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Fuel Indicator Noise
December 2013
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MAGAZINE
TPMS Reset Procedures
Illuminated Dash Light
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02-04 Contents_Dec 12/9/13 10:50 AM Page 2
Hyundai Wheel Bearing Replacement
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CONTENTS 22
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Publication
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Volume 35, No. 12
42
Brake Hardware
Diagnostic Solutions:
Hyundai Drivetrain Noises
7 Items Not To Be Neglected
‘Reading’ Spark Plugs Import Specialist Contributor Gary Goms says that “reading” spark plugs has become something of a lost art and cautions that modern fuel-injected engines are running at the thresholds of detonation and pre-ignition, which can complicate the diagnostic process.
& Wheel Bearing Replacement While wheel-bearing noise is one of the toughest problems for customers to describe, says Import Specialist Contributor Bob Dowie, it’s not unusual for it to come on so gradually that the customer may not even notice it until you mention it after an unrelated road test.
Brake & Front End Editor Andrew Markel provides useful tips to prevent brake comebacks, as he delves into key replacement components such as caliper guide pins, anti-rattle clips, shims, caliper brackets and pad separators. ImportCar Staff 330.670.1234 Publisher Jim Merle, ext. 280 jmerle@babcox.com
Managing Editor Jennifer Clements, ext. 265 jclements@babcox.com
Graphic Designer Kelly Gifford, ext. 249 kgifford@babcox.com
Circulation Manager Pat Robinson, ext. 276 probinson@babcox.com
Editor Mary DellaValle, ext. 221 mdellavalle@babcox.com
Technical Editor Larry Carley lcarley256@aol.com
Ad Services (Materials) Cindy Ott, ext. 209 cott@babcox.com
Subscription Services Maryellen Smith, ext. 288 msmith@babcox.com
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02-04 Contents_Dec 12/9/13 10:51 AM Page 4
DEPARTMENTS Columns
Publication
A
6 Editor’s Notebook Contributing Writers
8 News Update
Bob Dowie, Village Auto Works, Chester, NY Gary Goms, formerly of Midland Engine Electronics & Diagnostics, Buena Vista, CO
16 Special Report: WIX “Best
Bob Howlett, The Swedish Solution, Orange Village, OH
Tech” Winner/Bogi Lateiner
Scott “Gonzo” Weaver, Superior Auto Electric, Tulsa, OK
18 Gonzo’s Toolbox 36 Tech Update: TPMS
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48 Import Tech Tips
Bob Dowie, Village Auto Works, Chester, NY Chris Klinger, Precision Incorporated, Tucson, AZ Steve Louden, Louden Motorcar Services, Dallas, TX
52 Essentials (New Products) 55 RAPID RESPONSE
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56 Classifieds
Frank Scandura, Frank’s European Service, Las Vegas and Henderson, NV Joe Stephens, Stephens Automotive, Palatine, IL John Volz, Volz Bros., Grass Valley, CA
60 NASCAR Performance
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In Memoriam Founder of Babcox Publications
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IMPORTCAR (ISSN 1069-4714) (December 2013, Volume 35, Number 12): Published monthly by Babcox Media, Inc., 3550 Embassy Parkway, Akron, OH 44333 U.S.A. Phone (330) 670-1234, FAX (330) 670-0874. Periodical postage paid at Akron, OH 44333 and additional mailing offices. POSTMASTER: Send address changes to IMPORTCAR, 3550 Embassy Parkway, Akron, OH 44333. IMPORTCAR is a trademark of Babcox Media, Inc. registered with the U.S. Patent and Trademark office. All rights reserved. A limited number of complimentary subscriptions are available to individuals who meet the qualification requirements. Call (330) 670-1234, Ext. 260, to speak to a subscription services representative or FAX us at (330) 670-5335. Paid Subscriptions are available for non-qualified subscribers at the following rates: U.S.: $69 for one year. Canada: $89 for one year. Canadian rates include GST. Ohio residents add current county sales tax. Other foreign rates/via air mail: $129 for one year. Payable in advance in U.S. funds. Mail payment to IMPORTCAR, P.O. Box 75692, Cleveland, OH 44101-4755. VISA, MasterCard or American Express accepted. Member BPA International, Inc. Founded 1979. 䊚2013 by Babcox Media, Inc.
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[ Editor’sNotebook
By Mary DellaValle|EDITOR
Time On Your Side Averting Typical ‘Time Stealers’
T
ime could be your biggest ally at the onset of the new year as you think about ways to increase your shop’s profitability and productivity. But how many times have you said, “If I only had more time?” While you have good intentions of making the best use of your time during the course of your busy day, there are inevitable distractions that prevent you from doing just that. Vic Tarasik, owner of Vic’s Precision Automotive, The Woodlands, TX, realizes the importance and value of protecting his precious time and offers this advice* to avert some typical time stealers: Lack Of Planning This is when you show up at the shop and the day takes on a
life of its own. Start off each day with a list of items you want to accomplish and consider that your road map for the day. Like any journey, you may have detours, but by the end of your day you’re closer to your destination. E-mail, Internet And Smart Phones Wow, these can be the “black hole” of time stealers! Check the Internet, answer e-mails and return phone calls during down periods. Remember that keeping up with things on the Internet won’t change their outcome. Interruptions Have you ever found yourself working on a project and someone stops in with a “quick question”? Well, it never really is quick and it can take you 15 min-
Mary DellaValle, mdellavalle@babcox.com
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utes to get back on track once you wrap things up with the person who just dropped in. Have a method in place to communicate to your staff whether you’re available or not. At Vic’s, I have a sliding sign on my doorway that shows my availability. If the sign indicates that I’m on “Green Time,” I’m available for any need. Whereas, “Red Time” signifies that it’s not a good time unless there’s an emergency. Phone Calls As a shop owner, your phone rings for different reasons. But just because it rings doesn’t mean you have to pick it up. If you’re busy, let it roll into voicemail and get to it when you have the time. And, if you want to be really focused, set your phone on “do not disturb” and you won’t be tempted to pick up the ringing phone. Your customers’ expectations for quicker repairs and their demand for greater value will continue to accelerate, so you will have to work smarter and harder than ever. Having a little more “time on your side” will give you one more tool, as you work on more ways to deliver service excellence. IC
*To read Vic’s full story, go to our sister publication Shop Owner magazine’s website, www.shopownermag.com and search for the Time Stealers article written by Vic.
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08-16 News Update 12/9/13 10:47 AM Page 8
[ NewsUpdate Raybestos Rattlesnake Sweepstakes Winner Hits Jackpot in Vegas At AAPEX in Las Vegas, representatives from Brake Parts Inc. and Affinia Global Chassis, the respective manufacturers of Raybestos brake and Raybestos chassis products, presented the keys to the winner of the 2014 Raybestos Rattlesnake Toyota Tundra. Its new owner, Dave Cramer, is a property manager with Ross Pacific Management in Vancouver, WA. “To say I’m excited would be an understatement,” said Cramer. “I must have entered 10,000 contests in my lifetime, and this is the first time I won anything.” Cramer said he’s a bit of a car fanatic. “I’m single, but I own five cars!” The Raybestos Rattlesnake ups that to six. Cramer’s son Eric, a deputy sheriff and retired Army Ranger, joined him at the presentation. The signature-edition truck was the grand prize in the brands’ Summer 2013 North American sales promotion. The winning entry was pulled from more than 170,000 entries. Thanks to Toyota Racing Development, a Toyota 5.7L aluminum i-FORCE DOHC 32-valve V8 with a tuned TRD Supercharger helps the Raybestos Rattlesnake reach 600+ hp. It also includes a highlift, off-road suspension and off-road shocks. Its stopping power comes from the same Raybestos short track racing brake package used by the Joe Gibbs Racing team...and the Raybestos Rattlesnake stretches its off-road muscle with Raybestos Professional Grade chassis parts. Visit www.RaybestosGarage.com for more information on the 2014 Raybestos Rattlesnake Toyota Tundra or to view video of the build. For questions regarding Raybestos brand brake products, visit RaybestosBrakes.com or call 800-323-0354. For more information on Raybestos chassis parts, visit www.RaybestosChassis.com or call 800-323-3022.
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[ NewsUpdate Mitchell 1’s SureTrack Exceeds 11 Million Articles This Year Mitchell 1’s experience-based diagnostic information resource, SureTrack, has recently exceeded its goal of reaching 11 million articles in 2013, providing technicians with valuable information to help them repair vehicles, including “Real Fixes” from a community of technicians, component tests and waveform libraries. SureTrack is an easy-to-search system that
brings together a unique combination of intelligence and expertise to help aftermarket automotive shops increase accuracy and efficiency from diagnosis to completed repair. “Mitchell 1’s focus on the continued expansion of our
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SureTrack data underscores our commitment to the automotive repair industry,” said Ben Johnson, director of product management for Mitchell 1. “Not only have we achieved our goal of having over 11 million actionable pieces of information in our SureTrack product by 2013, but we also are adding information at over 12,000 articles per day and continue to invest to accelerate that volume even further.” SureTrack combines diagnostic experience with repair timesavers and detailed parts replacement records, all wrapped in an interactive community of thousands of repair professionals and expert technicians. This information is available in a single location, so technicians no longer have to search multiple databases with multiple logins and subscriptions to find the data they need to complete the repair. SureTrack is integrated with ProDemand, Mitchell 1’s OEM repair information solution, giving shops an end-to-end solution for diagnosing, estimating and performing vehicle repairs. For more information on SureTrack, visit www.mitchell1.com or call 888-724-6742.
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[ NewsUpdate Federated ‘Best Trucking Tailgate Party Ever’ A Big Hit Hundreds of guests enjoyed a memorable evening at the “Best Trucking Tailgate Party Ever,” hosted by Federated Auto Parts during AAPEX. The tailgate reception not only showcased the Federated Ultimate Service Truck as the centerpiece of the evening activities, but it also featured a guest list that included such luminaries as Lt. Gen. Pete Osman, president and CEO of the Marine Toys for Tots Foundation; NASCAR legend Kenny Schrader; and the guys who modified the Federated Ultimate Service Truck, Matt Steele and Bruno Massel, hosts of the Great American Country (GAC) Network show “Truck U.” As part of the evening’s festivities, Federated CEO Rusty Bishop presented a check for $145,000 to Lt. Gen. Osman for the Toys for Tots Foundation. “We want to thank everyone who attended our Best Trucking Tailgate Party Ever, especially our members, manufacturing partners and honored guests,” said Phil Moore, senior vice president of Federated Auto Parts. “It was especially gratifying for everyone at Federated to be able to present a donation for Toys for Toys to Lt. Gen. Osman.” Phil Wofford, owner of Phil’s Car Care in Porter, TX, and customer of Federated member Arnold Oil, was on hand as the grand-prize winner of the Federated Ultimate Service Truck Sweepstakes. Wofford received an all-expense paid trip for two to Las Vegas to attend AAPEX and claim his prize. Hundreds of other prizes were awarded to Federated Car Care Center members throughout the country.
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08-16 News Update 12/9/13 10:47 AM Page 14
[ NewsUpdate DENSO’s New VitalScan Diagnostic System Incorporates Scan Tool With Web Database DENSO Products and Services Americas, Inc. introduced its new VitalScan Diagnostic System at a press conference during AAPEX. The VitalScan system incorporates a high-tech OBD II scan tool with an extensive web-based data system. It allows users to conduct hundreds of specific on-board diagnostic tests in minutes, resulting in extremely detailed and on-target vehicle “health reports.” The VitalScan system automatically links with thousands of online documents and searches for similar cases and suspect parts, saving evaluation and diagnostic labor time. Before introducing the new product, Richard Shiozaki, senior vice president, provided a financial update, stating that DENSO has “experienced strong growth, with a 14.7% increase in global sales (for the first half of the fiscal year). North American results for the first half were even stronger — a 33.9% increase from the previous year.” He also mentioned that the company is earning “preferred status” with many aftermarket customers, “a sign of our close working relationships,” Shiozaki said. Fran Labun, vice president, sales group, discussed how DENSO develops technically advanced maintenance and service parts for a wide range of vehicles. “A new product offering for us is tire pressure monitors,” he said. DENSO TPMS sensors use OE technology to ensure a quick, direct fit, with no cloning or programming.
SKF Training Trucks Visit More Than 100,000 Technicians Across North America SKF announces that its popular training trucks have now interacted with more than 100,000 professional technicians across North America. SKF launched its training truck program in 2010 to create a one-on-one educational experience with automotive and heavy-duty technicians. These trucks feature interactive vehicle system assemblies and a large-screen monitor for showing technical tip and product videos. The SKF training trucks cover failure analysis, proper removal and installation techniques, as well as proper drivetrain, engine and wheel end maintenance practices. In addition, the trucks contain detailed product cutaways designed to show the differences between SKF premium products and value line products. To learn more about the SKF training trucks or to schedule a visit to your area, visit www.vsm.skf.com or contact your local SKF sales representative. IC Go to www.ICRapidResponse.com
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08-16 News Update 12/9/13 10:47 AM Page 16
[ SpecialReport 2013 Best Tech of The Year: Bogi Lateiner
T
he “Best Tech of the Year” award celebrates what makes our industry great — the technician. WIX Filters, a member of the Affinia Group family of brands, in conjunction with ImportCar magazine, named Bogi Lateiner of 180 Degrees Automotive in Phoenix as the 2013 Best Tech of the Year. Bogi’s path to becoming an automotive technician was not a traditional one. After graduating Phi Beta Kappa from Ohio’s Oberlin College in just three years, she did a “180.” Instead of attending law school as planned, she enrolled in an automotive trade school and immersed herself in the training necessary to become a technician. “After seven years of working as a master technician for BMW, I missed having a connection with my customers,” Lateiner said. “I started a repair shop in my driveway with little more than a strong passion for educating my customers and a commitment to the highest quality of service and repair. I wanted to create a shop where everyone could feel comfortable and where I could be a part of elevating the reputation of the automotive industry.” Bogi opened the doors of 180 Degrees Automotive in early 2007, just months before the onset
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of The Great Recession; a time when most others were closing theirs. Without any previous business experience or an automotive upbringing (her parents both worked for non-profits), Bogi lead 180’s carport garage and single employee (herself) through five years of increased sales, clocking in with 2012 sales at $1-millionplus/year, six full-time employees, and the purchase and renovation of a $1 million stateof-the-art, green-optimized service facility.
One of the keys to Bogi’s success has been customer education. Beyond teaching car-care classes for women, she also leads automotive workshops, does personal and business coaching and makes presentations on a wide range of automotive and business topics all over the coun-
try. And, Bogi recently entered her second season as one of the three-female crew on the Velocity Channel’s “All Girls Garage.” “As a technician and as a business owner, I’m passionate about educating my customers and the community as a whole,” Lateiner said. “I love the automotive aftermarket industry and I’m committed to continuing to improve our reputation and to making the car care and repair experience less scary for everyone, and particularly for women.” “Bogi’s vision for the automotive service industry seeks to empower consumers through knowledge of automotive basics,” said Mike Harvey, brand manager for WIX Filters. “Her approach to consumer education also includes outreach to women on how they can pursue careers as auto mechanics. She represents the future of automotive technicians and is an exceptional choice for this year’s ‘Best Tech’ award.” IC
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[ Gonzo’sToolbox
By Scott “Gonzo” Weaver, owner Superior Auto Electric, Tulsa, OK
Real Or Reality TV? Our Profession Is Greatly Underestimated By The ‘Big Screen’
H
ave you noticed how many automotive reality programs there are on TV these days? I take the time to sit down and take in a few of them here and there. But from my side of the wrench, I have a completely different perspective when watching them. In my opinion, some of these reality shows are far from reality. They’ll start off with someone flashing a wad of cash or meeting a deserving owner. Before the first commercial break, they tow the vehicle to their garage and present it to the crew. The crew will look shocked at what was just dropped off. That’s about the time the host gives them the lowdown in the next 40 minutes on what’s going to take place. This usually consists of a full restoration job, and only a few weeks to get it completed. By the end of the show, there’s a gleaming, fully restored work of art on the screen. But the shows that really disturb me are those that use the “all-nighter” approach to car repair because they are done “Hollywood-style.” A team will completely dismantle a car to the shell and do all the mechanical work, electrical, interior, dash and instrument panels, brakes, transmission, rear-end, engine, cooling and heating systems, replace the glass, and do a full paint and body mod in less than a week. And, the best part
(or biggest guffaw on these shows) is the final reveal of the newly restored gem to the owner/buyer. On the sidelines, just out of the primary camera view, is the entire crew that has spent the last three days bringing this ride back to life. I’m in awe of the crew, to say the least. Not one of them is covered in grease, or has half of their shirt untucked, they have no fresh cuts or scrapes, and none of them show any signs of sleep deprivation. I’ve done my share of all-night, marathon repairs before, and by the time the sun comes up, I’m not the most coherent guy with a wrench. They might call it “reality TV,” but it doesn’t seem all that realistic to me. I’m sure the entire staff involved are some of the finest technicians,
Scott “Gonzo” Weaver, gonzostoolbox.com
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[ Gonzo’sToolbox
Photo Courtesy of Dmitrijs Dmitrijevs / Shutterstock.com
body-repair specialists and electrical gurus of the automotive world, but I highly doubt you can turn out a truly professionally restored vehicle in that short amount of time. There has to be a huge number of shortcuts or outsourced labor used to meet the deadlines. I do restorations all the time and the biggest hassle with any of them is parts availability. The job comes in the shop, you put it up on the lift and spin the driveshaft, only to find out the differential or bearings are shot. You can’t just run down to the local parts store and expect to pick up a set of bearings for a 30-year-old, low production car. But, somehow, some of these shows pull it off. On the other hand, there are a lot of great automotive reality programs on the television that go to great lengths to show how a modification is accomplished, with details that explain the process to the “nth” degree. Any show that portrays the reality of doing the job I do every day in a professional manner will get my attention. I’ll sit down and watch it from beginning to end. If you want to show me how you
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install some super-cool, new rear taillight lenses or wild-looking front grille...that’s awesome! Or, how to pull an engine out of a classic and doing the necessary rebuild on it...that’s super! I love that stuff. But, when you try to convince me that you’re going to take a car that’s been totally neglected and sitting for 10 years in the back of some family garage, and you’re going to bring it back to life overnight...then you’ve lost me. I think it gives the novice car enthusiast the wrong impression of what it takes to restore a car, and, for the typical customer, it greatly underestimates all that’s involved to fix his/her daily driver. Lately, I’ve been doing a lot more restoration projects than I’ve done in the past, and I do believe it’s a result of all of these reality shows. So, for that, I’m thankful. At the same time, shame on you! I can’t live up to the overnight results that seem so possible on the big screen. Even though the customer doesn’t mention they’ve been watching a reality show, you know what they’re thinking: “This shouldn’t take any longer than it does on TV.” IC
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22-26 Tech Update_Brake hardware 12/9/13 11:04 AM Page 22
[ TechUpdate
7
BRAKE HARDWARE By Andrew Markel, Editor, Brake & Front End Magazine
Brake Hardware Items Not To Be Neglected To Prevent Comebacks
ABUTMENT CLIPS Abutment clips reside on the caliper bracket lands on most vehicles. They create a uniform surface on which the pads make contact. Some abutment clips include fingers that hold the pad in place. These are consumable components in a brake system, not only because of rust and wear, but because the anti-rattle features can fatigue over time. New abutment clips are being used on some new vehicles that help to push the pads back from the rotor to reduce drag and allow for less wear on the pads and rotors. Failing to renew these components as part of a brake job could reduce the life of the brake job and increase comebacks.
corrosion, wear or misalignment. Replace all mounting hardware and install a replacement caliper using the proper caliper lubricant.
ANTI-RATTLE CLIPS Heating and cooling cycles can weaken springs and anti-rattle clips. Weak parts can result in excessive caliper/pad movement or binding, causing noise and other related problems. This can lead to uneven and premature pad wear, rotor wear and pulling. On some floating calipers, the most neglected piece of hardware is the clip in the bridge.
CALIPER GUIDE PIN BOOTS Most floating brake calipers use a
CALIPER GUIDE PINS If the caliper is not free to move, the culprit might be bent or binding mounting pins. Even if guide pins are not damaged, swollen or hardened guide seals or a lack of lubrication may cause the caliper to bind, resulting in uneven pad wear. Always inspect all mounting surfaces and hardware for Andrew Markel Go to www.ICRapidResponse.com
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22-26 Tech Update_Brake hardware 12/9/13 11:04 AM Page 24
[ TechUpdate rubber or plastic insulator or shim around the mounting bolts of the caliper. This sleeve of soft material loses resiliency over its lifetime, and the high-temperature environment of the brake system hastens this process. As these materials wear, instead of being round, they become flattened by the torque from the brakes into an oval shape that can cause excessive caliper movement. This can cause noise like rattles and thumps, even if the brakes are not applied. Always inspect and replace any dust boots or grommets that protect the caliper bolts or slides, if necessary. If the soft parts look OK, clean out all the old lubricant and replace with new lubricant. Unlike steel, soft parts like rubber are sensitive to chemicals. Choosing the right lubricant for
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BRAKE HARDWARE
The integrity of the caliper guide pin boots is critical to the life of the pads and ensuring even wear.
these parts is critical to ensuring the integrity of the part. If the caliper boots fail to make a seal with the caliper bracket and bolt, water can be sucked into the cavity as the bracket contracts and cools.
SHIMS Insulating the brake pad from the caliper can be done in two ways. The first option is to go the “chemical” route with sprays or paste coatings. This type of noise solution involves coating the back of the pad prior to installation. The coating serves as a layer between the pad and caliper. If your shop uses any of these products, make sure to follow all manufacturers’ directions to find out where to apply it and what are the curing times. Not following the directions can mean a comeback. The second solution is a physical shim that is a “sandwich” of material that’s staked to the back of the pad. One drawback to shims is “shim migration,” or shifting, that can negate its insulating properties. But automakers and aftermarket parts suppliers are developing an attachment system to alleviate this problem.
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[ TechUpdate Certain automakers stamp notches and posts that index and stake the shim on the pad. Certain shim manufacturers use pressure-sensitive adhesives to secure the shim to the backing plate. But, over time, moisture and heat can destroy the adhesive. One new design to secure the shim to the pads are clips that clamp onto the sides of the backing plate. These clips reduce the tendency of the shim to shift or fall out during the life of the brake linings.
CALIPER BRACKETS Caliper bracket corrosion can occur when the caliper is exposed to road de-icing salt. Corrosion on the lands and slides should be removed with a wire brush or wheel. If the corrosion is not removed, it can cause the pads to bind, even if a stainless steel abutment clip is on top of it. Also be sure to clean the sealing surfaces around the caliper guide pin. If this surface is not smooth, the boot can’t make a good seal. New caliper brackets are available separately and some remanufacturers include it as part of the caliper assembly. Just make
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BRAKE HARDWARE
Abutment clips need to be replaced with the brake pads. Heat and cooling cycles can weaken springs and clips, causing noise.
sure you return the old bracket to get full credit for the core.
PAD SEPARATORS An increasing number of OEMs are including springs that are designed to push the pad away from the rotor after the piston retracts. These clips can increase fuel economy while eliminating brake noise. While they can be difficult to install, they should always be re-installed. Some aftermarket brake companies are offering a solution that can be used on the caliper. The clips fit between the pads and rotor and are also designed to push the pad away from the rotor. This can keep the brakes cooler, reduce noise and extend the life of the pad. These clips have more “spring,” yet they prevent the movement of the caliper’s piston. They also have the potential to reduce pulsation complaints. IC
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[ DiagnosticSolutions
IGNITION By Gary Goms, Import Specialist Contributor
Modern Spark Plug Diagnostics The ‘Art And Science’ Of Reading Plugs
W
ith the advent of electronic engine management systems, “reading” spark plugs has become something of a lost art. In the days of mechanical carburetors and distributors, the color and texture of the spark plug’s insulator could provide important information about the air/fuel ratio, spark timing and cylinder condition. Back in the day, the desired insulator color was a light tan or gray, depending upon the brand of gasoline used. Over-rich fuel would produce a sooty, blackened spark plug while over-lean would produce a whitened insulator. Over-advanced spark timing would generally produce a glassbeading effect or salt-and-pepper texture on the insulator’s porcelain. Oil being consumed in small quantities through worn valve guides or piston rings would leave an encrustation or “scavenge” deposit on one side of the insulator, while excessive oil consumption would eventually foul the spark plug with a heavy layer of oil and black carbon. Due to more accurate fuel and spark control, the spark plugs on modern engines generally appear in a like-new condition, even after many miles of use. But, when diagnosing spark plug failures, remember that modern fuel-injected
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engines are running at the thresholds of detonation and pre-ignition. While safeguards are built in, including misfire detection monitors and cylinder detonation sensors, engines can be severely damaged by installing spark plugs with an excessively high heat range. To complicate matters, operating a conventional engine on a highly oxygenated fuel like E85 gasoline will create an extremely lean air/fuel mixture, which can damage the spark plug and eventually damage the engine itself. In the following examples, I’ll get into a little more detail on the art and science of reading spark plugs. Although it’s a perfectly normal condition, this spark plug (see Photo 1 on page 30) is slightly darker than usual, indicating that the engine might not have been to full operating temperature and load before it was removed. In any case, the center electrode is slightly rounded by normal erosion, while the ground electrode retains relatively sharp edges. Carbon accumulation on the steel spark plug shell is thicker than normal, which might indicate slightly more oil consumption than normal. If the spark plug heat range is too hot for the application, the center and ground electrodes will generally be prematurely rounded and the insulator will usually have a whitened, blistered appearance.
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[ DiagnosticSolutions
IGNITION
Photo 1
In contrast to the above photo, the air gap on the spark plug in Photo 2 is worn well beyond specification and both electrodes are rounded by erosion. For these reasons, this spark plug requires unusually high secondary voltages to ionize the air gap under full load. Secondary ignition failures, like perforated spark plug wire boots, perforated distributor rotors, carbon tracking in distrib-
Photo 2
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utor caps and failed ignition coils, are often caused by excessively high secondary ignition voltages. Although I’ve highlighted the flash-over on the spark plug insulator in Photo 3 on page 32 with a marking pen for photographic purposes, flash-over or carbon tracking is a very common occurrence with high-voltage ignitions. Flash-over is
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[ DiagnosticSolutions
IGNITION
Photo 3
basically caused by the ignition spark taking the path of least resistance. Spark plug electrode wear can increase to the point that the path of least resistance is down the side of the exterior insulator. A path of least resistance can also be created by inadvertently leaving a greasy fingerprint or chemical residue on the spark plug insulator. Since a companion flash-over will be found in the spark plug boot, the wires or boot must be replaced. To keep the spark plug insulator clean, form the habit of inserting the spark plug into a clean rubber spark plug installer or piece of rubber fuel hose as soon you open the box. This method eliminates the possibility of contaminating the ceramic insulator. Under a magnifier, this spark plug appears to be coated with “glass beads” (see Photo 4), which are actually small bits of carbon blasted loose and melted when the air/fuel mixture in the cylinder detonates. Glazing is a similar condition that evenly coats the insulator with a shiny, glass-like coating, but is caused by a layer of soot melting under high combustion temperatures. In contrast, the glass-bead effect is usually caused by detonation occurring when, under full engine load, the air/fuel mixture contained in a remote area of the combustion chamber self-ignites due to an extremely rapid rise in cylinder pressures. Detonation turns the normally progressive cylinder “burn” rate into a catastrophic explosion. Detonation can be caused by excessive spark advance, high compression ratios or low-octane gasoline. Mechanical symptoms of extreme detonation include broken spark plug insulators, piston lands and piston rings. The missing “register mark” on the tapered seat of the spark plug in Photo 5 indicates that the seat was not contacting the cylinder head. Since the tapered seat conducts heat from the spark plug to the cylinder head, the spark plug over-heated and selfdestructed. In any case, over-heated spark plugs usually cause a pre-ignition condition because they tend to act like the glow plugs found on a model airplane
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Photo 4
Photo 5
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[ DiagnosticSolutions engine. Pre-ignition occurs Photo 6 when the air/fuel mixture is ignited before the timed spark arrives at the spark plug. Due to the relatively long exposure to a hot flame front, the center of the piston weakens and, in most cases, a hole is driven through the center of the piston. One or two cracked spark plug insulators from a set of spark plugs are generally consistent with leaking cylinder head gaskets. Much, of course, depends on the engine design. This spark plug in Photo 6 is from a 3.0 L V6
IGNITION
engine found in many early ’90s-vintage Toyota 4Runners. Spark plugs like the above were often found at the right front cylinder and left rear cylinder due to the head gaskets most often failing at these points. Remember that electrode temperatures approach 1,500° F operating temperature at full-throttle. A single drop of 200° F coolant striking this spark plug at higher engine speeds is sufficient to crack the insulator. IC
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35 AIA IC 12/9/13 10:58 AM Page 35
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[ TechUpdate
TPMS By Andrew Markel, Editor, Brake & Front End
TPMS Relearn Procedures Require TPMS Tool To ‘Wake Up’ Sensors
M
ost vehicles require some type of “stationary” relearn procedure to reset the TPMS system. This requires a TPMS tool to activate each of the tire pressure sensors in a specified sequence so the TPMS control module can relearn their new locations. On a few applications, a J-41760 magnetic tool is required to “wake up” the sensors. On most other applications, a factory or aftermarket TPMS tool that broadcasts a radio signal is needed for the sensor position relearn procedure. On some applications, the TPMS relearn tool can be connected to the vehicle’s OBD II diagnostic connector to read and clear codes, display system data and perform sensor ID programming. On many Asian and European applications, each individual tire pressure sensor has a unique ID code. Vehicles that currently require this type of reprogramming include most Hyundai, Infiniti, Kia, Lexus, Mitsubishi, Nissan, Subaru, Suzuki
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and Toyota models. If one or more sensors have been replaced, the new ID information has to be input directly into the system. So if you don’t have a TPMS tool that can do this, your only alternative is to send your customer back to the new car dealer to have the ID reprogramming done. TPMS relearn procedures vary a great deal from one vehicle to the next, so you also need access to the TPMS service data for the vehicle, or a reference manual or chart that covers the relearn procedures. Without this vital information, you can’t reset the system. Essentially, most relearn procedures require that you to put the system into a relearn mode. On some, this may require a command from a scan tool or plug-in TPMS tool. Or, you may have to cycle the ignition key on and off a certain number of times while stepping on the brake pedal. On others, the keyless entry fob may be used to wake up the TPMS module and ready it
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[ TechUpdate
TPMS
TPMS relearn procedures vary a great deal from one vehicle to the next, so you also need access to the TPMS service data for the vehicle, or a reference manual or chart that covers the relearn procedures. Without this vital information, you can’t reset the system. for relearning. When the TPMS is ready, it may signal by beeping the horn or flashing the hazard lights. The TPMS activation tool is then placed near one of the tire pressure sensors, and a button is pressed for five or six seconds to wake up the sensor. As soon as the TPMS module recognizes the sensor and learns its position, the system signals again by beeping the horn or flashing the hazard lights. You then repeat the same procedure for each of the remaining tire pressure sensors in the specified order until the relearn
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procedure is complete. Even on vehicles that have a key fob or driver information center relearn procedures, scan tools or dedicated TPMS tools that can interface through the OBD II connection can have advantages when it becomes to difficult-to-reprogram vehicles. With some procedures using a J-41760 magnetic tool, you’re flying blind. Problems with the key fob, antenna and even the module or serial data bus connection can leave you chasing your tail. With a dedicated scan tool, it’s possible to perform a more accu-
39 Perfect Stop IC 12/9/13 10:55 AM Page 39
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[ TechUpdate
TPMS
rate relearn and diagnosis of the problems.
Stuck In A Loop Toyota vehicles prior to 2009 are equipped with a Tire Pressure Warning Reset Switch that can be used for initialization. When the button is pushed and held for more than three seconds, the vehicle’s receivers are open and looking for the currently stored TPMS IDs. What if there is a missing or broken sensor? What if there are new sensors on the vehicle that have not yet been programmed? This will cause the vehicle to become stuck in a loop, searching for TPMS IDs that are no longer there. If you have a scan tool and try to enter into the initialization mode, it might say, “Lost Communication With ECU,” or a similar message. Bartec USA has developed the Toyota Loop Reset tool to resolve this issue. When a Toyota vehicle is “stuck in the loop,” the technician will not be able to write IDs using the OBD II connection, and the tool will “error out.” To verify it’s a result of the loop condition, the technician can select the READ IDs option, which will connect and read out the IDs. If this is successful, the vehicle is “in the loop.”
How to use the BARTEC WRTRST50 to Reset the Vehicle: 1. Turn the ignition to the On position. 2. Insert the WRTRST50 tool into the OBD II port on the vehicle. Once connected, press and hold the button on the WRTRST50 tool for at least 20 seconds. Do not cycle the ignition switch to the Off position during this step. 3. Remove the WRTRST50 tool, and then resume the TPMS relearn procedure. Note: The tool does not work with Land Cruiser models. IC Reader Service: go to www.ICRapidResponse.com
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[ HyundaiFeature
WHEEL BEARINGS By Bob Dowie, Contributing Writer
Don’t Let Customers Lead You Down The Wrong Diagnostic Path
S
ome of the toughest challenges we face as import specialist techs are noise complaints. And, in order to make an accurate assessment, we take the time to ask our customers questions like: Is the noise present when the car’s stationary or moving? Does it change around corners or under different load considerations? Is it a growl, squeak, groan or rattle? While wheel-bearing noise is also one of the toughest problems for the customer to describe, it’s not unusual for it to come on so
gradually that the customer may not even notice it until you mention it after an unrelated road test. Many times, the customer complaint will send you down the wrong path if you let it. We’ve heard complaints from exhaust leaks, to tire balance, to “it just doesn’t sound right,” that have ended up being bad wheel bearings. When faced with any noise complaint, take the time to test-drive the car with the customer, if that’s possible. When the vehicle is up in the air and you confirm the wheel-bearing problem, be sure to look at the whole job and include peripheral items in the estimate. On many models, it will be necessary to disconnect sway bar links. Does it look like they will come apart and go back together? It might make more sense to replace them. If the CV boot is torn, this is the best time to take care of it.
IMPORTANT FIRST STEPS During your test-drive, make note of the sound as the load changes around corners; it will give you an idea of which
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[ HyundaiFeature bearing has failed (the noise will usually increase with load). If there’s no change, it’s an indication there may be another problem disguising itself as a wheel bearing. Anything that can feed a vibration into the chassis could be the problem, from worn engine mounts to mis-routed A/C lines or, in the case of SUVs, don’t discount the rear differential and driveshaft as a source. If any doubt exists, our final step of the diagnostic process includes putting the vehicle on the lift and pinpointing the problem with a stethoscope. We’ll take a look at the recommended procedure for bearing replacement on the popular 2010 Elantra, as outlined on the Hyundai service information website, www.hmaservice.com. Like many jobs, the equipment resources in your shop will dictate the procedure. While the service information outlines the procedure using a shop press, the tool manufacturers offer some excellent tools that claim to make the job easier and more efficient. In the case of the Elantra, it’s a straightforward situation to remove the bearing carrier, making working on a bench a good option. As always, follow good work habits, such as opening the brake bleeder before pushing back the pistons to remove the caliper, rather than pushing dirty fluid through the ABS controller. If you’re not changing the pads, a folded-up piece of cardboard between the pads will hold them
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December 2013 | Import-Car.com
WHEEL BEARINGS
in place and protect them. Be careful with the protective boots on the ball joints and tie rod ends, as well as with the threads. You also have to be careful with the ABS sensors. If they’re stuck in the housing, it may be a better strategy to leave them in place and unplug them from the harness, and be careful with them as you work on the bench. I like to tell my techs to think about putting the job back together as they’re taking it apart. It’s easier to clean up the threads on a tie rod end before it’s removed from its taper, than it is later; a couple of extra minutes during disassembly can pay dividends in the end.
REPLACEMENT STEPS 1. With the bearing carrier on the bench, the first step is to remove the hub from the bearing. Whether you use a press or hub tool to accomplish this step, you’ll likely end up with the outer inner bearing race on the hub. a. All the factory information suggests removing the race with a puller but, in practice, we know how difficult it can be to get the puller ears or bearing plate in the space provided, if any is provided at all. You can use a sharp chisel in an attempt to wedge the race over and, more than likely, you’ll be spending some time cleaning up the burrs. b. Another method is to use an air chisel against the bearing surface of the race with the hub held firmly in a vice, and drive the
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[ HyundaiFeature race away from the hub, allowing for removal. As always, wear proper eye and hand protection, and be aware of any bystanders when chiseling. 2. Removing the bearing from the carrier is not an issue; remove the snap ring and press or withdraw the old bearing. Be careful removing the snap ring. It’s not usually included with the bearing and trying to force it with snap ring pliers could leave you with 80% of the ring in the housing and no way to compress it for removal. If you don’t see the whole ring come loose in the housing when using the pliers, take some time with a small chisel and/or punch to loosen the ring in the groove. It won’t take long; certainly less time than it takes to remove the broken ring and get one from the dealer. 3. Before you start the reassembly process, inspect and clean the parts. Look at the hub to be sure there isn’t a “step” on the shaft where the bearing rides. And, if you haven’t already done it, clean up the bearing bore in the housing, paying particular attention to the snap ring area where rust tends to build up. 4. When assembling, give your tools a break and apply a light coat of lubricant to the OD of the bearing and the housing before installing the bearing and snap ring. 5. Before installing the hub, be sure to install any shields that are behind the hub. We are warned not to press on the outboard inner bearing (that doesn’t change) as the race has to be supGo to www.ICRapidResponse.com
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WHEEL BEARINGS
ported as the hub is installed; this is where the hub tools excel in the adapters provided. We find it easiest to have the hub on the press table and press the bearing carrier onto the hub, making sure the races are fully seated. 6. Reinstalling the knuckle will present no problems. Clean and lube the splines on the axle and hub, remembering that the outer CV joint spline being fully seated is what holds the bearing together. If there is a convex washer under the axle nut, it should be assembled with the convex surface outward (inside of washer higher). As the final step in the bearing replacement job, torque the axle nut to the recommended level. It has a wide span of 148-192 ft.-lbs., but it will let you get a better feel that the bearing and hub are properly seated, rather than running it down with the impact gun. You’ll find a bearing and hub assembly on the rear of the Elantra. Again, there should be no surprises on the nuts and bolts of this job, but be careful when estimating the job. Rear bearing and hub assemblies usually require less labor than the front, where the hub has to be separated. The factory info has us removing the rear carrier on the Elantra to gain access to the bearing retainer bolts, increasing the time required. Again, good work habits pay dividends. Take the time to clean the parts to ensure that the bearing assembly is fully seated in the knuckle when you torque the bolts that retain it. IC
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48,50 Tech Tips_Dec 12/9/13 11:12 AM Page 48
[ ImportTechTips LEXUS FUEL INJECTOR “TICKING” NOISE
Some customers with 2004-’05 model year RX 330 vehicles may complain of a “ticking” noise from the engine compartment when the engine is idling. Updated fuel main tube and fuel tube clamps are now available. In addition to updated parts, a second fuel pressure pulsation damper assembly has been added to improve this condition. Repair Procedure: 1. Discharge fuel system pressure. a. Disconnect the fuel pump electrical connector via the access panel under the rear seat. See Fig. 1. b. Start the engine. After the engine has stalled, turn off the ignition switch. c. Disconnect the negative (–) battery cable. d. Reconnect the fuel pump electrical connector and reinstall the rear seat. 2. Disconnect Fuel Pipe Subassembly No. 1. Note: Ensure that the removed bolt and washers are discarded. See Fig. 2. a. Disconnect the fuel pipe
Fig. 1: Lexus
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Fig. 2: Lexus
clamp No. 1 from the connector. b. Check for any dirt or mud on the pipe and around the connector before disconnecting the fuel line. Clean if necessary. c. Disconnect the connector from the hose while pinching portion “A” with your fingers as shown in Fig. 3. d. If the connector and pipe are stuck, pinch the fuel pipe and push and pull the connector by hand to disconnect them. Do not use any tools. e. Drain the fuel that remains inside Fuel Pipe Subassembly No. 1. f. Protect the disconnected fuel lines from debris by covering with a vinyl or plastic bag. g. Remove the original pulsation damper from the rear fuel rail. Refer back to Fig. 2. h. Remove and discard the remaining bolt holding Fuel Pipe Subassembly No. 1 to the front fuel rail. 3. Install the new Fuel Pipe Subassembly No. 1 onto the vehicle. a. Install both the original pulsation damper and the new (additional) damper with new
Fig. 3: Lexus
fuel pipe hose gaskets as shown in Fig. 2, and torque to the following specifications: Torque: 33 Nm (24 ft.-lbf.) 4. Remove and replace fuel tube clamps “B” in Fig. 4 if production clamps do not have rubber insulation like the service parts. 5. Remove and replace fuel tube clamp “A” in Fig. 4 if it’s not a “rigid-style” clamp (without rubber insulation). 6. Clamp “C” in Fig. 4 will not need to be replaced unless it was damaged during the repair. 7. Check for fuel leaks. a. Reconnect the negative (–) battery terminal. b. Connect the Lexus Diagnostic Tester or equivalent. c. Turn the ignition switch to the “On” position (do not start engine).
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[ ImportTechTips
Fig. 4: Lexus
d. Turn on the tester. e. Select “1. DIAGNOSIS” on the diagnostic tester. f. Select “2. ENHANCED OBD II.” g. Select “3. ACTIVE TEST.” h. Select “FUEL PUMP/SPD.” i. Turn on the fuel pump with Active Test by pressing the right arrow on the diagnostic tester. j. Check for fuel leaks. k. Check and clear any DTCs that may have been set while performing the repair. 8. Once it has been confirmed that no leaks are present, take
the vehicle on a test-drive to ensure any air trapped in the pulsation dampers has been purged. Courtesy of MotoLOGIC® Repair & Diagnostics: www.motoshop.com/motologic.
MERCEDES-BENZ BATTERY DASH LIGHT ILLUMINATED
Affected Vehicles: 2003-’05 C230 1.8L, 2003 CLK320 3.2L, 2006 C230 2.5 and 2007 CLK550 5.5 Customer Concern: Vehicle’s battery/alternator “visit workshop” light on dash display is
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illuminated. DTC Tech Tips: P2062: Generator or regulator is faulty — output is too low. There is no connection to the ECU. P2061: Alternator serial interface — electrical or mechanical fault. Default operation of the alternator when the LIN bus fails is 14.3 volts. The ECU will send a signal of circuit 61 operation over the engine can bus or via signal line to the Signal Activation Module (SAM). Be aware some rebuilt alternators are not rebuilt with OEM-quality components. Tests/Procedures: 1. Connect an alternator tester to the vehicle and test the alternator’s output amps and voltage. 2. Perform a battery load test. 3. Remove and inspect the brush set for sticking brushes. Inspect wiring on the back of the alternator for damage. 4. Use a scan tool to perform guided tests. This alternator is internally regulated and is connected by a LIN bus to the PCM so that the regulation control can be intervened. 5. Verify Battery Positive Voltage (B+) at the battery connection on the alternator; verify that it has a good connection. Some engines will have an inline fuse from the starter to the alternator. 6. Test the wiring for a signal line between the engine control unit and the front SAM, if applicable. Courtesy of Identifix. IC
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52-54 Essentials 12/9/13 11:10 AM Page 52
[ Essentials
Brought to you by
<<
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NAPA Heater Cores — With the cold season just around the corner, it’s nice to know that NAPA has you covered with your heater core needs. With more than 440 models that are built to OEM specifications with fully brazed aluminum tanks and high-efficiency tube spacing for optimal heat transfer, that’s NAPA know how. Reader Service: Go to www.icRAPIDRESPONSE.com
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December 2013 | Import-Car.com
With its Diesel Particulate Filter Cleaner Kit, LIQUI MOLY has developed a truly new product for shops. Hardly introduced in North America, it has already earned an award as “2013 Best New Product for Import Cars or Trucks” in the AIA Product & Marketing Awards competition at AAPEX. LIQUI MOLY offers the kit as an economical and effective alternative for shops. With it, the filter can be cleaned without removing it from the vehicle. The entire procedure requires only 30 to 60 minutes. Reader Service: Go to www.icRAPIDRESPONSE.com
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Gabriel (Ride Control, LLC) continues its aggressive new product introduction schedule, adding coverage for more than 15 million light vehicles in the past 12 months. The company has added more than 273 new light vehicle SKUs in 2013. Included in 2013 new introductions are parts with higher VIO coverage such as new Gabriel Ultra Struts that cover 1 million VIOs on 2009-’12 Toyota Corolla and Toyota Matrix; and 800,000 VIOs on mid2000’s Honda Pilot and Acura MDX for the Gabriel ReadyMount line. Reader Service: Go to www.icRAPIDRESPONSE.com
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Stant announces its new 2014 Caps and Thermostats catalog for passenger cars and light trucks is now available. The catalog was introduced at the recent AAPEX show, and includes the latest application additions and a complete buyer’s guide with photos and specifications for fuel caps, radiator caps, oil caps, adapters and thermostats. To receive a catalog, contact your Stant sales representative. Sections of the catalog can also be downloaded from the Stant website at www.stant.com/parts-catalog. Reader Service: Go to www.icRAPIDRESPONSE.com
InCheck Service LLC introduces its Service Portal app for automotive repair shops. The main feature of the app is “My Garage,” which allows customers to track their vehicle’s progress while it’s being serviced in real time. Other features include upcoming maintenance reminders, a GPS locator and customer rewards programs. The app can be listed in both Apple and Google markets, and shops can customize it with logo, name and color scheme, plus various features. For more information, visit www.incheckservice.com. Reader Service: Go to www.icRAPIDRESPONSE.com
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52-54 Essentials 12/9/13 11:10 AM Page 53
CRP Automotive has developed a special ContiTech Accessory Drive System Service Poster, designed to promote awareness and educate consumers about the need and benefits of maintaining a properly serviced accessory drive system. Get the ContiTech Accessory Drive System Service Poster free of charge from your local parts supplier. Reader Service: Go to www.icRAPIDRESPONSE.com
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WORLDPAC, Inc. announces the introduction into the North American aftermarket of TRW’s new all-makes premium chassis program. The ride control program offers a wide range of high-quality chassis parts that are competitive for today’s marketplace. The comprehensive, premium parts program focuses on all makes and models and consists of: control arms, tie rods, stabilizer links, ball joints, tie rod ends and assemblies, idler and pitman arms and bushings. Visit www.worldpac.com and www.trwaftermarket.com. Reader Service: Go to www.icRAPIDRESPONSE.com
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CARDONE’s latest parts guide highlights new products, hard-tofind parts and parts available to the aftermarket exclusively from CARDONE. You’ll also find links to several new short technical videos and much more. Go to: www.pageturnpro.com/ CARDONE-Industries/545462013-Fall-Service-DealerBrochure/index.html. Reader Service: Go to www.icRAPIDRESPONSE.com
OTC’s latest scan tool, the Androidbased Encore, features more than 30 years of OEM, domestic, Asian and European vehicle information, and a boot time of less than 15 seconds. Additional benefits include an onboard battery, embedded resources such as AutoDetect, Code-Assist, Symptom-Assist and Repair-Trac and access to the Google Play store. Encore’s 7-in. touch screen recognizes common device commands such as swipe and pinch. Reader Service: Go to www.icRAPIDRESPONSE.com
<<
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Essentials]
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Innova PRO 31403 expert diagnostic tool allows technicians to retrieve enhanced and transmission diagnostic codes in all OBD II vehicles (1996 and newer) and the most popular OBD I vehicles (1981-’95) so they can complete more repairs more efficiently. It displays, records and plays back OBD II live data graphing right on the tool. Shop management software reports manage vehicle diagnostics and RepairSolutions is available. Visit www.pro.innova.com. Reader Service: Go to www.icRAPIDRESPONSE.com
Import-Car.com
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[ Essentials
Brought to you by
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Tenneco has introduced new brake pad sets to the Monroe Total Solution line of ultrapremium ceramic and semi-metallic brake pads. The new sets now include applications for: Ceramic: 2012’13 Hyundai Equus; 2012-’13 Honda Civic GX, Natural Gas, 1.8L; 2013-’14 Mazda CX-5; and 2013-’14 Acura RDX. Semi-Metallic: 2002-’09 Mercedes-Benz C230/ C240/C320/CLK 350/SLK350; 2006-’13 Isuzu Ascender; and 2006-’13 Saab 9-7X. Reader Service: Go to www.icRAPIDRESPONSE.com
<< Valeo Service USA is
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<<
With the Deslugger from Four Seasons, technicians can strike out the slugging that occurs when excess oil and/or liquid refrigerant collects in the compressor after the system has been idle or parked over a period of time. The new Deslugger has a timer that cycles the compressor multiple times prior to normal operation to gradually push oil and liquid refrigerant out of the compressor before it fully engages. Reader Service: Go to www.icRAPIDRESPONSE.com
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expanding its aftermarket engine cooling product line by an additional 210 new radiators. Valeo’s factory installation-quality radiators are lightweight, easy to install, efficient and durable. The brazed-aluminum radiators feature advanced fin designs for optimal heat transfer, cross-flow or down-flow configurations and a broad core thickness range to cover nearly all vehicle segments. Reader Service: Go to www.icRAPIDRESPONSE.com
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Mitchell 1 released its 2014 Emission Control Application Guide (ECAT14) for domestic and import cars, light trucks, vans (diesel engines) and Class ‘A’ motor homes with gasoline engines, model years 1966-2014. The new guide provides vehicle-specific emission system information for repair shops that perform smog inspections. Reader Service: Go to www.icRAPIDRESPONSE.com
NUCAP has developed the FineblankPlus stamping process for brake pad backing plates, which produces brake pad backing plates that excel in the two most critical plate features that determine the backing plates’ performance: flatness and abutment tolerance. Both are critical factors in controlling brake noise and performance. FineblankPlus sets new standards for brake pad backing plate flatness and, when combined with the NUCAP NRS and Step Chamfer technologies, results in a brake pad that stands up to the demands of performing in one of the vehicle’s harshest environments. Reader Service: Go to www.icRAPIDRESPONSE.com Reader Service: go to www.ICRapidResponse.com
55 rapid response IC_Dec_Layout 1 12/9/13 11:10 AM Page 55
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60 Dec 2013 NASCAR_Layout 1 12/9/13 11:07 AM Page 60
Track Talk The Bump Stops Here Shock technology is a very special tool in a NASCAR team’s tuning arsenal. NASCAR competitors simply can’t risk a substandard shock setup – it literally can be the difference of a 30th place finish or tasting the champagne in Victory Lane. Most every team now employs at least one shock specialist who is charged with finding the right combination that will allow the racecar to get as low to the ground as possible without dragging the nose of the
Shock specialist Chris Golder is a vital member of Jeff Gordon’s on-track success
Gen-6. Hendrick Motorsport’s crew chief Alan Gustafson relies on veteran shock specialist Chris Golder to make sure Jeff Gordon’s No. 24 Axalta Racing Chevrolet SS has precise handling and comfort from Martinsville to Texas, and everywhere in between on the circuit. Golder, 33, grew up in
Alpharetta, GA, greasing his passion for restoring cars alongside his dad who owned an automotive repair shop.“I have always had an interest in cars,” said Golder. “I grew up with three younger sisters and no brothers, so cars were kind of a way for me and my dad to spend time together and to bond.” After graduating from Georgia Tech in 2004 with a degree in mechanical engineering, Golder began his NASCAR career at Hendrick Motorsports. Today, as the shock specialist on the No. 24, he works with Gustafson to determine the best setup packages. “My main responsibility is the springs and the shocks,” explained Golder. “Springs are used to control the height of the racecar. At the bigger, faster tracks both the front and rear attitude is very important, so we work a lot with springs and spring rubbers, along with the shocks and bump stops.” Daily, Golder spends much of his time configuring shock-spring combinations for each racetrack to ensure Gordon has the best possible control over the car. “I run simulations to come up with good packages,” explained Golder. “I work up options around those packages to try and practice to get Jeff’s feedback.” NASCAR does not allow teams to run data during the race weekend, only during test sessions. So, simulation has to be spot on. “Without data, sometimes
we don’t know exactly what’s going on out there on the track,” said Golder. “We have to be able to move quickly and make changes if needed since we get only about three hours of practice on a weekend.” On race weekends, you can find Golder working inside the No. 24 transporter. His workstation houses a shock dyno that moves at different displacements, enabling the team to measure different drive and track profiles. “The front shocks on racecars are what we like to call ‘aero inhibitors,’” explained Golder. “On the front shocks, we have bump stops and we fine-tune them to affect the attitude of the race car. There’s a great comprise between running a softer bump stop, which is going to feel better to the driver, versus a stiff stop that’s going to keep the car sealed down to the racetrack and help improve the aerodynamics.” That delicate balance has become one of the critical points on a racecar. No track is smooth as silk
— Golder says short tracks and rougher tracks are the toughest on shocks. How the car handles depends on which shocks are used and how resistant they are to motion. To control the movement, teams can tweak the piston, shims and oil inside a shock for each specific track. To keep the oil from foaming and losing its ability to compress and rebound, a shock is pressurized with nitrogen. NASCAR rear shocks can have no less than 25 pounds of pressure per square inch (psi) and no more than 75 pounds of pressure psi. Golder, who maintains approximately 130 shocks during the season, says he does almost 200 re-valve jobs per year and installs between 30 to 40% of the shocks on the racecar himself. “The easiest tracks on shocks are the superspeedways where you’re not worrying about mechanical grip,” said Golder. “The most technical tracks are the short tracks and rougher racetracks like in Las Vegas and Atlanta.”
Shock Therapy: NASCAR competitors can’t risk a substandard shock setup — it can be the difference between a 30th place finish or Victory Lane.
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