A
MAGAZINE
www.import-car.com
September 2012
Circle #1 for Reader Service
september f e a t u r e s
36
Diagnostic Solutions: Fluid Maintenance Underhood Car counts in many shops are declining because late-model vehicles require less scheduled maintenance and less-frequent repairs. Consequently, many shops are looking at add-on services, such as fluid maintenance, to boost shop revenues, says Import Specialist Contributor Gary Goms.
48
Tech Feature: Brake Shimology Undercar A quality brake shim can prevent brake noise during the entire life of a brake job and will not dry out or be displaced over time, like some lubricants. But, remember, a shim does not have a chance to do its job if it’s left in the box, says Brake & Front End magazine Editor Andrew Markel.
Cover design by Kelly Gifford.
56
Hyundai Coolant Leaks Underhood When it comes to cooling system problems you may see on the Hyundai vehicle lineup, there are a few that would be considered serial failures. But, as these cars accumulate miles, you’ll see the same type of service opportunities you would find on any other vehicle, advises Import Specialist Contributor Bob Dowie.
w w w . i m p o r t - c a r . c o m A
Magazine
IMPORTCAR (ISSN 1069-4714) (September 2012, Volume 34, Number 9): 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.
Circle #3 for Reader Service
D e p a r t m e n t s ImportCar Staff
6 8 16 18 28 64 68 74 76 80
Editor’s Notebook News Update With Guess the Car Contest Gonzo’s Tool Box Tech Feature: Fuel Pump Diagnostics
Publisher
Jim Merle 330.670.1234, ext. 280 jmerle@babcox.com
Editor
Mary DellaValle, ext. 221 mdellavalle@babcox.com
Managing Editor
Jennifer Clements, ext. 265 jclements@babcox.com
Technical Editor
Larry Carley lcarley256@aol.com
Graphic Designer
Kelly Gifford, ext. 249 kgifford@babcox.com
Advertising Services Director
Cindy Ott, ext. 209 cott@babcox.com
Tech Update: Honda Insight Alignment Tech Update: Electronic Power Steering
Director of eMedia/ Brad Mitchell, ext. 277 Audience Development bmitchell@babcox.com
Import Tech Tips
Circulation Manager
Pat Robinson, ext. 276 probinson@babcox.com
Circulation Assistant
Kim Hedgepeth, ext. 260 khedgepeth@babcox.com
Product Showcase Classifieds
Contributors Larry Bailly, Quality Foreign Auto, Mill Creek, WA
NASCAR Performance
Bob Dowie, Village Auto Works, Chester, NY 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 Bob Howlett, The Swedish Solution, Orange Village, OH Chris Klinger, Precision Incorporated, Tucson, AZ Steve Louden, Louden Motorcar Services, Dallas
56
48
Frank Scandura, Frank’s European Service, Las Vegas and Henderson, NV Joe Stephens, Stephens Automotive, Palatine, IL John Volz, Volz Bros., Grass Valley, CA
B a b c ox M e d i a , I n c . 3550 Embassy Parkway Akron, OH 44333-8318
Adver tising Representatives T h e Te c h G r o u p Dean Martin dmartin@babcox.com 330-670-1234, ext. 225
Glenn Warner gwarner@babcox.com 330-670-1234, ext. 212
Sean Donohue sdonohue@babcox.com 330-670-1234, ext. 206
John Zick jzick@babcox.com 949-756-8835
President
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
Bill Babcox bbabcox@babcox.com
Vice President/ Greg Cira Chief Financial Officer 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)
Circle #5 for Reader Service
editor’snotebook FALL CAR CARE IS IN THE AIR And Central to the Northwood International Auto Show
If you’ve ever been involved in or hosted a Be Car Care Aware event, you know the power it can have in educating customers about how much money they can save with proper vehicle maintenance. You also know the value-added benefits of heightening your shop’s image in the community, earning existing customers’ lasting loyalty and prompting new referrals along the way. If you’re on the car care bandwagon, this granddaddy event should really grab your attention. The largestever consumer vehicle check-up event will be hosted by the Car Care Council, in conjunction with the 49th Annual Northwood University International Auto Show to be held Oct. 5-7 in Midland, MI. The event will feature free vehicle inspections to consumers by volunteer technicians, as well as give Northwood students the opportunity to work with the many aftermarket companies that will exhibit and provide educational demonstrations about preventive maintenance.
“This unprecedented vehicle checkup event will be a huge footprint for the aftermarket, and, for the first time, add an element of
vehicle service and repair to the auto show’s 500-plus new vehicle displays,” said Rich White, executive director, Car Care Council. In addition to the vehicle inspections at the Car Care Council vehicle checkup event, aftermarket companies will host demonstrations showing worn vs. new parts like wiper blades, hoses, belts, tires, brake pads and rotors, and dirty vs. clean engine oil and fluids. For more information, visit www.northwood.edu/autoshow/.
At A Glance: 2012 International Auto Show • It’s the 49th annual auto show at Northwood University. • Largest student-run, new car outdoor auto show in North America. • Average of 50,000-plus visitors throughout the three-day event. • More than 500 new cars, trucks, RVs, semi trucks, specialty and promotional vehicles. • 600-plus participating Northwood students from all curriculums.
6 ImportCar | SEPTEMBER 2012 | www.import-car.com
Mary DellaValle mdellavalle@babcox.com
Mary’s career with Babcox started 24 years ago, and she has been the editor of ImportCar magazine for the past 20 years. She also serves on the board of directors for the Auto International Association (AIA) segment of AAIA.
newsupdate Brought to you by
autocarepro:news
LUK CLUTCH DISTRIBUTES TECHNICAL ASSISTANCE POSTER Schaeffler Group USA Inc. has initiated the distribution of more than 180,000 LuK-branded technical assistance posters promoting the proper diagnosis and installation of clutch kits, clutch hydraulics and flywheels. The poster helps technicians identify common installation errors that lead to unwarranted product returns and reduction in productivity at the shop level. The technical information for the poster came directly from the Schaeffler Automotive Aftermarket Technical Hotline that helps consumers with proper installation techniques and troubleshooting difficult applications. The four-color fold out poster also contains technical information regarding LuK flywheels and hydraulics that are often overlooked components in the drivetrain repair process. The Schaeffler tech-line number is also prominently featured so the technician can call for help in troubleshooting problematic applications. Bill Hanvey, vice-president of sales and marketing, said of the poster, “We are committed to the education and training of professional installers to help them make their shops more productive. Un-warranted returns affect everyone in the distribution chain and through our Schaeffler tech-line and tools such as the technical poster, we are trying to prevent the loss of time and money at ground level.” The poster will be distributed through leading industry publications such as Underhood Service, which will get the poster into the hands of the technician directly. Additional copies of the poster are available by contacting Schaeffler customer service at customer.service@schaeffler.com. Electronic versions are available for download and viewing at the Schaeffler aftermarket website, www.Schaeffler-Aftermarket.us. Circle #8 for Reader Service
Circle #83 for Walker Reader Service
➞
www.import-car.com
Circle #9 for Reader Service
newsupdate Brought to you by
autocarepro:news
GABRIEL ANNOUNCES WINNERS OF ITS ‘OWN THE CHROME’ SWEEPSTAKES Gabriel (Ride Control LLC) has announced the winners of its “Own the Chrome” sweepstakes, which was a part of the company’s national “Own the Chrome Sales Event” from March 1 to April 31. Gabriel’s “Chrome-tastic” national sales event offered savings of up to 25% to customers who purchased four qualifying Gabriel products. These customers also were automatically entered to win one of seven “Own the Chrome” gift cards. “Gabriel’s ‘Own the Chrome’ sales event helped encourage consumers to choose the four corner ride control replacement job, while reminding customers that Gabriel uses a super-
finished chromed piston rod on every shock and strut we make for added corrosion protection and product life,” said Michael Lipski, vice president, sales and marketing, Gabriel. “And the added incentive to possibly win an ‘Own the Chrome’ gift card worth up to a $25,000 was very appealing.” Seven winners received Gabriel “Own the Chrome” gift cards: One Grand-Prize Winner $25,000 Gift Card: M. Brickley, TN; One FirstPrize Winner - $2,500 Gift Card: C. Nanna, VT; Five Second-Prize Winners - $ 500 Gift Card: P. Kilgore, TN; D. Phelps, KY; A. Walker, IA; I. Hazen, OH; and L. Mills, NC.
Circle #10 for Reader Service
10 ImportCar | SEPTEMBER 2012 | www.import-car.com
newsupdate Brought to you by
autocarepro:news
PROFESSIONAL TECHS CAN EARN UP TO $150 THROUGH NEW MOOG REWARD PROMOTION Professional automotive technicians can earn up to $150 in prepaid cards for installing MOOG steering and suspension components from Federal-Mogul. The “Totally MOOG” promotion began August 1 and will run through Sept. 30, 2012. Technicians can earn a $100 prepaid card for installing five pairs of MOOG complete strut assemblies, a $25 prepaid card for installing 50 MOOG ball joints and/or tie rod ends, and a second $25 prepaid card for installing 25 MOOG hub assemblies and/or MOOG control arms during the program period. “With the expansion of the MOOG line into new product categories, technicians can now earn rewards for a wider range of installations while relying on the best technologies and the broadest coverage and availability in the steering and suspension market,” said Lou Kafantaris, group brand manager, Federal-Mogul. Enrolling in the technician rewards program is easier than ever, just go to www.moogproblemsolver.com/promo. Technicians can also use this site to track their MOOG installations and rewards processing. All documentation of qualifying Totally MOOG installations must be postmarked by Oct. 14, 2012, to receive rewards.
KYB AMERICAS LAUNCHES NEW STABILITY CONTROL & SALES TRAINING PROGRAM KYB Americas Corp. has launched a new comprehensive Stability Control and Sales Training program for service providers. In part, because of the rapid increase of strut-equipped vehicles and the higher cost of replacing them has made it more difficult for the service provider to earn the sale. Training includes: shock and strut technical information, how to evaluate shock and strut performance, and how to easily communicate the purpose and value of maintaining vehicle-designed ride control performance to their customers. Stability Control and Sales Training programs are administered by qualified KYB Ride Control Specialists in live classroom sessions or interactive online webinars in the U.S. and Canada. At the end of the program, attendees can expect to have a better understanding of the true purpose of shocks and struts, a belief in the value of maintaining vehicle-designed control, and communication techniques to explain these important points to the motorist. “As a manufacturer, it’s vital to consider the knowledge and training needs of our distribution and service provider customers,” said KYB Director of Marketing & Training Mac McGovern. “We spearheaded our Stability Control and Sales Training program to supplement KYB’s superior product, with knowledge and communication tools the service provider can use to create sales opportunities in their shop.”
Circle #12 for Reader Service
www.import-car.com
Circle #13 for Reader Service
newsupdate Brought to you by
autocarepro:news
MITCHELL 1 NAMES 2012 AUTOMOTIVE TECHNOLOGY OUTSTANDING STUDENT Kevin Krutell from St. Claire Shore, MI, was recently named the 2012 Mitchell 1 Automotive Technology Outstanding Student during the North American Council of Automotive Teachers (NACAT) conference held at Tyler Junior College in Tyler, TX. Each year Mitchell 1 recognizes one U.S. or Canadian high school senior for outstanding achievement in automotive technology and auto shop repair scholastics. Krutell received a $2,500 scholarship, a check for $500, and roundtrip airfare and accommodations for himself and his mother (pictured) to attend the NACAT conference. “Mitchell 1 is proud to recognize Kevin Krutell for his outstanding achievement and strong dedication to pursuing educational excellence in the automotive technology field,” said Nick DiVerde, senior marketing director, Mitchell 1. “With Kevin’s drive and enthusiasm for making a difference in the aftermarket, we know he will one day accomplish his dreams.” Krutell is currently working as an automotive technician at Jefferson Motor Service. He is enrolled in the automotive program at Ohio Technical College in Cleveland for the fall 2012 semester and may continue his education in their high performance or auto restoration programs. Down the road, he hopes to
complete an engineering/business degree and achieve his ultimate goal of one day owning a repair shop. His accomplishments include a firstplace finish in the brake segment of the regional level of the SkillsUSA competition, and holding the record in the OTC Ellerbrock Carburetor Challenge with a dissemble and reassemble time of five minutes, 51 seconds. He also took the online exam portion of the Ford AAA Automotive Competition and he and another student were one of 10 teams from Michigan to move to the hands-on level of the competition. “My reasons for wanting a career in the automotive field are simple,” said Krutell. “I like working with my hands, finding and solving problems and being able to install parts on cars to make them into whatever I or the car owner wants. I can then step back, admire my work and see the joy it brings to other people. I hope to push further, blending technical and academic achievements to help combine performance and fuel efficiency in the automotive aftermarket field.” Krutell hopes to lead his generation to new advances in the automotive alternative fuels field. By utilizing aftermarket parts in addition to new hybrid technologies, he hopes to one day build the race car, hot rod or car tuner of the future.
GUESS THE CAR! WIN $50! What vehicle MAKE does the picture to the left represent? Submit your guess with our online contest form by visiting www.import-car.com/guessthecar.
#7
The winner will be randomly selected from correct entries and awarded $50. Entries must be received by October 1, 2012.
August Solution: Ford Edge Solved by: Matt Lehman, owner, Matt’s Auto Clinic, Port Charlotte, FL CONGRATULATIONS Matt! Employees of Babcox Media, industry manufacturers and ImportCar advertisers are not eligible to enter.
14 ImportCar | SEPTEMBER 2012 | www.import-car.com
#6
Circle #15 for Reader Service
gonzo’stoolbox CUSTOMERS SAY THE DARNDEST THINGS by Scott “Gonzo” Weaver
Dealing With Wacky OneLiners From Your Customers Did you ever notice some people have an excuse for just about anything? Did you also notice how some people have a quirky explanation for the problems with their cars? I sometimes wonder what some of these folks would think if they actually heard themselves from my side of the counter. I’ve heard it all (or, at least I think I have.)…nothing surprises me any more. So, I thought I would jot down some of the wacky problem descriptions and customer requests I’ve heard over the years. For those who work on my side of the repair counter, see how many of these you’ve heard before. Here are a few of my all-time favorites: “It’s not intermittent; I know it does it sometimes.” “I drive my car a lot, and it does this every day; last time it was a month ago.” “My car is going to blow up…I heard it ticking.” “Every time I shut my car off, it won’t start.” “My valve stems won’t stay aligned.” “My brother used to be a mechanic, so he knows everything.”
Two weeks after a customer has called, he arrives at the shop and tells you, “I’m the guy who called yesterday.” “I’m not in a hurry for it.” (A sign they’ll be calling in less than a half hour to check on it.) “I need to pick it up today.” (Closing time comes along, and they are nowhere to be found.)
“I lost my voltage in the car.” (Well, go find it!) “I don’t care what it costs, just fix it.” (Sure you do!) “I’ve got a shortage in my car.” (“What are you short of?”)
“My car is having issues.”
“I can’t afford the repair, so just fix what’s broken.” “I don’t want this car to last forever. I just want it to last long enough until I can afford one that will.” “The tail lights went out on my car.” – “When did you notice they were out?” “At night.”
16 ImportCar | SEPTEMBER 2012 | www.import-car.com
Scott “Gonzo” Weaver is the owner of Superior Auto Electric in Tulsa, OK, and has 30 years of experience in the business. He’s the author of “Hey Look, I Found the Loose Nut,” which takes a humorous look at customers from a service technician’s view. He also has his own website, www.gonzostoolbox.com.
Circle #84 for Bend-Pak Reader Service
➞
“I’ll have to wait on it, even if it takes you all night to fix it.”
“I saw smoke coming out of my vents, so I poured water down them. Now when I turn on the blower motor it gurgles in the car. Did I do that?”
“All you mechanics are alike!” (I have a twin?) “I should have learned to fix cars, so I could tell you what’s wrong with it.” “You’ll have to work around my dog, he stays in the car.” “I already know what’s wrong with it; I don’t need you to tell me what’s wrong.” – “So what’s wrong with it?” “I don’t know; I sued the last mechanic who worked on my car.” “I want to speak to the mechanic who worked on the car. (Oh you do?) Then I want to speak to your boss. Oh, you’re the boss, well then I want to speak to the owner. Oh, you’re the owner, then I want to speak to someone in charge.”
“Here are the keys. It’s the blue one sitting out front.” (There is only one car out front… and it’s blue.) Never a dull moment at the repair shop, that’s for sure. Oh, there are more wacky comments that I could add, but I think I’d run out of room to write them down. I’d like to think each and every one of us at some point in time said something stupid to a service person. I know I have, and I’m sure with my wacky sense of humor they’d be talking about it for a long, long time. You just have to laugh at the comments after a while. You can’t take it too seriously, or you’ll just drive yourself crazy. Next time you get somebody at the counter and he or she wants you to take a guess at a repair rather than actually diagnose it…tell him or her what I say. “Sure, I’ll take a SWAG at it.” And when they ask, “What’s a SWAG?” you can tell them: “Scientific Wild $%# Guess.”
Circle #17 for Reader Service Circle #85 for Bend-Pak Reader Service
www.import-car.com | SEPTEMBER 2012 | ImportCar
17
➞
techfeature
by Andrew Markel, Editor, Brake & Front End
FUEL PUMP DIAGNOSTICS USING VOLTAGE DROPS AND CURRENT DRAW
Fuel pumps and voltage drops are never a good combination — at least the wrong kind of voltage drops. Good voltage drops occur with fuel pumps that are given multiple speeds with a module that is connected to a computer with a dedicated signal wire that tells the module to go to a lower or higher speed. Good voltage drops also could come from a serial data bus, like on vehicles with a Controller Area Network (CAN) buscontrolled fuel pump module. Either way, we can control fuel pump speed by reducing the voltage, or by turning the fuel pump off and on with a pulse widthmodulated output. These types of voltage drops are fine because we want the fuel pump to run at different speeds based upon the engine’s demand for fuel. But, if it’s a system that’s supposed to have full charging voltage, such as a 12.5-volt or 14.5-volt system, and the engine’s running the fuel pump in order to make the right amount of fuel to go into the engine with a particular pulse width on the injectors, then it needs to have the correct voltage supplied to it. While running a fuel pressure test can tell you if the pump is providing the correct amount of fuel pressure, it cannot tell you why it’s not producing the correct fuel pressure or volume under a wide range of conditions. Using just a fuel pressure gauge to diagnose a fuel-related problem could lead to an incomplete repair and a comeback, especially if it’s intermittent or causes problems under load. Some of the best diagnostic tests for fuel pumps are voltage drops and current testing. Fuel pressure
18 ImportCar | SEPTEMBER 2012 | www.import-car.com
If a fuel pump is not receiving enough voltage, it cannot spin fast enough to generate the correct pressure and volume when the vehicle is under load.
and volume are influenced by voltage, current and the demand controlled by the regulator. If a fuel pump is not receiving the correct voltage, it cannot spin fast enough. Voltage drop testing can isolate problems that can still remain even if the pump is replaced. Voltage drop testing compares the battery or
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.
Circle #19 for Reader Service
techfeature charging voltage to the voltage at the component. The voltage drop occurs because of resistance in the circuit that supplies the pump. The resistance could be in the connectors, grounds or harness. A resistor or insulator prevents the flow of electricity in a circuit. Resistance can be caused by corrosion, fretting and even air. If you were to put a 1.0ohm resistor in a fuel pump circuit, it would lower the 13.25 volts prior to 9.78 volts. This is a voltage drop of almost 4.0 volts. The loss of 4.0 volts may not affect the idle of a vehicle, as the fuel pressure may be within specifications. But, when more volume is required, as when the vehicle is under acceleration, it could be starved for fuel. It doesn’t take much to introduce 0.5 ohms or more of resistance into an automotive electrical circuit. It could be caused by a corroded ground, a connector that is no longer sealed or even a connection that is weak due to poor retention.
TESTING VOLTAGE DROPS A voltage drop test is the only effective way to find excessive resistance in high-amperage fuel pump
circuits. With the right leads and back-probes, it’s possible to do the test (if you have access to the top of the tank) without any disassembly. The results are immediate as to whether you’ve got a good connection or a bad one. Since the fuel pump circuit must be energized, you will need to back-probe the connectors or pierce the wires. Some connectors can be disassembled to access the terminals. More than likely, you’ll have to pierce the wire to take a reading. It’s highly recommended to use specialized piercing probes. Using thumbtacks and pushpins can damage the connector or wires. If you damage a wire, it’s highly recommended to seal the puncture with electrical tape. Most fuel pump wiring harnesses reside in a harsh environment.
VOLTAGE DROP TEST PROCEDURES 1. Address the negative side of the circuit first, then the positive side. 2. Connect one digital voltmeter test lead to the negative battery terminal and the other to the negative terminal at the fuel pump. An amp draw test can be performed under the hood at the power distribution box. Also, check the operation of the relay if there is a no-start condition.
20 ImportCar | SEPTEMBER 2012 | www.import-car.com
Circle #21 for Reader Service
Circle #23 for Reader Service
techfeature
On vehicles with a vacuum fuel pressure regulator, the diagnostic procedures may include actuating the diaphragm with a vacuum pump.
3. The fuel pump circuit must be energized to properly test it. Energize the fuel pump relay and power the fuel pump circuit. The majority of fuel pumps run for only a few seconds once the relay is energized (only long enough to prime the system) and until an RPM signal is generated. 4. If the negative circuit is in good condition, the voltage drop measured should be 0.5V DC or less. Larger voltage drop readings indicate a problem. Damaged or corroded vehicle wiring or harness connectors are likely sources of the problem. 5. Repeat the voltage drop test on the positive side of the circuit. Connect one digital voltmeter probe to the positive terminal on the battery and the other to the positive fuel pump terminal. 6. Energize the fuel pump relay and power the fuel pump circuit. The majority of fuel pumps run for only a few seconds once the relay is energized (only long enough to prime the system) and until an RPM signal is generated. 7. As with the ground circuit, voltage drop readings larger than 0.5V DC indicate system wiring or connector issues. Procedures courtesy of Airtex.
CURRENT TESTING A Fuel Pump Current Draw test should be performed any time there is a performance complaint caused by a lack of fuel delivery, but it is not a replacement for voltage drop testing. The fuel pump current can be measured by inserting an ammeter in series with the fuel pump load circuit at the fuse block and measuring current while the fuel pump is running. A better solution is to use an amp clamp on the positive wire of the fuel pump. This works for vehicles that use a pulse-width modulated voltage supply to the pump. As a rule of thumb on port fuel-equipped vehicles, fuel pump current draw increases by 1 amp for every 10 pounds of fuel pressure. An amperage level above or below the specification indicates a malfunction is present, if pressure is low and amperage is above specification. On some vehicles, it might be necessary to follow test procedures from the vehicle manufacturer to load the engine, or to even activate the pump with a scan tool. Circle #24 for Reader Service
24 ImportCar | SEPTEMBER 2012 | www.import-car.com
Circle #25 for Reader Service
techfeature FUEL PUMP If a pump is out of specifiCONTROLLER cation and the dram is too RESISTANCE high, it can indicate: • problems with the fuel On some return and returnfilter; less systems, a control unit • fuel line restrictions; will drop a resistor into the and/or circuit to slow down the • possibly a defective fuel fuel pump. This can change pump. the results of voltage drop If pressure is low and amand current tests. perage is below specificaThe resistance comes in tion, check: steps and is at its greatest • high circuit resistance, at idle. If you see a drop in Even a slight discoloration on the positive terminal voltage side; voltage that is greater than of the fuel pump connector can indicate a voltage • high circuit resistance, two volts, try snapping the drop that could cause a driveability problem. ground side; and throttle to see if it changes • for a defective fuel dramatically. Look at the pump. repair information for the recommended test proceIf pressure is high and amperage is above specifidure and specification before proceeding. cation, it might indicate a restricted regulator and/or fuel return line. VISUAL SIGNS OF VOLTAGE DROPS
If you were to put a resistor in a circuit, it would get hot. The same is true for components like connectors, wires or even the pump. This heat can result in melted connectors and seized parts. When the harness is first disconnected, look for any discolored plastic or a blue tint to the connector. If you see a melted connector, it’s a sign there is resistance that should not be present or a bad connection. One of the most common reasons for a connector to go bad are the retention clips. If a connector does not have good retention and a tight connection, it can lead to heat problems. Corrosion on terminals has been an issue recently due to the location of the connector on the tank. On many vehicles, the fuel pump connector is located on top of the tank where road de-icing brines can accumulate. These de-icers stick to the vehicle worse than road salt and can re-activate when moisture is present. These chemicals can be vicious, attacking and wicking into connectors and wires. This can cause increased resistance and voltage drops. If you’re replacing a fuel pump, be sure to service the connectors. Clean the connector with an electrical contact cleaner. Remove any seal, clean it and apply a light film of dielectric grease. Some fuel pump manufacturers include a new harness and connectors with certain pump applications. It’s highly recommended that you replace the connector and weatherproof the connection. ~ Go to www.import-car.com and use the search function to obtain more fuel system-related technical articles.
26 ImportCar | SEPTEMBER 2012 | www.import-car.com
Circle #27 for Reader Service
techupdate
by Andrew Markel, editor, Brake & Front End magazine
1999-2006 HONDA INSIGHT ALIGNMENT You may not see many Honda Insights in your alignment bay, but don’t let the peculiar styling and hybrid badge scare you away from doing any chassis repairs when the opportunity arises. The Honda Insight powertrain includes a gasoline engine, a 10kilowatt electric motor/generator and a compact nickel-metal hydride battery used to supply energy to the Integrated Motor Assist (IMA) system. But, the steering and other chassis sensors are 12 volts, so don’t worry about rubber gloves and orange connectors. Sometimes, the best thing about the Insight is the owner. The owners of these vehicles love them and never want to sell them or let them fall into a state of disrepair. If you’re able to offer them a way of getting better fuel economy and helping them make their vehicles last longer, they will not say no.
TIRES Insights of this vintage use P165/65R14 tires. This is a very small and skinny tire. About the only tire available in this size is the Bridgestone Potenza RE92. While they are relatively inexpensive ($90$100), they’re not typically stocked by most tire dealers. With proper alignment and periodic rotation, it’s
28 ImportCar | SEPTEMBER 2012 | www.import-car.com
possible to get 50,000 miles or more out of a set of these tires. The tire pressure is 38 in the front and 35 in the rear.
DACRO FASTENER Another item to remember is that the Insight uses a lot of aluminum and dissimilar metals. In order to prevent fretting and galling conditions, Honda specifies bolts and nuts that have a special corrosion-resistant “Dacro” coating. Use the same type if replacement is necessary. These bolts secure the: • Control arms; • Wheel bearing hub units (front and rear); • Rear shocks; and • Ball joint stud nut; and • Rear shock bolts.
REAR/FRONT SUSPENSION One of the defining elements of the Insight is the rear suspension. The rear-wheel track is significantly narrower than the front. Another item is the skirts over the rear wheels, that are attached with two fas-
Circle #29 for Reader Service
techupdate
98 Nm (10 kgf.m, 72 lbf.-ft.)
One of the defining elements of the Insight is the rear suspension. The rear-wheel track is significantly narrower than the front. teners at the bottom of skirts’ lips and that slide down out of the clips. The rear suspension uses trailing arms. These are connected midway along their length by a curved, H-section steel torsion beam that twists to allow a controlled level of independent suspension movement. The rear suspension is not adjustable, and no shims are available to adjust camber or toe. When it’s outside of the recommended specifications, the suspension member (beam) must be replaced. Make sure to look at the
Circle #30 for Reader Service
cross camber and toe specifications. Even if they are within specification, too much on either side can add up to trouble. The 1999-2006 Insight uses a MacPherson strut-type front suspension with an anti-roll bar. It’s a robust system that uses aluminum for many components. The front control arms are aluminum with an integral ball joint. The ball joint should have zero play. The front suspension can be adjusted for camber and toe. The Insight has a steering rack with a center takeoff. This creates some
www.import-car.com
Circle #31 for Reader Service
techupdate 14x1.5 mm 98 Nm (10 kgf.m, 72 lbf.-ft.)
The Insight has Electric Power Steering (EPS) that operates off the 12-volt power system. The system shares parts with the Honda S2000 steering system. “cross talk” in the toe angle when the camber is adjusted. The front camber angle is 0º ±1°. Regarding vehicles such as this one, with a higher SAI, the camber variance from side to side should not be more than 0.2º. The front camber can be adjusted by exchanging one or both of the damper pinch bolts with the smaller diameter adjusting bolt(s). The difference between the adjusting bolt diameter and the pinch bolt hole diameter allows a small range of adjustment that’s around ±1.75º.
Circle #32 for Reader Service
STEERING The Insight has Electric Power Steering (EPS) that operates off the 12-volt power system. The system shares parts with the Honda S2000 steering system. The EPS control unit is mounted inside the car on the right-side bulkhead, underneath the dash. It receives input from the vehicle speed sensor and torque sensor mounted on the steering pinion shaft. The pinion shaft engages the pinion gear via a torsion bar, which twists slightly when there is a high amount of steering resistance. The amount of twist is
www.import-car.com
Circle #33 for Reader Service
techupdate Tech Tip: Drifting and Pulling at Highway Speeds (applies to all Honda models)
Do you have a customer who’s complaining that his vehicle drifts or pulls when driving at highway speeds? Use this handy procedure to diagnose and repair the problem. 1. Check if your customer has original equipment wheels and tires and that the ride height hasn’t been modified. Then, set the tire pressures to the recommended cold inflation values listed on the door jamb sticker. 2. Find a straight stretch of four-lane road where you can safely (and legally) go 60 mph for several minutes. Ideally, you want a road that’s perfectly flat, but most roads have a crown that is anywhere from 1.5° to 1.75° so they can drain. Flat Road – While driving at 60 mph, use a stopwatch to time how long it takes to drift one full lane from center to center. Record the time. Repeat this, driving in the opposite direction to cancel the effects of wind, then average the two times you recorded. If the vehicle drifts one full lane from center to center in less than six seconds, go to step 4. If not, return the vehicle to your customer. Crowned Road – While driving at 60 mph, check if the vehicle climbs the crown. Do this for both a left- and right-crowned road. A drift to the right on a right-crowned road and a drift to the left on left-crowned road are considered normal. If the vehicle climbs the crown or it drifts to the right on a left crowned road, go to step 3. 3. Record the original toe, camber and caster readings. 4. Loosen the subframe mounting bolts, and move the rear beam and suspension cradle to get as close as possible to the specifications. (As little as 0.4° of camber stagger can cause the vehicle to pull.) Adjust the toe and center the wheel. 5. Test-drive the vehicle on the same road you used earlier. If the drift is now within spec, return the vehicle to your customer. If not, proceed to step 6. 6. Mark the tire’s original positions on the sidewalls. Swap the front and rear tires on each side of the vehicle. 7. Test-drive the vehicle on the same road you used earlier. If the pull or drift is still present, try swapping the front tires. If the pull or drift is not resolved, check the uni-body for damage. Courtesy of Honda Service News. in proportion to both the amount of resistance to wheel turning, and to the steering force applied. A pin on the torsion bar engages a diagonal slot in the sensor core, which moves up or down depending on the amount of torsion bar twist and the direction of rotation. Two coils surrounding the core detect both the amount and the direction of movement.
Circle #34 for Reader Service
The switch is turned to the ON (II) position, and then goes off after the engine is started. This indicates that the bulb and its circuit are operating correctly. If there is any trouble in the system after the engine is started, the EPS indicator will stay on, and the power assist will turn off. The system will also protect the electric motor if it senses the system is getting too hot.
www.import-car.com
Circle #35 for Reader Service
diagnosticsolutions
Several factors are driving modern fluid maintenance services. First, a modern vehicle’s service life often extends to well over 200,000 miles and good fluid maintenance practices are, in part, responsible for that remarkable achievement. Second, car counts in many shops are declining because late-model vehicles require less scheduled maintenance and less frequent repairs. Consequently, many shops are looking at add-on services, such as fluid maintenance, to boost shop revenues. Unfortunately, many shops have been accused of over-selling fluid maintenance services. For example, I had a customer who, for whatever reason, preferred to have his vehicle serviced at an out-of-town fast lube shop. Although his vehicle recently had the automatic transmission replaced, the fast-lube shop insisted on selling him a transmission fluid flush. Not only did they sell him the first transmission flush, they attempted to sell him a second flush on a later visit. One reason for apparent over-selling is that many shops routinely recommend fluid maintenance services based upon the mileage of the vehicle. In addition, many vehicle owners circulate from shop to shop, so there is no continuous maintenance records kept on the vehicle. The sole exception to this situation might be information jotted into the vehicle’s OE maintenance record manual or on repair and maintenance receipts stashed in the glove box. So, it’s easy for one shop to accuse other shops of overselling fluid maintenance, regardless of what the actual case might be.
36 ImportCar | SEPTEMBER 2012 | www.import-car.com
by Gary Goms, Import Specialist Contributor
With these thoughts in mind, let’s explore many other issues regarding fluid maintenance.
ENGINE OIL Extended engine oil change intervals are profoundly influencing the way we sell fluid maintenance services. Although it’s difficult for many veteran technicians to comprehend, the engine oil monitors built into the PCM’s software are doing a good job of calculating oil change intervals based upon factors like average ambient temperatures, coolant temperatures, drive times and engine loads. As a result, we’re seeing the traditional 3,000-mile engine oil change interval doubled and perhaps tripled before the vehicle returns for maintenance services. In response to this trend, shops should be eliminating the stand-alone oil change in favor of more
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 is also a graduate of Colorado State University and belongs to the Automotive Service Association (ASA) and the Society of Automotive Engineers (SAE).
comprehensive maintenance and inspection schedules. Inspections would include items like filters, belts, hoses, brake friction and exhaust. Additional touches such as filling the washer fluid reservoir, cleaning the engine compartment, lubricating locks and door hinges, lubing door seals, and cleaning the battery and its cable connections would be welcome in an extended interval maintenance service. See Photo 1. Extended service intervals have brought about four basic changes in the way we maintain vehicles in the service bay. The first change is that the base oil and additive package of any oil must be compatible with extended service interval requirements. Second, the oil must meet the OEM’s lubrication requirements for highly stressed engine components like camshafts and piston/ring assemblies. Third, the oil filter itself must meet extended interval requirements. Last, and most important, most fluids in a modern vehicle are often application-specific and, in many cases, designed for extended interval use.
Photo 1: A visual exhaust, brake, power train inspection should be part of every extended service interval inspection.
AUTOMATIC TRANSMISSIONS While some manufacturers consider automatic transmission oil as a “lifetime” fluid, other manufacturers believe that it should be changed according to mileage and usage. To illustrate, trucks used for towing heavy loads definitely need more frequent transmission fluid maintenance because the transmission obviously operates at a higher temperature,
www.import-car.com | SEPTEMBER 2012 | ImportCar
37
diagnosticsolutions which tends to oxidize and deplete the fluid’s additive package much more rapidly. All too often, a customer might request a transmission flush in the belief that flushing will cure a shifting or slippage complaint. In reality, if the fluid is badly burned or contaminated, flushing probably won’t compensate for the mechanical wear that has taken place. On the other hand, if the fluid simply appears dirty from normal use, a flush might be recommended. The obvious question is whether the transmission oil pan should always be removed for service. Many auto manufacturers believe, for example, that replacing the oil in the pan at regular intervals maintains the additive package in the oil. My opinion is that the oil pan should be removed so it can be inspected for wear debris, the filter can be replaced, and the valve body screws checked for correct torque. If the transmission experiences severe service, I would recommend removing the oil pan and performing the above services. Last, far be it from me to recommend anything but the OEM-specified automatic transmission fluid for a fluid replacement. While the vehicle owner’s manual or a repair database might recommend a generic fluid for topping off the fluid level, it generally will not recommend that same generic fluid for fluid replacement.
that might use friction clutches to engage front drive trains and equalize input and output shaft speeds. Here again, the oil must be formulated to allow smooth 4WD engagement. So the lesson to be learned here is that it’s always best to use the recommended fluid for any manual transmission or automatic transfer case application.
DRIVE AXLE LUBRICATION If you work in an area that’s experienced heavy flooding, you know that drive axles tend to absorb water. Similarly, the drive axles in vehicles driven in snowy climates also tend to absorb water, with the milky appearance of water-contaminated oil being the first clue. Since many imports include an oil
MANUAL TRANSMISSIONS In years past, the conventional “90-weight” transmission oil was used in all manual transmission applications. Beginning about 25 years Photo 2: The cover on this axle must be removed to change the axle oil. ago, transmission manufacturers began changNotice that the axle vent (top) can easily be submerged in water. ing over to lower-viscosity oils to reduce rotating friction in their transmissions and to increase fuel economy. In that era, some manufacturers recdrain plug in their drive axle housings, those ommended engine oil and even automatic transmiscarmakers obviously believe in changing the axle oil sion fluid for their manual transmissions. at regular intervals or having that option availMost currently recommend synthetic-based oils to able when the oil becomes contaminated. improve lubrication and reduce rotating friction. See Photo 2. Because transmission gear shift synchronizers are Most conventional drive axles incorpodesigned for specific types of lubricants, a vehirate a hypoid gear, which means that the cle owner would likely experience hard shiftsmaller pinion gear meshes below the ing on cold mornings if a substitute lubricenterline of its companion ring gear. Becant is installed. cause a hypoid design causes the pinion Today, we have very sophisticated gear teeth to scrub the lubrication away five and six-speed, high-performance from the ring gear teeth, hypoid gears remanual transmissions that require apquire high-shear-strength oils to prevent plication-specific lubricants. In addimetal-to-metal contact. The lubricants tion, we also have many automatic must also have enough viscosity to cushtransfer cases in 4WD applications ion shock loads and reduce gear noise.
38 ImportCar | SEPTEMBER 2012 | www.import-car.com
Circle #39 for Reader Service
Circle #41 for Reader Service
diagnosticsolutions Photo 3: A clean reservoir containing clear coolant usually indicates that the cooling system is in good condition.
Many Hotchkiss-style drive axles used in light trucks also incorporate limited-slip differentials that include a set of preloaded friction plates designed to slip at a specific torque input. Limitedslip gear oil must therefore be used to keep these plates sliding smoothly over each other. While most GL-5 rated oils can be used for top-off, they can’t be used as a replacement lubricant. While limited slip additives are available to upgrade GL-5 oils, it’s always best to install the OEM-ap-
proved lubricants in these applications.
COOLING SYSTEMS Here again, modern OEM coolant is designed to last 100,000-150,000 miles. While their individual formulations can’t be covered in this space, suffice it to say that most coolants on the market today aren’t chemically compatible with other coolants. Remember, too, that the color of the coolant has nothing to do with its chemical Photo 4: Spectrometers are handy for testing coolant freezing points.
Circle #42 for Reader Service
www.import-car.com
Circle #43 for Reader Service
diagnosticsolutions formulation or additive package. See Photo 3 on page 42. There are many types of “red” or “orange” coolants on the market today, none of which are chemically compatible with other
red or orange coolants. If a coolant appears rusty or off-color, or if its freezing point doesn’t test at the maximum rated freezing point of the coolant, it should be replaced. See Photo 4 on page 42.
BRAKE FLUID Because DOT 3 and DOT 4 brake fluids are hygroscopic, more manufacturers are recommending scheduled brake fluid flushes. The term “hygroscopic” simply means that DOT 3 and 4 brake fluid has an extremely high affinity for water. From a safety standpoint, the boiling point of the brake fluid is reduced in direct proportion to its water content. For that reason, non-hygroscopic DOT 5 or silicone-based fluids are often used in vehicles that will be stored for long periods or used in severe driving or high-performance applications. DOT 5 should never be used in an antilock braking system (ABS) due to its tendency to foam when the ABS is activated. See Photo 5.
Photo 5: Don’t forget to flush the clutch master cylinder along with the brake master cylinder. Circle #44 for Reader Service
44 ImportCar | SEPTEMBER 2012 | www.import-car.com
Circle #45 for Reader Service
diagnosticsolutions Brake fluid flushes are recommended to prevent corrosion from forming in the expensive ABS and other moving mechanical parts in the brake hydraulic system. Consequently, flushing is highly recommended every two years and during any brake friction or mechanical hydraulic part replacement.
POWER STEERING FLUID
Photo 6: Power steering fluid should be changed periodically to help reduce steering gear and pump wear.
Although many techs forget about power steering fluid, it does become contaminated with wear particles and with moisture. Since contaminated fluid can drastically shorten the life of expensive power steering pumps and racks, it’s always best to replace it when it appears dirty or otherwise contaminated (See Photo 6). As with any replacement fluid, always check the owner’s manual or your own service information for the correct replacement fluid specification.
Circle #46 for Reader Service
46 ImportCar | SEPTEMBER 2012 | www.import-car.com
Circle #47 for Reader Service
techfeature
by Andrew Markel, Editor, Brake & Front End Magazine
The first thing to remember is that all brakes make noise. When the friction material makes contact with the rotor, the coupling causes the brake pad and rotor to oscillate and vibrate. In engineering terms, this is called “force-coupled excitation,” which means that the components are locked as a combined system that will vibrate at the system’s natural frequency. The driver hears these vibrations as noise. This is “ground zero” for brake noise. In layman’s terms, when the pads press into the rotors, it makes a vibration that becomes noise. Like dogs, humans have a limited range of sounds they can hear. If the noise is out of the range of human ears, there will not be a noise complaint or comeback (these are typically high-frequency noises). It’s when these vibrations are allowed to transfer into the caliper and knuckle, where they are lowered to human hearing ranges, that the driver notices a noise. This is where brake shims come into play. Brake shims are not designed for adjusting spacing/distance between the friction material and the rotor. Shims provide multifunction noise control as a component attached to the friction pad backing plate. A quality brake shim can prevent brake noise during the entire life of the brake job and will not dry out or be displaced over time like some lubricants. But, remember, a shim does not have a
48 ImportCar | SEPTEMBER 2012 | www.import-car.com
chance to do its job if it is left in the box. Brake shims have the ability to control noise in three ways. First, they prevent and reduce the transmission and amplitude of vibrational forces that cause excitation of the caliper, pad assembly and attached structure. This is accomplished by viscoelastic damping material inherent within the layering construction of the shim and method of bonding to the pad assembly. In simpler terms, it prevents vibrations that start at the pad and rotor from being transferred into the caliper and knuckle. These vibrations are very small and, hopefully, the shim can isolate them before they excite the caliper and knuckle. Second, a shim can add mass to the brake pad that can dampen vibrations and oscillations in the pad and caliper. Shims reduce reaction forces transmitted back into the brake piston using elastomer interface
Circle #49 for Reader Service
techfeature This is just a small sample of the brake shim designs a manufacturer needs to make a line of pads. Every vehicle has its own specific performance requirements for the shim. Premium lines will use up to seven different shim materials.
coatings on their surface. Third, a good brake shim or insulator can act as a thermal barrier to ensure consistent temperatures across the entire face of the pad. This can help provide consistent brake torque. High-quality brake shims are frequency and temperature engineered multi-layered products using varying grades of metal, viscoelastic polymers/bonding
Circle #50 for Reader Service
50 ImportCar | SEPTEMBER 2012 | www.import-car.com
materials, elastomeric rubbers and fiberglass. High-quality brake shims usually start with a high-quality metal plate. The shim manufacturer will select a grade of steel with the right hardness, thickness and dampening properties. The elastomeric rubbers are applied to the steel in a controlled process that ensures the correct depth. These materials are then vulcanized to the metal to ensure that they will endure the harsh environment of the braking system. Engineers tune these layers to provide the best NVH qualities for the specific brake system noise fingerprint or signature. If the shim is not making contact with the brake pad, it will not do its job since the pad/ caliper assembly undergoes complex, dynamic vibrational deformations due to the deflection of the combined system,
Circle #56 for Reader Service
techfeature
If a shim is detached from the backing plate, it can produce noise by allowing vibrations from the friction coupling to excite the caliper and knuckle.
quality brake shim can prevent brake noise during the entire life of the brake job and will not dry out or be displaced A
over time like some lubricants. that must be controlled by a properly attached shim. Before you install any brake pad or shim, take time to look it over. Look at the overall finish and appearance of the parts, and test-fit the part to see if the tolerances are correct. Some of the best brake pads have the insulator already attached to the pad set. This can help ensure the effectiveness in three ways. First, by putting the shim on at the factory it can prevent the technician from forgetting to put it on the pad in a dirty shop environment. Second, some pad and shoe manufacturers will use a heated hydraulic press that can
Circle #52 for Reader Service
properly cure the shim adhesive. Third, the brake pad manufacturer can use a process like peening and riveting to make sure the shim will properly perform. If the shim/insulator is not already attached to the pad, drop it on a hard surface and listen. If the shim makes a clinking noise and bounces around, chances are that it will not reduce noise and vibration. On the other hand, if the shim makes a solid noise when it’s dropped, it probably will do a good job at insulating against noise. If a set of pads or shims does not look “right,” do not take a chance by installing them. It’s
www.import-car.com
Circle #53 for Reader Service
techfeature
This Toyota OE shim has two pieces. The function of this design is to isolate the vibrations of the pad and rotor coupling. In some cases, the OEM might apply a moly or dry-film lubricant to the shims so the components can move.
If a set of pads or shims does not look “right,” do not take a chance by installing them. It’s easier to return opened, but unused brake pads, than those that have been slightly worn. easier to return opened, but unused brake pads, than those that have been slightly worn.
BLAME GAME It’s easy to blame the pads when you have a comeback due to noise. When a customer hears a brake noise, it’s not just the “pure” sound of the friction coupling. The sound they are hearing is a product of the entire brake system, structural transfer paths through suspension components into the passenger compartment and amplified noise within the reflective wheel well acting as a reverberant echo chamber. This is why it’s important to look at the entire system when it comes to diagnosing brake noise. ~ Go to www.import-car.com and use the search function to obtain more brake-related technical articles.
Circle #54 for Reader Service
54 ImportCar | SEPTEMBER 2012 | www.import-car.com
Circle #55 for Reader Service
hyundai
by Bob Dowie, Import Specialist Contributor
GETTING TO THE HEART OF COOLANT LEAKS The Precursor of Head Gasket Replacement When speaking with my clients, I often find myself warning them of the importance of keeping a sufficient amount of clean oil in the engine and to keep an eye on the temp gauge. Those of us who have been around for a while remember the times when we would see our customers at the gas pump every couple of days, giving us the chance to get under the hood and check the fluid levels. I think some of the younger folks think I’m making it up when I tell them that an attendant would wash the windows and check under the hood, in addition to pumping gas. Now, that responsibility falls on the
in general, has improved to the point where various checks aren’t necessary, and, if they are, at lengthened intervals. At the same time, we can make the case that the increased quality allows these vehicles to stay on the road for hundreds of thousands of miles, and as those miles add up, so does the need for periodically “checking under the hood.” So it’s still important to remind our customers to check their vehicle’s fluid levels every other gas fill up. We’re happy to teach them what to look for, and if they aren’t comfortable doing it themselves, we encourage them to stop by the shop and we’ll be glad to take care of it at no charge. This lack of periodic oversight makes the routine services our shops perform critically important. If you’re lucky, you may see the car every 3,000 miles, but as carmakers extend oil change intervals, the car may not have had the hood raised for twice that long. That’s why it’s so important that the techs who are handling what we call routine services are checking all the vital fluids, and
Bob Dowie has been in the automotive shoulders of the driver in between service intervals that happen every 3,000 miles, at best. An argument can be made that vehicle systems have improved over the years, with warning systems that monitor the essential fluids, and vehicle quality,
56 ImportCar | SEPTEMBER 2012 | www.import-car.com
service business for 43 years, and his shop, Village Auto Works in Chester, NY, specializes in Honda, Toyota, Mazda and Nissan repair. Dowie owns and runs a Honda Civic and Nissan Sentra SER in SCCA GT Lite Class racing, and gets his technicians involved in various aspects of the sport.
have the training that lets them look at the car with an eye toward current and future problems. When it comes to cooling system problems you may see on the Hyundai line, there are a few that would be considered serial failures. But, as these cars accumulate miles, you’ll see the same type of service opportunities you would find on any other vehicle.
BASICS FIRST It never hurts to go over the basics and that’s where we’ll start. Most often, a Hyundai with a cooling system issue will find its way to your shop for a few reasons. One is the temperature gauge is reading higher than normal. Of course, that assumes the customer is aware they have a gauge. Another is a leak under the car that has gotten their attention, or maybe the check engine lamp is on and you find a code for excessive engine temp. Or, the car is on the back of a tow truck as a result of overheating on the road. Regardless of how the car got to your shop, the
diagnostic process begins the same way. First, be sure there is sufficient coolant in the radiator and pressure-test the system. Generally, we’ll start with a cold system, and then bring up the pressure and let the car sit for more than a few minutes. If you find the cooling system is low during a service, be sure to give the pressure test enough time to let the coolant find its way to the floor. On the four-cylinder cars, it’s not too much of challenge to locate where the coolant is finding its way out. The V6s can be a bit more challenging, but it certainly pays to be patient. Speaking of finding the system low during a routine service, be sure the oil change tech is checking the level in the radiator and not just the unpressurized reservoir tank. If the system is compromised by a leak, there’s a good chance it won’t pull the coolant from the tank, and you sure don’t want to send the car out with low coolant. When it comes to looking for leaks, it may take a bit of detective work. If you see a drip on the floor, it’s pretty straightforward where to find the leak. However, if there is no evidence of a leak, look for
Circle #57 for Reader Service
www.import-car.com | SEPTEMBER 2012 | ImportCar
57
hyundai
Circle #58 for Reader Service
the telltale trails at the radiator seams as well as all the hose connections. Don’t overlook the water pump, which may be under the timing belt cover. While not a common problem, there have been some reports of freeze plugs leaking behind the flywheel. If the stain is there, you can be sure it’s leaking now or has leaked in the past, but, in either case, it should be resolved. If the vehicle came in for a running-warm condition or is on the back of the tow truck, the strategy is similar, even though you’re not yet completely sure of the prob-
ator cooling fan runs, indicating the system is bled. As the system is being bled and the thermostat reaches opening temp, some bubbles in the coolant will be evident in the funnel, but they will dissipate and be random in nature. If you’re seeing a steady stream of bubbles, it’s a good indication of a head gasket problem and will require some further diagnosis that we will get into in a few minutes. The next steps depend on the answers that the driver was able to provide when the problem occurred. You need to find out if the problem occurred when they
lem. Chances are the coolant will be low, but was that the cause or the result of the overheating? Your next step is to carefully go through the warm-up process. We use a funnel that attaches to the radiator. This inexpensive tool aids in the bleeding process as well as lets us monitor what the coolant is doing. If the thermostat is stuck closed, it won’t take long for the coolant to start bubbling violently in the funnel. Although some bubbles are normal as the thermostat opens, the reaction of the coolant when the thermostat is stuck closed is hard to miss. Let the car run until you have good heat in the car and the radi-
were in traffic or at highway speeds and was the temp gauge reading normal? This answer will tell you if the customer is even aware there is a gauge. In the cold weather, many times the first thing he or she will notice is the heat in the car is coming and going, a sure indication of low coolant. So, now you take the information provided by the customer and add it to what you learned during the warm-up bleed procedure and plan the next step. Assuming you didn’t have that steady stream of bubbles, your next step would be a pressure test. It has to be done before the
www.import-car.com
hyundai car is returned to the customer, and there is no doubt that any leak in the system will lead to overheating, so you may as well eliminate the question mark. If the customer reported that they were in traffic when they had the problem and you confirmed cooling fan operation during the warm-up procedure, it only makes sense to assume the coolant was low. If the customer reported the problem was evident at highway speeds, a post-pressure road test is the next step. If the vehicle is running hot on the highway, but goes back to normal around town, suspect a plugged radiator. Be sure you’re testing with similar ambient temperatures if you want to try to duplicate this condition.
CONFIRMING THE LEAK Let’s look at how we would proceed if we had that steady stream of bubbles during the warm-up procedure. There are a couple of ways to confirm head gasket leakage that would have led you to the overheating problem as the coolant got low. You can take the wand from your four-gas machine and carefully sample the air above the coolant looking for hy-
drocarbons. But any mishaps that result in coolant being drawn into the machine will be costly. There is a dye kit that works well on the same principle as the fourgas machine, as it samples the air that escapes the radiator looking for hydrocarbons, indicated by a change of color in the sample fluid. This is the test we use on Hyundais where spark plug access prevents us from using the more reliable cylinder leak-down method of testing. A leak-down test will not only confirm your head gasket diagnosis, but it will also pinpoint the offending cylinder. Extra care can be taken when the head is off to be sure there are no issues in that cylinder that would prevent a successful repair. A leak-down test isn’t difficult; it will require a leak-down tester — a simple tool
Circle #60 for Reader Service
60 ImportCar | SEPTEMBER 2012 | www.import-car.com
that allows you to fill the cylinder with compressed air (most have two gauges). One gauge indicates the air being introduced into the cylinder, while the other indicates how much the cylinder can hold. As you would expect, the first step is to get the piston on TDC with both valves closed. With the spark plugs removed, turn the crankshaft clockwise until the TDC mark is at zero. On a fourcylinder car, this would indicate that either cylinder one or four are ready to be tested. Install the tester in one or the other and slowly open the valve, allowing the air to enter the cylinder. Caution: As the air enters the cylinder, there is a chance that the crankshaft will rotate if the piston is not right at TDC. Be sure the wrench used to turn the crank has been removed and your hands are clear. If you’re in number one cylinder and it shows lots of leakage, move the gauge to cylinder number four and try again. Leak down is represented as a percentage. If you use 100 psi as an inlet pressure, the second gauge will read percentage directly. A good cylinder will leak 10% or less, but it’s not surprising to see a high-mileage, well-maintained modern engine leak 2% or less. But what you’re looking for is evidence that the cylinder is leaking air into the cooling system. Do this by looking in the fill funnel for those telltale bubbles of air or the coolant otherwise reacting to the pressure. Like the pressure test, be patient and give the air some time to work its way out. If number four looked good, follow the firing order and check the other cylinders. Be sure to close the valve and disconnect the tester. Turn the crank to bring number two up to TDC. You won’t have the benefit
Circle #61 for Reader Service
hyundai of the timing mark to be sure you’re on top dead, so you’ll have to rely on your sense of feel with a suitable tool through the plug hole to get there. It isn’t difficult; when the piston reaches TDC there won’t be any movement for a couple of degrees. The trick is splitting those few degrees. Using this method, you are more apt to have the crank move when the air valve is open, so always use good safety practices. If your testing confirmed a head gasket problem, you have some decisions to make before you prepare an estimate and contact the customer. You’ll remember at the beginning of this article, I mentioned that the Hyundai line has few serial problems with the cooling system including the head gaskets, so I would be concerned about why the gasket failed. Chances are it was the result of overheating over a period of time, or one time where the overheating was overlooked. The last thing you want to do is replace the gaskets without addressing the root cause of the failure; and don’t forget to be sure the head is flat.
RELATED REPAIRS While the gasket is being be replaced, it’s the perfect time to replace the timing belt along with the water pump if it was not recently replaced. The inexpensive thermostat should also be replaced if it was subject to extreme temps. In an ideal world, you would replace the radiator as well, and, at the least, talk to your customer and explain that this failure was the result of overheating, and the importance of making sure the cooling system is doing its job by keeping an eye on the gauge. Since we’re talking about the
Circle #62 for Reader Service
gauge, one of the problems we didn’t talk about is the gauge reading high when the coolant wasn’t hotter than normal. If you get one that seems to be misreporting the temperature, a simple check with an infrared thermometer near the gauge sensor, or comparing the temp reported to the scanner from the engine management ETC sensor versus the dash reading, will confirm the issue. The best way to fix this issue is to find all the grounds and be sure they are clean and secure. You could add a redundant ground from the battery or other known-good ground to the engine as close as possible to the gauge. But, I suspect the car will run better if you take the time to find and clean all the grounds. With the amount of Hyundai models and engines that are in service, we won’t go over the nuts and bolts of the head gasket job, and I will say that any experienced tech will have no problem handling the job. The Hyundai Tech Info site, www.hyundaitechinfo.com, will walk you through the head gasket job on any of the Hyundai models, or any other repair for that matter. This article won’t make you a Hyundai cooling system expert, but I hope you got something out of going over the basics. More importantly, I hope I indicated there is no reason not to welcome Hyundais into your bays. This company continues to build good, affordable vehicles that deliver good value to their customers. It has a strong dealer and parts network and realizes the importance of independent repair shops having the proper repair information needed to service their vehicles. Sounds like a pretty good partner to me. Register today!
www.import-car.com
Circle #63 for Reader Service
techupdate ELECTRIC POWER STEERING DIAGNOSIS by Andrew Markel, editor, Brake & Front End magazine
Component Replacement Aside, Diagnostics Require Special Tools and Training
Electric Power Steering (EPS) is replacing hydraulic power steering in many new vehicles today. One of the advantages of electric power steering is that it eliminates the power steering pump, which can use as much as 8 to 10 horsepower under load. This improves fuel economy while also eliminating the weight and bulk of the power steering pump and hoses. Getting rid of the hydraulics also does away with fluid leaks and the need to check the power steering fluid. Electric power steering is also quieter than hydraulic systems because there is no pump noise and no fluid flowing through hoses and valves. But the most noticeable differences are in handling and steering refinement. Electric power steering can be fine-tuned with a precision that is hard to match with hydraulic controls. By monitoring the driver’s steering inputs, vehicle speed and other suspension dynamics, the system can provide just the right amount of steering feel and effort to match rapidly changing driving conditions. EPS can deliver extra effort when the driver needs it, and reduce steering effort when the driver doesn’t need it.
64 ImportCar | SEPTEMBER 2012 | www.import-car.com
It can even provide steering assist when the engine is off. Better yet, because the system is software driven, it’s possible to tap into the steering module and modify steering effort and feel. This can be done with a factory scan tool on some applications, and with aftermarket “tuner” scan tools and software. It has been estimated by one scan tool company, that every EPS system will require at least one reflash to address customer concerns. Many systems set codes and will alert the driver by turning on a malfunction indicator lamp on the dash that typically resembles a steering wheel. But some systems alert the driver by a message in the driver information center.
EPS APPLICATIONS EPS can be found on many Asian nameplate vehicles including the Acura NSX (which was the first production car with this feature), Honda S2000 and Insight Hybrid, Toyota Prius and RAV4. The Toyota and Honda hybrids all use EPS so the driver has assist while the engine is off. Both systems use 12 volts, so there is no excuse to send a power steering-related probCircle #86 for Bend-Pak Reader Service
➞
lem to the dealer. Audi started using EPS in 2003 on select models. By 2009, EPS was on all of its vehicles, including the A4. The system goes by the names Dynamic Steering Control and Active Steering Control. The controller module for the system is linked with a high-speed CAN bus to the ABS/ESC, ECU and BCM. Volkswagen made EPS standard on the Jetta, Golf and Passat in 2005. BMW has been using EPS on its 1 Series, 3 Series (since 2004), 5 Series (since 2003) and Z4. BMW calls its system Servotronic or “active steering.” These systems are typically made by ZF.
HOW ELECTRIC POWER STEERING WORKS A typical EPS steering application uses a bi-directional brushless motor, sensors and electronic controller to provide steering assist. The motor drives a gear that can be connected to the steering column shaft or the steering rack. The brushless bidirectional permanent magnet motor and gear perform the same function as the power cylinder in a hydraulic system. Though some of the older electric power steering systems were actually “electro-hydraulic,” and used an electric motor to drive a conventional hydraulic pump, the latest generation of EPS is all electric/electronic. The steering gear itself is a manual rack with an electric motor mounted on the steering column or the rack. When the driver turns the wheel, a steering sensor detects the position and rate of rotation of the steering wheel. This information, along with input from a
steering torque sensor mounted in the steering shaft, is fed to the power steering control module. Other inputs such as vehicle speed and inputs from the traction control or stability control system are factored in to determine how much steering assist is required. The control module then commands the motor to rotate a certain amount, and a sensor on the motor provides feedback to the control module so it can monitor the motor’s position. Measuring the steering wheel position angle and rate of turn, which are critical for ESC systems, is the job of the steering angle sensor (SAS). The scan tool will typically display the information in degrees. The SAS is typically a part of a sensor cluster in the steering column. The sensor cluster will always have more than one steering position sensor; some sensor clusters have three sensors for redundancy and to confirm the data. It’s important for the ABS/ESC module to receive two signals to confirm the steering wheel’s position. These signals are often out of phase with each other.
DIAGNOSTIC TOOLS FOR EPS Replacing mechanical components of the EPS system is straightforward, but diagnosing the components requires training and special tools. Scan Tool: It requires an enhanced or factory scan tool to access the EPS control module and look at the data from module and the related sensors. Many of the codes are proprietary to the OEM, but most codes start with the prefix C-. In addition, a good scan tool can read which software version the module is running. Since EPS systems need information like wheel speed, steering angle, input torque and accelerometers, it’s important that your scan tool can display this information. An enhanced or factory scan tool can be used to reset and calibrate steering angle sensors. Scope: A scope can be used to monitor and measure signals from the steering position sensor. Many digital or optical trigger wheel steering angle sensors can give false readings to the steering module that
Circle #87 for Bend-Pak Reader Service
www.import-car.com | SEPTEMBER 2012 | ImportCar
65
➞
techupdate
can cause the system to overheat and shut down. The only way to check is by back-probing the sensor. Digital Volt Ohm Meter: A good meter can be used for checking fuses, voltage drops and grounds. Service Information: Many Audi, BMW and other vehicles with EPS require detailed service informa-
tion to resolve inoperative and intermittent complaints. Many OEMs have a diagnostic test that can save you time resolving a problem. Also, service information and TSBs can alert you whether there is a new reflash program to resolve your customer’s problems. Alignment System: If a vehicle has too much toe, camber or caster that causes the driver to change the angle of the steering wheel to keep the vehicle going straight, it could lead the EPS motor to overheat or cause premature failure. So, it’s critical that an alignment is performed to make sure the vehicle is tracking properly and the steering wheel is centered. ~ Go to www.import-car.com and use the search function to obtain more steering-related technical articles.
Circle #66 for Reader Service
66 ImportCar | SEPTEMBER 2012 | www.import-car.com
Circle #67 for Reader Service
importtechtips MAZDA
Fig. 2: Mazda
UNUSUAL NOISE FROM STEERING SHAFT WHEN TURNING STEERING WHEEL
Applicable Model(s): 2003-’08 Mazda6 2006-’07 Mazdaspeed6 On some vehicles, the steering shaft may make an unusual clunking noise during acceleration while the steering wheel is turned. The intermediate shaft splines in the steering column may be lacking lubrication and causing the clunking noise. Repair Procedure: Note: Before performing this repair procedure, be sure to inform the customer that the new super grease is very effective for noise, but it may change the steering and handling feel of their vehicle. Also, the operation of the telescopic steering (if equipped) may feel slightly heavier after the repair. 1. Verify the customer concern by changing the steering column’s angle and length (telescoping only), then attempt to duplicate the clunking noise. Warning: Do not attempt to adjust the steering column angle or length while driving the vehicle. Be sure to adjust the steering wheel only when the vehicle is stopped, as you can lose control of the vehicle if you change the steering tilt or position while driving. 2. Repeat step 1 two more times using different steering column angles and lengths (telescoping only), then attempt to duplicate the clunking noise. – If the clunking noise is gone, proceed to step 3. – If the clunking noise is still present, do not proceed with this repair procedure. Troubleshoot other causes of noise according to related sections of the workshop manual. 3. For a telescopic-equipped vehicle: Position the steering shaft to the most forward position. 4. Remove the two push-nuts securing the joint cover. See Fig. 1. 5. Remove the joint cover. 6. Remove the pinch-bolt securing the intermediate shaft. See Fig. 2. Fig. 1: Mazda 7. Slide the shaft toward “A” to remove from the steering gear. See Fig. 3. 8. Slide the shaft toward “B” to remove from the tube. See Fig. 3. 9. Wipe all grease off the splines. 10. Apply approximately 5 cc of new
68 ImportCar | SEPTEMBER 2012 | www.import-car.com
Fig. 3: Mazda
super grease to the splines and inside the tube. 11. Align the marks and assemble the tube and shaft. 12. Wipe off any extra grease. 13. Fit the intermediate shaft to the steering gear and tighten the pinch bolt. Tightening torque: 13.8-19.5 ft.-lbf. (18.8-26.5 Nm) 14. Fit the joint cover and reinstall the two pushnuts. 15. After reassembly, operate the telescopic or tilt steering as follows: – For vehicles equipped with tilt and telescopic: Operate the telescopic three times from the front to rear. Operate the tilt three times from the top to bottom, and then return it to the original position. – For vehicles equipped with tilt only: Operate the tilt three times from the top to bottom, and then return to the original position. 16. Verify the repair. Courtesy of Identifix. HONDA PILOT’S VEHICLE STABILITY ASSIST (VSA) LIGHT IS ON WITH CODE 84
Vehicle Application: 2005-’07 Honda Pilot 3.5 Customer Concern: The Vehicle Stability Assist (VSA) light is on with DTC 84. Tests/Procedures: 1. Clear the code and then perform the VSA pressure sensor neutral position memorization procedure. To perform the memorization procedure, start by having the key off and ground the SCS circuit at
Circle #69 for Reader Service
importtechtips the Data Link Connector (DLC) with a scan tool (try grounding the SCS circuit – brown wire in pin 9 of the DLC – with a jumper wire to ground). 2. Turn on the ignition switch, but do not depress the brakes. The ABS indicator comes on for 2 seconds and goes off. 3. Press and release the VSA Off switch once within 0.5 seconds after the ABS indicator goes off. 4. Push the VSA Off switch once within 0.5 seconds after the ABS indicator comes back on. The VSA activation indicator blinks and the system starts pressure sensor neutral position memorization. When the ABS indicator, VSA indicator and VSA activation indicator go off, the memorization is complete. If the indicators do not go off, try the procedure again. 5. Clear the code and test-drive the vehicle, and see if the code returns. Tech Tips: The factory manual service procedure says to clear the code and test drive, and if the code resets, to replace the ABS/VSA modulator control unit. There is an article on the Honda website indicating that the service procedure left out to do the VSA pressure sensor neutral position memorization and then test drive and see if the code returns. VSA Modulator-Control Unit Removal and Installation (2005 Pilot) Note: • Do not spill brake fluid on the vehicle; it may damage the paint. If brake fluid gets on the paint, wash it off immediately with water. • Be careful not to damage or deform the brake lines during removal and installation. • Plug the end of a hose and joints to prevent spilling brake fluid. Removal 1. Push the tab (Fig. 4, A) and pull up on the lock (B) of the VSA control unit 47P connector (C), and the connector will disconnect itself. 2. Disconnect the six brake lines from the VSA modulator-control unit (D). 3. Remove the three 6 mm nuts, then remove the VSA modulator-control unit with the bracket (E) from the body. 4. Remove the three 6 mm bolts, then remove the VSA modulator-control unit from the bracket. Installation 1. Install the VSA modulator-control unit onto the bracket with three 6 mm bolts. 2. Install the VSA modulator-control unit/bracket on the body, then tighten the three 6 mm nuts. 3. Reconnect the six brake lines, then tighten the flare nuts.
70 ImportCar | SEPTEMBER 2012 | www.import-car.com
Fig. 4: Honda
4. Align the connecting surface of the VSA modulator-control unit 47P connector to the VSA modulator-control unit. 5. Carefuly push in the lock of the VSA modulatorcontrol unit 47P connector until you hear it click into place, then confirm the connector is fully seated. 6. Bleed the brake system, starting with the front wheels. 7. Do the VSA sensor neutral position memorization procedure. 8. Start the engine, and check that the ABS and the VSA indicators go off. 9. Test-drive the vehicle, and make sure the ABS and the VSA indicators do not come on. Note: If the brake pedal is spongy, there may be air trapped in the modulator, which could then be induced into the normal brake system during modulation. Bleed the brake system again. Courtesy of the Identifix Hotline. FUEL DELIVERY PROBLEMS COMMON MISTAKES LEADING TO INCORRECT DIAGNOSIS
Any time a mistake is made due to overlooking or ignoring information that could affect a vehicle diagnosis, the likelihood of a correct repair is reduced and the potential for repeat failures is increased. Let’s look at the following probing mistake that can be made during the diagnosis of a vehicle fuel delivery system. By avoiding common pitfalls, you can increase the accuracy of your diagnosis and reduce or eliminate issues with repeat failures and customer satisfaction. Below Delphi shares its tech tips for fuel delivery electrical system probing. Incorrect Probing: Probing of the fuel delivery electrical system is needed in order to diagnose it, but incorrectly probing the system will create future problems. For
Circle #71 for Reader Service
importtechtips Ad Index Advertiser . . . . . . . . . . . . .Page Number ACDelco . . . . . . . . . . . . . . . . . . . . .59, 73 ADVICS . . . . . . . . . . . . . . . . . . . . . . . . .29 AIA, Auto International Association . . . . .63 Airtex Corporation . . . . . . . . . . . . . .22, 23 APA Management Group . . . . . . . . . . . . .8 Autel.us . . . . . . . . . . . . . . . . . . . . . . . . .33 Auto Value/Bumper to Bumper . . . .Cover 4 Autodata Publications . . . . . . . . . . . . . .10 AutoVitals . . . . . . . . . . . . . . . . . . . . . . .24 Beck/Arnley . . . . . . . . . . . . . . . . . . . . . .39 BendPak . . . . . . . . . . . . . . . . . . .Insert, 50 Best Tech (WIX) . . . . . . . . . . . . . . . . . . .51 Bosch . . . . . . . . . . . . . . . . . . . . . . . . . .45 CARDONE . . . . . . . . . . . . . . . . . . . . . . .69 CRP Industries . . . . . . . . . . . . . . . . . . . .57 DEA Products/Pioneer Inc . . . . . . . . . . .71 Delphi Products & Service Solutions . . .19 DIRECTV . . . . . . . . . . . . . . . . . . . . .40, 41 Equus Products, Inc. . . . . . . . . . . . . . . .46 Gates . . . . . . . . . . . . . . . . . . . . . . . . . .44 iATN . . . . . . . . . . . . . . . . . . . . . . . . . . .26 INA . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7 Johnson Controls . . . . . . . . . . . . . . . . . .47 MAHLE Clevite . . . . . . . . . . . . . . . . . . . . .5 Mercedes-Benz USA . . . . . . . . . . . . . . .11 Moog Steering & Suspension . . . . . .30, 31 NAPA . . . . . . . . . . . . . .Cover, 3, 21, 61, 67 Nissan Motor Corp. USA . . . . . . . . . . . .15 Nucap Industries . . . . . . . . . . . . . . .34, 50 O’Reilly Auto Parts . . . . . . . . . . . . . . . . .27 Parts Master . . . . . . . . . . . . . . . . . . . . .49 Parts Plus . . . . . . . . . . . . . . . . . . . . . . .55 Raybestos Brakes . . . . . . . . . . . . . .12, 13 Rislone . . . . . . . . . . . . . . . . . . . . . . . . .62 Sunex International . . . . . . . . . . . . . . . .60 Tenneco/Monroe Shocks . . . . . . . . . . . .32 Tenneco/Walker . . . . . . . . . . . . .Poster, 58 Toyota . . . . . . . . . . . . . . . . . . . .Cover 2, 1 Uni-Select . . . . . . . . . . . . . . . . . . . . . . .35 Wagner Brakes/Federal-Mogul . . . .52, 53 Westar Industries Inc . . . . . . . . . . . . . . .66 WIX Filters . . . . . . . . . . . . . . . . . . . .42, 43 WORLDPAC . . . . . . . . . . . . . . . . . .Cover 3
example, although hot and eventualit’s convenient to ly overheat. See use the sharp point Fig. 6. of the DMM test The correct lead to directly method for probprobe the female ing is with the portion of an elecproper test leads, trical connector, which are specifiFig. 5: Probing with DMM Test Lead doing this can cally made for the damage the termiterminal being testnal. The same type of damage ed or by using the correct male can be caused using a “T” pin or terminal designed to fit into the paper clip to probe the connector. particular female terminal. It’s imSee Fig. 5. portant to have the proper test The problem with this type of leads. A collection of various leads diagnostic approach is by insertfrom a few inches long to six feet ing something into the electrical long of various gauge sizes will be connector not designed for it, the helpful. Small, insulated alligator female terminal can be spread clips at the end of the leads are too far open, creating a poor useful for the connecting the leads electrical contact. If a vehicle when needed. See Fig. 7. electrical connector for a fuel Both the correct test lead and module is damaged in this manthe male terminal can be used to ner, it’s prone to overheating and “drag” test the female terminal to failure. This will occur because see if it has poor electrical contact. the spread terminal now has exTo perform the test, carefully cessive electrical resistance. This insert the male terminal into the resistance will cause an unwantfemale terminal and gently ed voltage drop, as the fuel remove it. There should be some pump draws current, which resistance or drag felt when the causes the terminals to become test lead of the male terminal is removed. If there is Fig. 6 no drag felt, the female terminal or the electrical conMetri-Pack 150 Areas Vehicle Wiring that are nector should be incorrectly probed replaced. To learn more New Terminal After One Engage Damage Caused by Incorrect Probing about diagnosing and repairing fuel systems, Delphi offers a course specifically designed to provide the critical information that Fig. 7 every technician needs to know when it comes to repairing common fuel systems. For more information, visit delphi.com/am. Probing Using a Metri-Pack 150 Test Probing Using a Metri-Pack Lead Adapter 150 Terminal
72 ImportCar | SEPTEMBER 2012 | www.import-car.com
&
service repair Accelerate Your Business with ACDelco at AAPEX October is right around the corner, and we’re working to make this year’s Automotive Aftermarket Products Expo (AAPEX) show in Las Vegas better than ever. You’ll find us in Booth 4838. We’re bringing the 2013 Chevrolet Camaro ZL1 Convertible. Yep, that one. Get inside and dream that you’ve hit the horsepower jackpot, with its 0-60 time of 4.2 seconds and 580 horsepower of pure, V-8 muscle. ACDelco is also bringing the right parts and support services to help you accelerate your business and take your customer satisfaction to the next level. We’ll show our 100-percent new ACDelco Professional alternators and starters. With 212 alternators and 122 starters, the line covers both GM and non-GM applications, with 81-percent market coverage for model years 1970-2010. When only new will do, ACDelco Professional new alternators and starters are an attractive service solution for vehicles three to 10 years of age, and fleets. We’ve added batteries to our ACDelco Advantage family of competitively priced parts. ACDelco Advantage batteries offer comprehensive coverage and carry a full 18-month free replacement period; you and your customers will appreciate the simplicity of no prorated warranties. Training is the difference between thriving and merely surviving in the service center business. ACDelco is known throughout the industry for quality training programs. We know time is money, so we enhanced our Learning Management System to give shop operators a global, single point of access to deliver and track training. Recently, we added the ability to view an at-aglance snapshot of employees’ progress toward completing training paths. Take a free training test drive (www.acdelco.com/trainingtestdrive) and see how ACDelco is using the latest tools to keep technicians in the know without taking them out of the shop. The ACDelco eBusiness team will show you how to lower your operating expenses with the Elite Extra
Tracking and Routing application that can automatically manage your delivery queues, provide customized routing and generate estimated times of delivery. The tool automatically creates optimal routes on a web-based interactive map, increasing dispatchers’ and drivers’ productivity, and reducing vehicle and fuel expenses. Finally, while there has always been a lot to like about ACDelco, there’s even more this year, now that we’re on Facebook (www.facebook.com/acdelco). “Like” us, connect with your peers and see what we’re up to. There will be a lot to see and experience in the ACDelco booth at AAPEX. But remember, you’re only seeing a small part of what we’re doing to grow your business. It all comes down to being part of something bigger. And successful.
ACDelco www.acdelco.com
ADVERTISEMENT
www.import-car.com | SEPTEMBER 2012 | ImportCar
73
productshowcase Brought to you by
autocarepro:news
<<
<<
Richporter Technology offers a complete line of ignition coils for both domestic and import applications. The new coils are produced to the latest ISO standards and have undergone stringent testing to ensure they meet OE requirements and are backed by a one-year warranty. Richporter’s new coils feature precise spark timing response for maximum fuel economy and performance, while producing efficient and continuous energy to maintain dependable driveability. Contact: 866-494-4482, www.richporter.ca. Circle #90 for information
<<
Circle #94 for information
Circle #92 for information
PlatinumNAPA Filters are recommended for use when full synthetic motor oil is used and/or when a vehicle faces harsh driving conditions such as towing heavy loads, harsh and unusual weather conditions that may put stress on the engine, higher oil temperatures or long idling periods. Featuring a host of premium oil filter innovations, including wire re-enforced fully synthetic media, the ultra-durable Hydrogenerated Nitrile compound anti-drain back valve (where applicable) and a stronger, upgraded canister design, this oil filter provides the ultimate protection in the NAPA family of oil filters. Visit napafilters.com. Circle #93 for information
74 ImportCar | SEPTEMBER 2012 | www.import-car.com
<<
ACDelco Boosts Advantage Battery Coverage for Kia, Hyundai — ACDelco grows its portfolio of competitively priced Advantage batteries with new part numbers for Kia and Hyundai models. The ACDelco Advantage battery part numbers (121RA and 124RA) for Kia and Hyundai come with an 18-month free replacement warranty. Learn more at www.acdelco.com/parts/batteries/ or see your ACDelco distributor or field representative.
Brake lathes from Ranger Products are the very definition of stability, according to the company. To prove the point, BendPak/Ranger recently released an in-depth brake lathe demo video showing off the many features. Viewers will want to stick around until the end of the video to see just how rock solid these lathes are. Visit bendpak.com.
<<
<<
Wearever Platinum Brake Pads — Advance Auto Parts Professional now offers Wearever Platinum, an exclusive line of premium ceramic brake pads engineered to deliver quieter braking and superior stopping power. Wearever Platinum features the exclusive SoundLock Plus diamond pattern four-layer shim to lock in sound and utilizes CleanestWheelTechnology for superior dust reduction. Wearever Platinum brake pads are manufactured to OE specs. Visit www.advancepro2 pro.com/platinum or call 1-877-280-5965.
SUNEX Tools is celebrating the company’s 35th anniversary with a contest that rewards professional technicians and jobbers with a chance to win SUNEX air tool packages and an all-expense paid VIP Race Day Experience in Miami, FL. To enter, visit www.sunextools.com and fully complete an entry form. Each entrant is asked to tell his or her story as a tech or jobber (What do you like most about your job? What tools do you rely on most every day?) Entries must be received no later than 5 p.m. EST on Oct. 15, 2012. Circle #95 for information
productshowcase Brought to you by
Circle #96 for information
Circle #98 for information
<<
<< Spectra Premium has introduced a line extension to its Fuel Delivery category. Electrical, Mechanical Fuel Pumps and Fuel Strainer solutions are now available along with the current offering of fuel pump assemblies. Offering 200 new high-quality part numbers, this extension will provide coverage on more than 185 million registered vehicles (U.S. and Canada), both import and domestic applications. Product features installation instruction sheets included in every box. Intense quality inspection executed to ensure fit, form and function.
Arnott Inc. has introduced new replacement rear air springs for the 2002-’09 Mercedes-Benz E-Class. These new air spring assemblies have been redesigned by Arnott to not require the OE air reservoir, which will help reduce the time and complexity of replacing the vehicle’s rear air springs. The new air springs feature four-ply Continental ContiTech bladders, CNC machined crimping rings and a custom-designed tapered air spring bottom.
<<
<<
The Hook circuit tester from Power Probe is a powerful tool that connects to systems from 12 to 48 volts. Power Probe’s new “Smart Tip Advantage” senses the probe-tip condition and selects the correct meter for you. When the probe-tip senses resistance to ground, the display reads from 0 Ohms to 15 Meg Ohms with a resolution of 0.001 Ohms. When the probe-tip contacts voltage, the display becomes an instant voltmeter and measures from 0 to 99.9 volts.
autocarepro:news
Beck/Arnley has added two new automatic transmission fluids to its line of genuine OE-quality fluids specifically designed for Asian vehicles and formulated using the same technology that OEMs use. Type Z-1 is for Honda and Acura, and Type WS is for Toyota, Lexus and Scion. Beck/Arnley’s premium ATFs are superior-quality formulations of highperformance base oils and carefully selected additives. The fluids are chemically balanced to help protect seals and O-rings, provide corrosion, rust and wear protection and to give oxidation resistance for prolonged life. Circle #100 for information
Circle #99 for information
<<
<<
Raybestos brand chassis parts has added the following parts to its catalog: 2012 Kia Sorento: P/N 401-2175, Tie Rod - Left Outer; P/N 4012176, Tie Rod - Right Outer; P/N 401-2270, Tie Rod – Inner; and 2012-’13 Audi Q7: P/N 5451796, Sway Bar Link – Front; P/N 545-1559, Sway Bar Link - Rear Left; and P/N 545-1560, Sway Bar Link - Rear Right. These tie rods specifically match the ball and socket design of the 2012 Sorento for built-in strength and lasting durability. The sway bar links have a cold-forged rod for superior strength and stability. Circle #97 for information
Continental Commercial Vehicles & Aftermarket has added a third multiapplication TPMS sensor to its VDO REDI-Sensor line, expanding the application coverage to more than 80% of TPMS-equipped vehicles on U.S. roads. VDO REDI-Sensor provides a broad range of coverage for 2002-’12 vehicles. Every VDO REDISensor is OE-validated, comes preprogrammed and is ready to use out of the box. VDO REDI-Sensor works with all major TPMS scan tools. Circle #101 for information
www.import-car.com | SEPTEMBER 2012 | ImportCar
75
DIRECT CLASSIFIEDS
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
76 ImportCar | SEPTEMBER 2012 | www.import-car.com
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
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
AUTO COMPUTERS ECM’s & MAF’s SAVE 70%
If We Don’t Have It...It Doesn’t Exist
• 325,000 units in stock • All Foreign & Domestics • ECU’s & BCM’s • ABS & Airflow’s • Same Day Shipping • R & R Service • 1-Year Warranty • Free Tech Help on Web • Inhouse Reprogramming: GM, Ford, Jeep & Chrysler
Call Toll Free
1-UPS-OUR-ECMS (1-877-687-3267 ) 570-883-9930 www.autoecms.com
78 ImportCar | SEPTEMBER 2012 | www.import-car.com
DIRECT CLASSIFIEDS
Used/New Automotive Equipment 1-800-223-2573 www.AllStates.com
www.import-car.com | SEPTEMBER 2012 | ImportCar
79
Track Talk Les is More: Roush Fenway’s Ebert Conditions Crews to Better Performance Now a strength coach in a sport that piles up checkered flags instead of touchdown catches, Les Ebert leans on his background of training pro football athletes to strengthen today’s award-winning NASCAR pit crews. “These guys are the unsung heroes,” Ebert said of NASCAR pit crewmen. “They’re like offensive linemen in the NFL – they do all the dirty work.” Ebert, a 39-year-old native of Circle Pines, MN, is in his fourth season as the strength and conditioning coach for Roush Fenway Racing, includ-
2012
NASCAR Race Schedules
NASCAR Sprint Cup Series
Good Sam Roadside Assistance 500 Oct. 7 Bank of America 500 Oct. 13 Hollywood Casino 500 Oct. 21 Tums Fast Relief 500 Oct. 28
ing the No. 17 team, which recently won the second-quarter Mechanix Wear Most Valuable Pit Crew Award. It’s an honor voted on quarterly by each NASCAR Sprint Cup Series crew chief with an overall year-end award going to the season’s topperforming pit crew. “Pit crews work really hard to do the things they do,” said Ebert. “Yes, they have a lot of athletic ability, but to be able to do that repetitively in practice, race-after-race, month-aftermonth, they have to be in great physical condition.” Ebert knows positions can be gained – or lost – in a matter of seconds in the pits. His role at Roush Fenway is crucial in strengthening some 70-plus pit crew members so they can thrive physically on pit road. “We run through workouts four days a week,” explained Ebert. “We do two total body strengthening workouts and two conditioning workouts Monday through Thursday. We’re real fortunate – we have the tools we need to get these
guys in the best shape possible.” Known to insiders as “Les’ House of Pain,” the Roush Fenway Racing gym that Ebert oversees is a real “pumpatorium” packed full of free weights, exercise machines and equipment to keep pit crewmen conditioned and durable over the 36-week grind. “Les keeps us in shape, which is really important with the long season and hot weather,” said Cameron Cobb, jackman on Matt Kenseth’s No. 17 Best Buy Ford. “Ever since Les came on board, I have fewer aches and pains from doing my job. Now, Les has given me a few aches, but it’s what you need to win.” “Les pushes us pretty hard with our training,” echoed Sean Ward, gas man on the No. 17. “Les expects a lot, but it’s worth it. The workouts help keep us in shape and prevent us from getting injured.” Not long after graduating from the University of Minnesota-Duluth with a degree in physical education,
NASCAR Nationwide Series
Dollar General 300 Miles of Courage Kansas Lottery 300
Oct. 12 Oct. 20
NASCAR Camping World Truck Series
fred’s 250 powered by Coca-Cola Oct. 6 Kroger 200 Oct. 27
Les Ebert’s program has helped put Matt Kenseth’s pit crew at the top of the sport.
Follow NASCAR Performance on Twitter and Facebook www.twitter.com/NASCARauto www.facebook.com/NASCARPerformance
From the gridiron to pit road: Les Ebert spent nine years as an NFL strength coach before joining Roush Fenway Racing in 2008.
Ebert landed an internship in the NFL under coach Tony Dungy. He spent three years as an assistant strength coach with the Tampa Bay Buccaneers, then six years with the Jacksonville Jaguars. When the job at Roush Fenway became available while Ebert was still working in the NFL, he thought, “well, I’ll give it try.” Four seasons later, Ebert’s top-notch program is helping produce award-winning pit crews like the No. 17. “The 17 group is a talented bunch of guys who have been doing this for a while,” said Ebert. “They have good camaraderie and they work really hard and that allows them to perform at a very high level under pressure.” In addition to Cobb and Ward, crew chief Jimmy Fennig’s over-the-wall pit crew consists of Justin Nottestad (front tire changer), Collin Pasi (front tire carrier), Jon Moore (rear tire changer) and Ryan McCray (rear tire carrier). Andy Ward is the team’s pit crew coach. “We’re very fortunate to have guys at Roush Fenway who can perform at a high-level whether it’s in practice or in a race,” Ebert said. “It’s an honor and a blessing to be here.” By Kimberly Hyde, NASCAR
Circle #81 for Reader Service
Circle #82 for Reader Service