader Service
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[ Gonzo’sToolbox
By Scott “Gonzo” Weaver, owner Superior Auto Electric, Tulsa, OK
One More Busted Knuckle That Comes With the Territory
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nyone who has ever worked on cars is familiar with the grease, the grime, the clanking of a loose rod bearing or the snap of a fuse that comes with the territory. And, along with the noises and smells of the business, there are also the scrapes and the bruises. Sometimes, I can go an entire week without cutting myself or jamming a finger, but then there are those days where I have to make a mad dash for the First Aid kit. Like a lot of technicians, I’ve got scars, a couple of broken fingers and a few swollen joints from working on cars all these years. The older I get, the more war wounds I seem to collect. Age sure doesn’t help with the eyesight, or the knees, or let’s not forget about that aching back! Let’s face it, working on cars and trucks is a physically demanding job, as well as a mental workout. I can remember a time back in my youth, when I would bench press a tranny up into the car while lying on a dirt floor. I don’t think I’ll try that these days. I’m much older now and I’ve grown out of that macho style of auto repair. Doing some Herculean feat, which only ends up with another scar for my efforts, is no way to end the day. I sure wish I would have understood that back then; it might have saved me from a few bumps and bruises.
ticular day. The customer had dropped it off early that morning, and I said I could have it done by lunchtime. The joints weren’t that hard to change, but getting the driveshaft off was difficult. Three of the four rear yoke bolts came off without a problem, but with the fourth one, I wasn’t so lucky. The wrench slipped off, and, with the force I had on the bolt, my whole arm shot skyward. A sliver of MIG welding wire was still on the joint where the rear yoke housing is welded to the actual driveshaft pipe from the factory. This made for a perfect slice and dice on my forearm as it passed by. I had most of my fore-
CASE IN POINT I was changing the U-joints on a truck, on one parScott “Gonzo” Weaver, gonzostoolbox.com Article continues on page 23
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Gonzo’sToolbox ] arm wrapped up by the time the customer picked up the truck that afternoon. “What did you do to that arm?” he asked. I told him how it happened in all the gory details. I’d like to say he was concerned, but not just about my arm. He was more concerned with his truck. “So, you still got the U-joints changed?” he asked. My wife just rolls her eyes when I come home with a new bandage on. I think she enjoys tormenting me, while she cleans up my newest wound from an inanimate object. Outside the daily workings of the shop, I’m asked to speak at different functions, or invited to
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some events where I’ll be shaking a few hands. I used to worry about the roughness of my hands, especially when I was in a room of business execs who had no concept of manual labor work in their daily vocations. But, you know, I’ve come to realize that I should be proud of what I do, and those scars and callouses I’ve collected are like my own personal business card. Even with a few extra scrapes and scars, I’m still going back to this job tomorrow. I don’t plan on gouging a test light into my hand while reaching down into an engine bay, but you know…it’ll happen...maybe not today, but it will. IC
Let’s face it, working on cars and trucks is a physically demanding job, as well as a mental workout.
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WATER PUMP REPLACEMENT By Bob Howlett, owner, The Swedish Solution
e bought another loaner. It’s a 2003 Volkswagen Jetta that’s loaded with heated leather seats, heated power mirrors and the 1.8L turbo engine. It’s got the premium stereo and it’s my favorite color, black. It only has 125,000 miles on it and it’s current on its timing belt and other services. I thought we were going to have to do a minimum of service to get it ready to use as a loaner, until I noticed the temp gauge reaching for the red. We all know why we recommend doing the water pump and all the rollers when we sell timing belt services. We even have a nice display to show our customers how it all works, and 90 percent of the time our customers will take our advice and do the complete service. Occasionally, someone will say, “Don’t do the water pump; I’m going to sell the car.” Guess what I bought? The water pump impeller is plastic on many Volkswagens. It gets brittle and can break into pieces or spin freely on the shaft and not push any coolant. We checked the sensor, felt the radiator and had a strong suspicion that was the case with our new loaner, but how do you tell without removing the pump? Since the car had overheated, we were going to replace the thermostat, and with the thermostat removed you can reach in and feel the water pump impeller and verify if it’s broken or loose. This article will show you how to remove the stat, check the water pump and replace the pump, if necessary. As with all repairs involving cam and crank timing or alternator removal, we will disconnect the battery. To reach the thermostat, you do need to remove the alternator, so let’s get started.
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Volkswagen] Photo 1
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DIGGIN’ IN
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1. Remove the two engine shields. Quick screws hold in the top shield and front shield (see Photos 1 and 2). ➔ 2. Disconnect the intake duct at the throttle body (see Photo 3), remove the four torx bolts and then remove the throttle body. We had to key the car on after we pulled the throttle to roll up the windows. That makes it necessary to run adaptation on the throttle after we are done, so roll the windows up before you disconnect the battery. ➔ 3. To remove the alternator, we had to first remove the serp belt (see Photo 4) and belt tensioner, so remove the serpentine belt and the three bolts that hold the tensioner on. ➔ 4. Remove the two bolts that hold the alternator on and then remove the alternator, or just move it forward out of the way. We could now see the thermostat cover (see Photo 5). ➔ 5. Once you remove the thermostat cover, you can pull the thermostat (see Photo 6) and check the pump impeller. Reach into the block and toward the front of the engine to feel the impeller. It’s usually very apparent if the impeller is loose or broken. ➔ 6. So, it turns out that we do have a broken impeller and have Article text continues on page 30
“Remove the two bolts that hold the alternator on and then remove the alternator, or just move it forward out of the way.” Import-Car.com
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“We removed the one nut holding the power steering reservoir in, clamped off the hoses and removed the front hose.” Circle #26 for Reader Service
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“Volkswagen recommends using a cross bar to support the engine from the top, but that can really get in the way. So, we use a good jack with a large rubber pad to support the engine before we remove the mount.� 28
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[ Volkswagen
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WATER PUMP REPLACEMENT
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found the source of our overheating, so now we have to remove the timing belt and replace the water pump. We will also install our new thermostat, but we won’t reinstall the alternator or throttle body until after we use our airlift and verify the thermostat O-ring is seated and won’t leak. Now let’s start on the water pump. ➔ 7. Unplug the coolant level sensor, and then remove the two screws and the two hoses to get the reservoir out of the way (see Photo 7 on page 26). One hose is underneath the reservoir, so be careful when flipping it over (see Photo 8 on page 26). The plastic can be brittle and crack if you’re too rough.
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8. The power steering reservoir needs to be removed next. We removed the one nut holding it in (see Photo 9 on page 26), clamped off the hoses and removed the front hose. We laid it
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[ Volkswagen
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near the firewall to get it out of the way. Feel free to completely remove it, if you desire. ➔ 9. Before removing the right upper motor mount, raise the car and access the crank pulley and lower timing cover. Remove the RF wheel (see Photo 10), then the intercooler duct (see Photo 11), and then remove what VW calls the belt cover. The intercooler duct is held in by only one nut (see Photo 12) and two clamps (see Photos 13 and 14). ➔ 10. The right-side motor mount needs to be removed next. Volks-wagen recommends using a cross bar to support the engine from the top, but that can really get in the way. So, we use a good jack with a large rubber pad (see
Photo 15) to support the engine before we remove the mount. Be sure the lift is sitting on the safety before putting the jack under the car. Remove the two bolts (see Photo 16) that hold the side bracket to the mount and the three bolts that hold the mount in (see Photo 17). ➔ 11. Remove the two clips (see Photo 18) that hold the upper timing cover on, and then remove the bracket to which the engine mount was attached. There are three bolts (see Photo 19) that hold it on and you may have to raise the engine slightly to get it out of the way. ➔ 12. There aren’t really any special procedures to do a timing belt on this model, so just line up
Note: Photos referenced here can be found on page 28, but see page 30 for #19
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[ Volkswagen
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the timing marks. We put a dab of Wite-Out on the marks so it’s easier to see them (see Photo 20). We then remove the four Allen bolts (see Photo 21) that hold the crank pulley on, and the four bolts that hold the lower timing cover on (see Photos 22 and 23). We can now see the timing belt, tensioner and roller and the water pump (see Photo 24). ➔ 13. Normally, we are installing all new parts so we can unbolt the tensioner and just take the belt off. A new tensioner comes collapsed, so once the new parts are installed and we make sure the timing marks are aligned, we just pull the pin (see Photo 25) on the tensioner and we’re good to go. It’s important
to check the engine code to make sure you get the correct parts because VW and Audi made several variations of the 1.8L and 2.0L motors. ➔ 14. We will reuse all of our parts (except the water pump) because they were installed 20,000 miles ago, so we need to collapse the tensioner (see Photo 26) to remove and reinstall the belt. The factory tool part number is T10092. It’s basically a 5mm x 0.8 bolt that is 60 mm long and a large washer. Either works well. Slowly screw the bolt in until the belt slides off the water pump. ➔ 15. Remove the three bolts that hold the water pump in and remove it. We can see the impeller came out in pieces (see
Note: Photos referenced here can be found on pages 30 and 32.
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[ Volkswagen Photo 32
Photo 27). Clean up all the mating surfaces and install the new pump (see Photos 28 and 29). Hook up your airlift and make sure the thermostat and water pump won’t leak (see Photo 30). If everything checks out OK, refill the cooling system and double
WATER PUMP REPLACEMENT
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wheel and let’s finish putting it all back together. ➔ 17. Reinstall the upper engine mounting bracket and the upper timing belt cover. Install the engine mount and bracket and hook up the power steering reservoir and coolant reservoir.
ing up the parts. The code is usually stamped on the cylinder head and is also on the engine sticker on the timing cover. You can also get it by running the VIN number. What’s most important is to educate your customer about the importance of doing the complete job. They may remember the low price they paid, but will quickly forget your recommendation to replace the water pump, or your warning that they will have to pay the labor again should the water pump fail. Worse yet, the tensioner or a roller could fail and cause a catastrophic engine failure a year after the timing belt was done, and you know who would get the blame for that.
“What’s most important is to educate your customer about the importance of doing the complete job.” check for leaks. We don’t want a comeback because of a pinched or cut O-ring. ➔ 16. Everything looks leakfree, so we reinstalled our timing belt and checked our marks (see Photo 31). Unscrew the tensioner to tension the belt, and then rotate the engine over two times and recheck the marks. If everything lines up, reinstall the lower timing cover and crank pulley (see Photo 32). Install the belt cover and intercooler tube and make sure the rubber couplers and clamps are secure. Even a small leak can give you driveability problems and a check engine light. Torque the
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18. Reinstall the alternator and serpentine belt tensioner and belt. ➔ 19. Put the throttle body back on and hook up the air duct. We put the engine covers back on and we are ready to start it up (see Photo 33). The car runs great and I’m ready to send it out as a loaner. We’ve done hundreds of these water pumps over the years and there are many variations of timing belt setups, depending on manufacture date, engine code and where the car was made. That’s why it’s so important to get the engine code when look-
So, get a timing belt display from one of your suppliers and save some worn out or broken parts to show your customers. It’s easy to sell the complete job with a little show and tell. IC
Bob Howlett joined the Swedish Solution crew in 1985 and bought the business four years ago. Bob is an ASE-certified Master Technician and is an L1 Advanced Level Specialist. The Swedish Solution specializes in Saab, Volvo, VW and Audi, but it employs four ASE Master Technicians who can service all makes and models.
Note: Photos not pictured here can be found on pages 32 and 34.
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[ TechFeature
HYUNDAI BRAKES By Andrew Markel, editor, Brake & Front End Magazine
Brake Job: 2000-’06 Hyundai Elantra
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he third-generation Hyundai Elantra is the vehicle that put the Korean automaker on the map. With a roomy interior and a reliable drivetrain, the Elantra sold well to a wide demographic of import and domestic buyers. The brake system, for the most part, is generic and not difficult to service. In this article, we’ll be performing a complete brake job on a 2002 Hyundai Elantra with almost 200,000 miles on the clock and that has seen some tough winters in the rust belt. The car even had the front subframe replaced two years ago under warranty. For all of the shops in non-rust belt states, you are about to be amazed and surprised what a little snow and salt can do to a vehicle.
TSBs AND RECALLS There are no TSBs of relevance for the 2000-’06 Elantra. In 2003, Hyundai recalled some 2000-’03 Elantras for corrosion on the rear brake lines
that pass behind the front suspension crossmember. The contact causes the outer coating on the brake lines to wear away. Without this coating, the lines will corrode. The fix for dealers was to reposition the rear brake lines so they do not contact the mounting brackets. The repair involves installing brake line clips to control the location of the rear brake tubes, and apply anti-corrosion material to the lines.
INSPECTION PROCEDURES The initial inspection revealed the front rotors were below specifications and had uneven pad wear on the right front inboard pad. The rear drums were also out of specification and a leaking wheel cylinder had contaminated the brake shoes. Hyundai recommends replacement of the wheel cylinders
Andrew Markel
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[ TechFeature
HYUNDAI BRAKES
being transferred to the caliper bracket. Over time, the ridges on the guide pin become compressed and it’s then possible to transfer vibration and noise to the vehicle. Some hardware kits include the insulator sleeves. It’s always a good idea to replace these every time the pads are replaced.
if any brake fluid is found in the dust boots. Runout measurements of the rotors and hubs revealed little or zero runout.
FRONT BRAKES The caliper guide pins have insulator sleeves on the ends. These are designed to prevent vibration from
Circle #40 for Reader Service
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Circle #41 for Reader Service
[ TechFeature
HYUNDAI BRAKES
The boot for this caliper guide pin had a 4 mm gash. Due to heat expansion and contraction and the movement of the caliper centering over the rotor, the gash pumped in enough water and salt to corrode the pin and bore of the bracket.
This is an example of a good idea gone bad. The previous technician put a coating of what looks to be anti-seize or brake lubricant on the piston or inboard pad. Over time, the grease has broken down and migrated onto the piston’s boot. This has attracted dust and dirt that has damaged the boot.
A moly-based brake lubricant should be applied to only the fingers of the caliper. Circle #42 for Reader Service
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[ TechFeature
HYUNDAI BRAKES
Lubricant should be applied to the abutment clip on the caliper bracket. Less is more! For some vehicles, it’s necessary to put a moly-based lubricant only on the ears of the pad that make contact with the abutment clip. Dust and debris stick to lubricants and can cause problems down the road.
Make sure the hub is clean and free of all debris. Even a small piece of rust the thickness of two pieces of paper can cause 0.001� of runout. Circle #44 for Reader Service
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[ TechFeature
HYUNDAI BRAKES
REAR BRAKES
After the shoes are removed, clean up the lands the shoes ride on. If the lands are grooved from the shoes, replace the backing plate. Place a small amount of molylube on the lands, but don’t use too much. Excess lubricant attracts dust and debris that can cause the shoes to stick.
Inspect the teeth on the self-adjusters. Rounded, broken or worn teeth can cause the adjuster to malfunction. Clean and lubricate the adjusters. A little bit of lubricant can go a long way.
Circle #46 for Reader Service
Track Talk NASCAR Performance Partners Give Pros & Fans Multiple Chances To Win Champion’s Week Prizes NASCAR Sprint Cup Series Champion’s Week™ has quickly become the hottest ticket of the season for diehard NASCAR® fans and, now, thanks to several NASCAR Performance partners, some lucky fans – and automotive professionals – will get to experience the week-long celebration VIP-style. During Nov. 28 – Dec. 1, 2012, NASCAR devotees can once again expect a star-studded and entertainment-packed week in Las Vegas, as the top-12 drivers celebrate the culmination of the 2012 season. You could join them to
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prizes and a dream NASCAR experience. Shop professionals can look for Your Ticket To The Track winning promotional stickers in qualifying 3M professional products. Just enter the code on the back of your sticker to win at 3MCollision.com. Freescale “Wide Open” Sweepstakes. Freescale, the Official Automotive Semiconductor of NASCAR and the processing power behind the NASCAR Sprint Cup Series switch to fuel injection, offers fans a chance at a Champion’s Week trip and more by visiting Facebook.com/FreescaleRacing. K&N’s 2012 NASCAR Sprint Cup Series Champion’s Week in Vegas Sweepstakes. K&N, the #1 Filter in NASCAR, invites technicians and fans to enter to win big at knfilters.com. MAHLE Clevite Champion Technician Contest. Designed to honor the skills of engine technicians and specialists nationwide, participants enter via essay submission describing how an engine technician or specialist demonstrates success and furthers the field of engine development. Participants can either submit an entry about themselves, or on behalf of the nominee. Applications can be downloaded at http://championtechnician.mahleclevite.com. Mobil 1 Racing Academy. Mobil 1, the Official Motor Oil of NASCAR, invites you to race your way to NASCAR Sprint Cup Series Champion's Week by playing the Mobil 1™ Racing Academy game daily at mobiloil.com.
[ TechFeature
HYUNDAI BRAKES
Be aware, most rear brake hardware kits might have two different length shoe anchors. If the shoe seems too loose or too tight, check the parts bag for an alternative part.
When a drum is off the vehicle, assemble the shoes and hardware in the drum. The adjuster can be set so only a small adjustment has to be made on the vehicle. 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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Circle #49 for Reader Service
[ DiagnosticSolutions
OXYGEN SENSOR By Gary Goms|Import Specialist Contributor
Oxygen Sensor Diagnostics
O
xygen sensors have been a part of the automotive maintenance scene since 1976, when feedback fuel controls were popularly introduced. By 1980, nearly every car and light truck was equipped with an oxygen sensor that allowed their computercontrolled fuel systems to operate in a “closed-loop,” “feedback” or “fuel control” mode. Early single-wire zirconia oxygen sensors are usually replaced at 30,000-50,000-mile intervals or should be tested when a “maintenance” warning light is illuminated. Back in the day, early oxygen sensors often failed due to tetra-ethyl lead and silicon (dirt) contamination. Early oxygen sensors also became contaminated with phosphorous contained in engine oil, glycol contained in engine coolant and vapors emanating from silicone gasket sealants. See Photo 1. Modern zirconia and air/fuel ratio (AFR) oxygen sensors last much longer because most of the above contaminants have been removed from gasoline, engine oil and gasket sealants. Since vehicles are being driven much longer, zirconia and AFR sensors most often malfunction because their internal heater circuits fail or because their zirconia-based sensing elements eventually lose their sensitivity to rapid changes in the engine’s air/fuel ratio.
Photo 1: This badly contaminated oxygen sensor produces a biased signal that causes a rich condition after the engine enters closed-loop operation.
14.7:1 weight ratio. Ideally, 14.7 parts of air mixed with 1.0 parts of fuel will completely oxidize, leaving only water and carbon dioxide. The term “stoichiometric” describes the state in which chemically perfect combustion is achieved. In contrast to stoichiometric, Lambda indicates when the actual air/fuel mixture varies from the chemically perfect 14.7:1 a/f ratio. Lambda 1 indicates a perfect 14.7:1 a/f ratio, while a Lambda number of less than 1 indicates insufficient air supply. A Lambda number that’s greater than 1 indicates insufficient fuel in the cylinder. See Photo 2 on page 52.
HEATED OXYGEN SENSORS OXYGEN SENSOR TERMINOLOGY Oxygen sensor diagnosis requires an intimate knowledge of oxygen sensor terminology. The earliest version of the oxygen sensor was originally called a “lambda sensor,” because it could detect when an air/fuel mixture varies from an ideal
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During the early 1980s, many engines didn’t achieve fuel control (open-loop) until the coolant warmed to 160° F and the oxygen sensor warmed to 600° F. Since most exhaust pollution occurs during and shortly after a cold engine startup, oxygen sensors were later equipped with electric
Circle #51 for Reader Service
[ DiagnosticSolutions
OXYGEN SENSOR
heaters to quickly bring them up to operating temperature. In modern vehicles, the PCM enters fuel control (closed-loop) as soon as the oxygen sensor begins sending a readable voltage signal to the PCM. Although operating strategies vary according to application, the PCM generally activates the oxygen sensor’s heater circuit during cold startups. Heated oxygen sensors generally last between 60,000-100,000 miles.
THE ZIRCONIA OXYGEN SENSOR
Photo 2: The coat of soot on this unheated oxygen sensor reduces its sensitivity to changes in the air/fuel mixture ratio.
Ideally, 14.7 parts of air mixed with 1.0 parts of fuel will completely oxidize, leaving only water and carbon dioxide. 52
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The sensing element of most oxygen sensors is composed of a zirconium dioxide thimble coated on both sides with a thin layer of platinum. As mentioned above, zirconia sensors must reach 600° F operating temperature before they begin generating a voltage signal. In addition, the inside of the zirconia thimble must be exposed to oxygen, which reaches the thimble through a vented housing or through the sensor lead wire. Although very little oxygen is required, a coating of engine oil or grease can reduce the availability of oxygen to the inner thimble enough to affect the sensor’s accuracy. When the actual a/f mixture is rich, the sensor generates a 0.8 to 0.9-volt signal to the PCM. When the actual a/f signal is lean, the sensor generates a much lower voltage signal to the PCM. At stoichiometric or Lambda 1, the sensor generates about 0.450 volts. When the oxygen sensor indicates “rich,” the PCM reduces the fuel injector pulse width. When the O2 sensor indicates “lean,” the PCM increases the injector pulse width. See Photo 3 on page 54. But, in reality, the combustion process is seldom perfect because the fuel closest to the combustion chamber surface or between the piston and cylinder wall often doesn’t burn. Consequently, a small amount of partially burned fuel in the form of carbon monoxide and unburned fuel in the form of hydrocarbons remains to form pollutants in the exhaust gas stream. To more accurately monitor fuel control, the PCM in modern systems switches the air/fuel ratio from about 0.2 volts to 0.8 volts, which is very close to stoichiometric. This switching process can easily be observed by using the voltage-graphing feature found on most scan tools. In contrast to
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[ DiagnosticSolutions
OXYGEN SENSOR
Photo 3: The shield on this new Toyota oxygen sensor is clean. If fuel control is correct, the oxygen sensor shield should accumulate only a light coating of combustion by-products.
Regardless of how well it tests, a biased sensor will not produce a stoichiometric air/fuel ratio. If the sensor is questionable, it should be replaced. using a labscope, the graphing sample rate might be too low on a scan tool to provide absolutely accurate information. Nevertheless, the scan tool graph will indicate the voltage switching range and relative activity of the zirconia sensor. When diagnosing any oxygen sensor, remember that outside air entering the exhaust system from an exhaust leak will obviously reduce an oxygen sensor’s indicated voltage output. It’s also important to know that oxygen sensors can become rich or lean biased due to problems like sensor contamination and faulty sensor grounds. Remember that, regardless of how well it tests, a biased sensor will
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not produce a stoichiometric air/fuel ratio. So, if the sensor is questionable, it should be replaced. In many post-1996 OBD II systems, the zirconia sensor has changed from a thimble-shaped configuration to what is known as a “planar” or flat configuration. The planar design allows a much shorter warm-up time, is more reliable and is more accurate over its operating life. On most current platforms, zirconia sensors are used downstream from the catalytic converter because the voltage reporting requirements are within the range of a zirconia sensor. See Photo 4 on page 56.
TITANIA OXYGEN SENSORS
Just for the historical record, some manufacturers like Toyota used titania-based oxygen sensors to indicate rich or lean air/fuel mixtures. Unlike a zirconia sensor that produces voltage, the titaniabased sensor is generally supplied with 5.0 reference volts. As a titania-based sensor heats up, it responds to variations from stoichiometric by changing resistance. Although the applications for titania-based sensors are relatively few, a technician must be able to recognize this configuration when a diagnosis is required.
AIR/FUEL RATIO SENSORS AFR sensors are used in engines operating at extreme air/fuel ratios from 12:1 to 20:1 or higher. While AFR sensors are also known as “linear,” “broad-band,” “wide-band” and “lean” air/fuel ratio sensors, each of these design variations are generally application-specific and can generate a slightly different data stream.
Circle #55 for Reader Service
[ DiagnosticSolutions OXYGEN SENSOR
Although an AFR sensor is basically two zirconia sensors or “cells” mated together in planar form, the AFR sensor uses an entirely different operating strategy than a conventional zirconia sensor. To remain within the scope of this article, suffice it to say that one cell is used to measure oxygen content in the exhaust stream and the Photo 4: The locating tabs make this Toyota oxygen other cell, known as a pumping cell, is supplied sensor application-specific. The four terminals indicate that this is a zirconia sensor. with a very small electric current capable of moving oxygen ions in a positive or its connector. Second, the AFR negative direction. In so doing, sensor must operate at 1,200° F, this electric current achieves a so it’s generally dependent upon stoichiometric ratio between its heater circuits to maintain both cells. The PCM therefore operating temperature. And, in controls air/fuel ratio by meascontrast to zirconia sensor diaguring the amount of electric curnostics, AFR sensor diagnostics rent flowing to and from the are, for practical purposes, scanAFR sensor. tool based. The differences between a conIf you’re using a factory or ventional zirconia and AFR sen“enhanced” scan tool, you’re sor are, first, that the AFR sensor likely to see AFR data displayed will have five or more wires in in an entirely different format
In many post-1996 OBD II systems, the zirconia sensor has changed from a thimble-shaped configuration to what is known as a “planar” or flat configuration. The planar design allows a much shorter warm-up time, is more reliable and is more accurate over its operating life. Circle #56 for Reader Service
Circle #57 for Reader Service
[ DiagnosticSolutions than on an aftermarket tool. Many aftermarket scan tools were mandated to display AFR data in a conventional 0 to 1-volt switching pattern format. While this format is erroneous in one sense, it also becomes irrelevant in another because modern OBD II PCMs have a much greater and far more sophisticated on-board diagnostic capability than just a few years ago. So, in most cases, it’s much better to let the modern OBD II PCM run the diagnostic monitors on the AFR sensor and store the related trouble codes when the AFR sensor begins to degrade. Because AFR sensors can detect a wide range of air/fuel ratios in the feed gases exiting the engine, they are generally used upstream of the catalytic converter. Again, remember that leaking exhaust manifolds or EGR systems will create a false AFR signal to the PCM.
OXYGEN SENSOR
OXYGEN SENSOR IDENTIFICATION Scan tools identify oxygen sensors according to cylinder bank and position. Number-one cylinder bank is the bank closest to the harmonic balancer on a V-block engine. In relation to the catalytic converter, the B1S1 oxygen sensor is the first or “upstream” oxygen sensor on the bank one side. B1S2 is the second sensor located downstream from the catalytic converter. Some systems use two upstream bank sensors per cylinder bank and are numbered accordingly.
WHEN TO SELL OXYGEN SENSORS Although it’s obvious that a new oxygen sensor is required when the PCM detects a failure, there are other occasions when an oxygen sensor replacement might be recommended. As mentioned at the outset, many older import vehicles are equipped with sensors that should be replaced at regular intervals or inspected when the vehicle’s orange “maintenance required” light illuminates. Because pre-1996 OBD I vehicles lack the onboard diagnostic capability to detect a failing zirconia oxygen sensor, it’s always best to test sensor voltage range and sensitivity with a labscope or digital multimeter. When removed, the sensor shield should exhibit a nearly clean-metal appearance. If the sensor is crusted with oil contamination, it should be replaced and the engine tested for excessive fluid consumption. Similarly, if an oxygen sensor has been exposed to coolant from a leaking cylinder head gasket, it should be replaced to ensure the PCM’s ability to establish correct fuel control. Last, if the vehicle is failing an emissions test, remember that sensors can produce a biased voltage due to internal or external contamination, or a faulty ground connection. In any case, a questionable sensor should be replaced to ensure accurate fuel control. 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
RIDE CONTROL By Andrew Markel, editor, Brake & Front End Magazine
A new strut or shock is only as good as the parts attached to it. These “required” components (notice that I did not say add-ons) should be sold as part of any shock or strut replacement. UPPER BEARING PLATE One mistake to avoid when replacing struts is reusing the original bearing plates. It’s like rebuilding an engine with a new crankshaft and reusing the old bearings. Replace the old bearing plates with new ones, or install preassembled struts that come with new bearing plates. The preassembled struts are faster and easier to install than bare struts, and they reduce the risk of comebacks. Struts may also need to be replaced if the upper strut bearing plate has been hammered to death. The bearing plate serves as both the upper spring support and the steering pivot. The bearings in the plate are sealed assemblies and cannot be lubricated. So if the bearing plate is rust-
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ed, loose, worn, noisy, binding or damaged, it has to be replaced. The symptoms of a bad bearing plate include: • Steering noise such as snapping, popping, creaking or groaning sounds when turning; • Suspension noise such as clunking, rattling or popping on rough roads; • Increased steering effort (most noticeable with manual steering) brought on by binding in the bearing plate; • Steering snap-back after turning caused by a frozen upper strut bearing assembly and spring wind up; and • “Memory steer” or poor steering return where the car doesn’t want to go straight after
Circle #61 for Reader Service
[ TechUpdate
RIDE CONTROL
Tech Tip Toyota Camry 2001-‘11 If you’re replacing the rear struts, pay special attention to the upper strut mounts and replace the spring insulators. If you do not take care to insulate the upper strut mount from the body, the customer may come back complaining of a ticking noise in the rear. The solution recommended by Toyota is to apply foam tape to the three surfaces of the strut mount.
turning due to binding in the upper mount.
BUMP STOPS Bump stops that fit on the rod of a strut should always be transferred from the old assembly or replaced with new parts. This is affordable insurance against damaging the new unit if it bottoms out. Even if the old strut doesn’t have one, check the parts catalog for a replacement. If a strut or shock bottoms out, it can damage the valves in the piston or at the bottom of the bore.
BOOTS The boot on a shock or strut is critical to the outside and inside of the unit. When a stone hits the chrome shaft of a shock or strut, it can first produce a pit or scratch. This might cause damage to the seal, which might cause a loss of fluid. If the damaged area starts to corrode, it could cause the shaft to lose even more chrome.
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The seal at the top of the body is the barrier between the harsh environment outside and the fluid and gas within the unit. The seal can not be effective if the surface of the shaft is pitted or damaged. Poor sealing surfaces can cause the unit to leak. If the pitting or lost chrome plating is great
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[ TechUpdate
enough, it can damage the seal. This can lead to water and debris getting into the unit and damaging the valves and piston seal. It’s essential to replace the boots to protect the seal. If any of these items are missing, it could cause premature failure of the new unit.
ALIGNMENT AIDS When you remove a strut, it’s also the time to replace the cam bolts to adjust the camber angle. Failure to sell these up front could lead to a second phone call to the customer to get approval. It could also tie up the alignment bay while you’re waiting for the parts and the time it takes to install them.
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RIDE CONTROL
AIR SPRING COMPRESSOR An air compressor that is not operating correctly could have leaky or obstructed air lines, or a faulty compressor or spring solenoids. Make your diagnosis via the self-test and visual inspection. A bad compressor or solenoid must be replaced, but damaged air lines can be repaired by splicing. An air leak (usually in the air springs or lines) is one of the leading causes of compressor failure. If the compressor is constantly running, it’s going to work itself into early failure.
AIR DRYER It’s also very important to ensure that the source of air for the compressor is as clean and dry as posArticle continues on page 68
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[ TechUpdate
RIDE CONTROL
Tech Tip Honda Pilot 2003-‘08 The independent rear suspension on the Pilot will gain significant camber and toe if it’s overloaded. These altered angles can lead to tire wear on the inside edge. Even loads like batting equipment for a little league baseball team can cause some sagging. One option is to replace the springs when the shocks are replaced. Aftermarket rear spring airbag kits are available for the rear springs that can increase load-carrying capabilities between 500-750 lbs. while, at the same time, improving rear tire wear. Prices for the airbags start around $100 and can go up from there depending on how the bags are inflated.
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[ TechUpdate
RIDE CONTROL
The bearing plate serves as both the upper spring support and the steering pivot. The bearings in the plate are sealed assemblies and cannot be lubricated. So, if the bearing plate is rusted, loose, worn, noisy, binding or damaged, it has to be replaced.
sible. When air is compressed, the water vapor contained in the air is condensed into a liquid. If there is no means of removing this water from the system, it will find its way to all parts of the system, causing corrosion damage or freezing. Most air spring systems have a dryer that is connected to the compressor outlet to absorb the water entering the system. The dryer contains a moistureabsorbing desiccant such as silica gel. The desiccant can hold a given amount of water and once it’s saturated, it will also allow water to enter into the system.
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The dryers that are installed on most air spring systems do not have an indicator that will show when they’re saturated and no longer able to absorb water. An additional dryer with a moisture indicator can be added to the original equipment dryer. It can be installed in the supply line and placed in a position where a periodic check can be made. IC
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[ TechUpdate
WHEEL BEARING REPLACEMENT By Andrew Markel, editor, Brake & Front End Magazine
Pressed-In Wheel Bearings: Doing The Job In Less Time With Fewer Comebacks
M
ore and more vehicles are being equipped with pressed-in wheel bearings. Servicing these bearings requires a little bit more finesse and tools when compared to hub units or tapered roller bearings. But, with the right tools and information, these jobs can be moneymakers. The driver of this 2002 Jaguar was complaining of noise, the ABS MIL light was illuminated and the speedometer was inoperative. The noise was confirmed on the test drive and was isolated with the vehicle in gear and running on the lift.
Photo 1
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This bearing and knuckle design is also used on Mazda and Volvo. Using a scan tool, no data was coming from the wheel speed sensor, which is used by the ECM to drive the speedometer. As a rule, there should be no perceptible play in the wheel bearing. On this vehicle (see Photo 1), there was no endplay, but the bearing was very noisy. 1. Removal of the axle nut should be performed while the brake caliper bracket is still on the vehicle. Lock the rotor into place with a punch in the fins of the rotor. 2. On vehicles with solid rotors, remove the nut while the vehicle is on the ground and the wheel is on the vehicle. Do not use an impact wrench. Damage can occur to the CV joint or differential. 3. Remove the caliper bracket and rotor. Inspect the wheel flange for damage and any
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[ TechUpdate
WHEEL BEARING REPLACEMENT
Photo 3
Photo 2
Photo 4
Photo 5
Push the CV joint out of the stub axle with a forcing screw. signs of distortion. A damaged flange can cause runout and, ultimately, a pulsation complaint. 4. On most late-model vehicles, active wheel speed sensors are mounted in the knuckle (see Photo 2). Active sensors have two wires and the relator wheel is part of the rear seal or the bearing. An easy way to identify this type of sensor is the flat blade of the head. 5. Push the CV joint out of the stub axle with a forcing screw (see Photo 3). Using a hammer can damage the threads on the axle. Once the CV joint is free in the splines, use a slide hammer to pull the stub axle from the knuckle (see Photo 4).
6. The stub axle will typically come out with the outer seal, race, bearings and carrier (see Photo 5). Remove any C-clips in the bore, if equipped. 7. On this vehicle, the bearing will be removed and a new bearing installed while the knuckle is on the vehicle. Note: Tool kits to perform this type of work are available on most tool trucks and online. They can save time by not having to remove the knuckle from the vehicle. This can prevent an alignment or making a trip to the press. Most instructions advise users to detach the knuckle at the ball joint. In most cases, this provides the knuckle with enough Article continues on page 76
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Circle #73 for Reader Service
[ TechUpdate
WHEEL BEARING REPLACEMENT
What Failed? The reason why this bearing failed is two-fold. First, there was a significant impact that caused the balls to make a mark in the outer race (see below photo). When a vehicle hits a curb, pothole or other object in its path, the force is transferred to the small surface area of the bearing. The impact may cause damage to the races and the rollers/balls. This damage is called Brinelling. Brinell marks may cause the bearing to make noise immediately, or it may not. But, as the marks keep rotating, they damage the entire bearing. If the impact is great enough, the pre-load on the bearing can change. This can lead to more damage and noise. On this bearing, it’s obvious the pre-load was destroyed by the condition of the seals (see photo at right). The balls impacted the inner seal. The reluctor ring on the outer seal shows signs of heat damage. When the ring separated from the rubber material, the wheel speed sensor stopped working. The tone ring is magnetic and can be detected using a card that detects the permanent magnets in the seal. Circle #74 for Reader Service
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[ TechUpdate
WHEEL BEARING REPLACEMENT
Photo 7
Photo 6
Photo 9
Photo 8
Check the bore for roundness using a snap bore gauge. swing to be able to remove the CV axle. But, there is an easier way on some vehicles. On this vehicle, removing the bolt that holds the front of the control arm provides enough clearance to pull the axle free (see Photo 6). This can eliminate damage to the ball joint boot. 8. Set up the bearing press tool so the rear adapter makes contact with the inside part of the bearing. On the other side, there should be a cup into which the old bearing will fall (see Photo 7). Lubricate the bolt of the tool before using it. I recommend a few drops of 80w-90w gear lube. Do
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not use lightweight lubricant. 9. Once the bearing is removed, inspect the bore of the knuckle for damage. The bore should be free from corrosion. Check the bore for roundness using a snap bore gauge (see Photo 8). The gauge should rotate in the bore easily. Any distortion in the bore can cause a new bearing to prematurely fail. 10. When pressing in the new bearing, make sure the adapter does not come in contact with the seal (see Photo 9). Make sure the seal with the tone ring is facing inward. It’s recommended that an impact not be used for this part of the repair.
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[ TechUpdate
WHEEL BEARING REPLACEMENT
Photo 10
Photo 11
11. The stub axle and flange can be installed in a variety of ways. Using a forcing screw can do the least amount of damage if the inner race is supported (see Photo 10). Some technicians swear by freezing the flange in a freezer or with dry ice. The stub axle should not be seated fully. The final position of the stub axle should be set when the axle nut is tightened and the final pre-load is applied. Note: Don’t reuse the old hub nut on the axle, if possible. 12. Install a new one and torque the bearing to the OEM specifications (see Photo 11). It’s nearly impossible to give a general torque specification for a locking nut. There can be large differences depending on bearing type and housing. IC Circle #78 for Reader Service
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Circle #79 for Reader Service
[ ImportTechTips INFINITI
FIG. 2: INFINITI
EVAP LEAK DTC DIAGNOSIS — DTCS: P0440/P0442/P0455/P0456/P1440/P1456
Applied Vehicles: 1998 and later Infiniti vehicles with an EVAP service port. DTCs: P0440, P0442, P0455, P0456, P1440 and P1456 If one or more of the DTCs listed above related to EVAP system leaks is found stored in Self Diagnosis, use the Repair Flow Chart shown in Fig. 1. Use the EVAP system diagram (Fig. 2) for reference. This Service Procedure can be used in addition to the procedure(s) outlined in the applicaStart Here
FIG. 1: INFINITI
EVAP leak DTC stored
Perform WORK SUPPORT/EVAP SYSTEM CLOSE test two more times. Does the system still hold pressure? Inspect the vent control valve for dirt/debris/excess oil.
Is the fuel cap properly secured? Yes
No
Holds pressure AND no dirt/debris/oil: Advise customers of proper filler cap installation. Does not hold pressure OR dirt/debris/oil found: Replace vent control valve. Clean/ replace other parts as needed. Re-test for leaks. Perform DTC confirmation.
Secure fuel cap In CONSULT, select WORK SUPPORT/EVAP SYSTEM CLOSE. Apply pressure with pressure pump at the service port until bar in graph is near the middle. Does pressure drop?
Block off * vent control valve vent line. Is pressure still dropping? Yes No
No Replace vent control valve. Re-test for leaks/perform DTC confirmation.
Yes Block off * purge control valve’s vacuum line on intake manifold side. Is pressure still dropping?
Yes
Yes
No Replace purge control valve. Re-test for leaks/perform DTC confirmation.
Spray soapy water all over the canister, EVAP pressure sensor (if mounted on canister) and vent control valve. Look for bubbles. Repair/replace as needed. Re-test for leaks/perform DTC confirmation.
* Pinch off or plug line, as appropriate.
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Remove fuel tank vent line at canister. Block off * canister connection (not hose). Is pressure still dropping?
October 2012 | Import-Car.com
No
Re-connect the fuel tank vent line. Re-apply pressure. Spray soapy water on the filler cap and neck, fuel tank and its lines, and around the fuel level sensor area. Look for bubbles.
ble service manual, and other bulletins applicable to specific EVAP leak DTCs when necessary. If a smoke (leak detection) machine is available and preferred, the Repair Flow Chart can still be used. This tool would be used in place of watching for a pressure drop and spraying with soapy water. Caution: Use Essential Tool J-42909 or equivalent to pressurize the EVAP system. Do not pressurize over the amount specified in the applicable service manual. Do not use shop air pressure. Note: If one or more EVAP system DTC(s) not related to EVAP leaks is/are found stored in Self Diagnosis, this bulletin does not apply. Refer to ASIST and the appropriate service manual for diagnostic procedure(s) as needed. Courtesy of ALLDATA.
Circle #81 for Reader Service
[ ImportTechTips FIG. 3: VOLKSWAGEN
VOLKSWAGEN DTCS P1297 OR P1557 STORED IN DTC MEMORY
Model(s) affected: All 1998–2006 1.8L Turbo vehicles. Condition: DTCs P1297 (17705) or P1557 (17965) are stored in DTC memory. This may be caused by intake hoses leaking (during boost conFIG. 4: VOLKSWAGEN ditions), due to incorrect torque on clamps or improper placement, or worn or torn intake hoses, etc. Service Procedures: Perform an intake system pressure test to detect leaks in the intake system as follows: 1. Separate the intake hose from
Circle #82 for Reader Service
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the mass air flow sensor (MAF) assembly. 2. Remove the crankcase ventilation hose from the PCV valve and close off the crankcase side of the valve with the plug (orange arrow, Fig. 3), hose and clamps (supplied with the turbocharger tester, P/N VAG 1687). Tip: This will disconnect the engine crankcase from the intake system. 3. Insert the air pressure adaptor, P/N VAG 1687/1 (blue arrow, Fig. 3) into the intake hose between the MAF sensor and the intake system (clamp using the existing hose clamp).
Circle #83 for Reader Service
[ ImportTechTips Tip: The hose at the throttle assembly will stay connected during the test. Pressure Test: 1. Attach the outlet hose of the turbocharger tester to the fitting on the air pressure adaptor (blue arrow, Fig. 4). 2. Close the outlet valve after the gauge. 3. Back off the pressure regulator knob of the turbocharger tester fully to protect the gauge when shop air supply pressure is applied to the assembly. 4. Attach an air line to the inlet fitting on the turbocharger tester. 5. Open the valve between the regulator valve and gauge. 6. Adjust the test pressure up to 0.5 bar by turning the regulator valve. Note: Do not pressurize the system above the 0.5 bar! Doing so will force oil into the intake through the throttle body assembly, causing damage to the engine. 7. Slowly open the outlet valve (after the gauge) to test the hose connections. 8. Observe the pressure gauge for a drop in pressure. Tip: Some pressure will be lost past the throttle plate. 9. Apply soapy water or leakcheck liquid to all intake system connections to check for leaks. Tip: An ultrasonic tester may also be used to locate leaks. 10. Repair any leaks that are found. 11. Remove the plug from the crankcase ventilation hose. 12. Remove the air pressure adaptor and reinstall the hoses. Courtesy of Mitchell 1.
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FIG 5: HONDA
HONDA FIT’S HVAC BLOWER MOTOR WORKS ONLY ON HIGH SPEED
Applies To: 2009-’10 Fit – All 2011 Fit - From VIN JHMGE8...B5000001 through JHMGE8...B5000012 2011 Fit - From VIN JHMGE8...BC000001 through JHMGE8...BC012605 Symptom: The HVAC blower motor works only on high speed. Probable Cause: Excessive current draw from the HVAC blower motor causes the blower resistor to fail. Corrective Action: Replace the HVAC blower motor and the blower resistor. Parts Information: HVAC Blower Motor: P/N 79310-TF0-G01 Blower Resistor: P/N 79335TF0-G01. Repair Procedure: 1. Remove the passenger-side dashboard undercover (see Fig. 5): a. Gently pull down the front edge to detach the clips. b. Pull the cover toward you to release the pins. 2. Replace the HVAC blower motor (see Fig. 6): a. Disconnect the connector. b. Remove the three screws and the blower motor. c. Install the new blower motor with the three screws, then connect the connector. 3. Replace the blower resistor (see Fig. 7): a. Disconnect the connector. b. Remove the two screws and the blower resistor. c. Install the new blower resis-
FIG 6: HONDA
FIG 7: HONDA
tor with the two screws, then connect the connector. 4. Reinstall the passenger’s dashboard undercover by pushing the pins and the clips securely into place. Replace any damaged clips. Courtesy of ALLDATA. IC
Essentials]
Brought to you by
<< Through Nov. 30,
<<
independent service centers earn an ACDelco Spin to Win token for every $250 in parts purchases. Each token is worth from $15 to $150 in reward points that can be redeemed on more than 3,000 products and services. For rules, eligibility and redemption details, visit www.acdelco360.com or see your participating ACDelco distributor.
Get 5 quarts of Castrol GTX Conventional Motor Oil plus a NAPA Silver Oil Filter — on sale for $20.56 at your local NAPA AUTO PARTS Store this October. And don’t forget to watch Martin Truex Jr. and the #56 NAPA Car in their hunt for the Sprint Cup Series Championship! See participating stores for details.
<< Circle #100 for information
<< TRICO Ice, an all-new, winter weather blade, features a wedge-shaped spoiler that clears away snow and ice buildup. The new design conforms to glass shapes to distribute even pressure for a clear wipe, while the lowprofile contour complements new vehicle models and maximizes line of sight. Teflon-infused rubber resists tearing and ripping in sub-zero temperatures to eliminate chatter for a smoother, quieter wipe. TRICO Ice is offered in lengths of 16-28 in. Visit www.tricoproducts.com/ice.
Circle #101 for information
Airtex Vehicle Electronics now offers a broad new line of replacement knock sensors featuring a variety of design enhancements that ensure better-than-OE performance and durability. Breakage of brittle piezos ranks as a leading cause of premature failure of many knock sensors. Airtex engineers identified a significantly more robust sintered piezoceramic technology that virtually eliminates fractures. Visit www.AirtexVE.com. Circle #103 for information
<<
CARDONE has added 95 new SKUs of its CARDONE Select brand new Window Lift Regulators (some with motors) in 2012 with more on the way. A few of the popular new applications include: 2003-’07 8215016AR Honda Accord F/R and 8215017AR F/L 2003-’07; 2005-’10 821358CR Nissan trucks F/R and 82-1359CR F/L; and 2003-’10 82-3427C Mercedes E-Class F/R and 82-3428C F/L.
Circle #102 for information
Import-Car.com
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[ Essentials
Circle #104 for information
<<
The Bosch DistancePlus high-performance oil filter is specially engineered with advanced materials and technology to offer greater ability to keep the engine performing efficiently over a long period of time. The DistancePlus keeps oil clean, protects the engine against harmful contaminants and prevents engine wear. It works with any brand of synthetic and conventional motor oil. This oil filter includes a pressure relief valve to prevent oil restriction and ensure proper oil flow, and a silicone anti-drainback valve. Circle #105 for information
<<
Arnott Inc. has introduced new front air suspension shocks for the Land Rover LR3/Discovery 3 and Range Rover Sport. Based on years of research and development, Arnott’s new design features Bilstein shocks equipped with specially tuned valving for maximum ride control and comfort, along with Goodyear air spring bladders. These shocks are engineered and made in the USA, and come with a limited lifetime warranty.
<<
Schaeffler Group USA and Litens have announced a joint advertising program aimed at educating the automotive aftermarket on the importance of replacing OE Overrunning Alternator Pulleys and Overrunning Alternator Decouplers with like products. The four-page insert is included in this issue of ImportCar and features technical information regarding the differences between OAPs and OADs and common applications for each type of technology. For more information, visit www.Schaeffler-Aftermarket.us or www.decouplerpulley.com.
<<
MAHLE Clevite Inc. recently expanded the Victor Reinz gasket product offering with a new catalog including 1,570 new part numbers and expanded coverage on model years 1990 and newer. The catalog is available in print or on www.mahleaftermarket.com. The new product numbers and coverage can also be viewed in Launchpad, a portal of eCatalogs. This catalog contains a total of 6,875 unique gasket part numbers that cover more than 221,255,000 vehicles in operation. Circle #107 for information
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<<
Circle #106 for information
The Fel-Pro gaskets line from Federal-Mogul recently introduced 64 new gaskets, sets and related parts for these applications: Head Sets: 2005-’08 Infiniti V6 3.5L DOHC, 2006-’08 Mazda L4 2.3L DOHC and 2009-’11 Hyundai/Kia L4 2.4L DOHC; and Head Gasket: 2007-’09 Mini-Cooper L4 1.6L DOHC. Additional Fel-Pro coverage includes cylinder head conversion sets for Saab 2.0L L4 DOHC and Toyota (Tacoma) 2.7L L4 DOHC engines, and intake manifold, plenum, valve cover and oil pan gasket sets for late-model applications. Circle #108 for information
DIRECT CLASSIFIEDS
Transmissions/Parts Audi • BMW • Jaguar Range Rover Porsche Navigator • Saab • VW Authorized Distributor
Filters Valve Bodies Kits • Oils Hard Parts Manuals Torque Converters
ERIKSSON INDUSTRIES • 800-388-4418 Old Saybrook, CT • FAX 860-395-0047 • www.erikssonindustries.com
Used/New Automotive Equipment 1-800-223-2573 www.AllStates.com
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AD INDEX Advertiser . . . . . . . . . . .Page Number ACDelco . . . . . . . . . . . . . . . . . . . . .34, 35 ADVICS . . . . . . . . . . . . . . . . . . . . . . . .49 Air Suspension Parts by Arnott, Inc. . . . . . . . . . . . . . . . . .18, 19 Airtex Corporation . . . . . . . . . . . . .14, 33 Aisin World Corp. . . . . . . . . . . . . . . . . .8 Akebono Corporation . . . . . . . . . . .39, 40 Atlas Copco Compressors LLC. . . . . . .41 Auto Value/Bumper to Bumper . . .Cover 4 Best Tech . . . . . . . . . . . . . . . . . . . . . . .53 Bosch . . . . . . . . . . . . . . . . . . . . . . . . .55 CARDONE . . . . . . . . . . . . . . . . . . . . . .75 CRP Industries . . . . . . . . . . . . . . . . . .26 DEA Products/Pioneer Inc . . . . . . . . . .73 Equus Products, Inc. . . . . . . . . . . . . . .59 ExtremeWrench . . . . . . . . . . . .22, Insert Federated Auto Parts . . . . . . . . . . . . . .13 GMB North America . . . . . . . . . . . . . . .77 iATN . . . . . . . . . . . . . . . . . . . . . . . . . . .78 Idemitsu Lubricants America Corp. . . .58 KYB Americas Corp. . . . . . . . . . . . . . .69 LIQUI MOLY GmbH . . . . . . . . . . . .11, 27 MAHLE Clevite . . . . . . . . . . . . . . . . . . . .5 Mercedes-Benz USA . . . . . . . . . . . . . . .7 Moog Steering & Suspension . . . .64, 65 NAPA . . . . .Cover Card, 3, 21, 29, 63, 79 NGK Spark Plugs . . . . . . . . . . . . . . . . .51 Nucap Industries . . . . . . . . . . . . . .48, 68 O'Reilly Auto Parts . . . . . . . . . . . . . . .67 Parts Master . . . . . . . . . . . . . . . . . . . .71 Parts Plus . . . . . . . . . . . . . . . . . . . . . .45 Promotec Spa . . . . . . . . . . . . . . . . . . .83 Raybestos Brakes . . . . . . . . . . . . .16, 17 Ross-Tech . . . . . . . . . . . . . . . . . . . . . .32 Schaeffler Automotive Aftermarket . . . . . . . . . . . . . . . .9, Insert Snap-on . . . . . . . . . . . . . . . . . . . . . . . .81 Tenneco/Monroe Brakes . . . . . . . . . . .46 Tenneco/Monroe Shocks . . . . . . . .61, 66 Tenneco/Walker . . . . . . . . . . . . . . . . . .10 Timken . . . . . . . . . . . . . . . . . . . . . . . . .74 Toyota . . . . . . . . . . . . . . . . . . .Cover 2, 1 Trico Products . . . . . . . . . . . . . . . .56, 57 TYC/Genera Corp. . . . . . . . . . . . . . . . .37 VDO TPMS Replacement Parts . . . . . .44 Volkswagen Parts & Accessories . . . .82 Wagner Brakes/Federal-Mogul . . .42, 43 WIX Filters . . . . . . . . . . . . . . . . . . .30, 31 WORLDPAC . . . . . . . . . . . . . . . . .Cover 3
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Why switch to PDQ? PRICES. Low prices. High Quality. Always. 1st time buyer? Order from this ad and receive these special prices.
Call now to order or to receive a free 2012 catalog 1-800-434-5141 www.autobodysupplies.com
DIRECT CLASSIFIEDS
Advertising Representatives The Tech Group Bobbie Adams badams@babcox.com 330-670-1234, ext. 238 Dean Martin dmartin@babcox.com 330-670-1234, ext. 225 Sean Donohue sdonohue@babcox.com 330-670-1234, ext. 206 Glenn Warner gwarner@babcox.com 330-670-1234, ext. 212 John Zick jzick@babcox.com 949-756-8835 List Sales Manager Don Hemming dhemming@babcox.com 330-670-1234, ext. 286 Classified Sales Tom Staab tstaab@babcox.com 330-670-1234, ext. 224
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DIRECT CLASSIFIEDS
Import-Car.com
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[ Publisher’sPerspective
By Jim Merle|PUBLISHER
We Know You’re Busy... “Something has changed,” was a comment made by a colleague when stopping by my office. It took her a few minutes to realize I had rearranged my office furniture. My hope is that you have already noticed a few changes with your October issue of ImportCar beginning with a new and more vibrant logo, plus a larger type size and bigger photos. We know you’re busy and understand we need to get to
messaging from our valued advertisers. Our plan to make a change, which began earlier this year, wrapped up in mid-September. We addressed every detail of our magazine by involving a number of our team members across our organization. This re-design exercise reminded me of what an incredible, passionate and opinionated bunch we have under one roof. Our talented group of professionals,
}
“Something has changed”
the point. That means fewer words and more photos to enhance the in-depth, technical articles that you count on with every issue of ImportCar. We work every month to fulfill our promise to you by delivering compelling content, industry news, product information and
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}
pictured below, includes our inspiring graphic designers, smart and industry-engaged editors and supportive management team. Collectively, our aftermarket and publishing experience exceeds 175+ years, but that doesn’t mean much unless you are pleased with
the results. Our project isn’t completed. We have exciting plans to bring interactive technology within our pages to connect you directly to video and ultra-cool graphics from your smart phone or tablet. All great stuff! Stay tuned! Please share your comments with me. It’s always nice to hear from you. IC Jim jmerle@babcox.com 330-670-1234, ext. 280
Circle #93 for Reader Service
Circle #94 for Reader Service