ImportCar, April 2014 by Babcox Media

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Electrical System Diagnostics

April 2014

MAGAZINE

Oil Technology

Rear Caliper Clunk

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The Mathematics of Selling Brake Services

CONTENTS 20

Publication

Volume 36, No. 4

Tech Feature

Diagnostic Solutions:

Honda Electrical System

Heed New Motor Oil Specs

Mathematics of Selling Brakes

Diagnostics

Every vehicle manufacturer has its own requirements for what type of oil should be used in their engines, and those requirements can vary by year, make, model and engine type, says Technical Editor Larry Carley.

Import Specialist Contributor Gary Goms says that since brake repairs should be a major profit center for any shop, it pays, in the most literal sense, to review the mathematics of selling brake service, to increase profit, reduce comebacks and reduce labor costs.

One of the more challenging electrical system problems is when a vehicle comes in needing an alternator, and after the replacement unit is installed, the charge indicator lamp remains lit even though it seems to be charging fine, says Import Specialist Contributor Bob Dowie.

ImportCar Staff 330.670.1234 Publisher Jim Merle, ext. 280 jmerle@babcox.com

Managing Editor Chris Crowell, ext. 268 ccrowell@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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DEPARTMENTS Columns

Publication

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

12 Special Report: Auto Care

Bob Howlett, The Swedish Solution, Orange Village, OH

Association

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

16 Gonzo’s Toolbox 48 Tech Update: TPMS

Service Kits

Editorial Advisory Board Bob Dowie, Village Auto Works, Chester, NY Chris Klinger, Precision Incorporated, Tucson, AZ

51 Import Tech Tips

Steve Louden, Louden Motorcar Services, Dallas, TX

53 Essentials (New Products)

55 RAPID RESPONSE

Frank Scandura, Frank’s European Service, Las Vegas and Henderson, NV Joe Stephens, Stephens Automotive, Palatine, IL John Volz, Volz Bros., Grass Valley, CA

56 Classifieds

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

60 Import Insights New!

AUGMENTED REALITY CONTENT

IN THIS ISSUE: APA Management Group ...................................................11

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President

Bill Babcox bbabcox@babcox.com

Vice President/ Chief Financial Officer

Greg Cira gcira@babcox.com

Vice President/ Group Publisher

Jeff Stankard jstankard@babcox.com

Controller

Beth Scheetz bscheetz@babcox.com

In Memoriam Founder of Babcox Publications

Edward S. Babcox (1885-1970)

Chairman

Tom B. Babcox (1919-1995)

IMPORTCAR (ISSN 1069-4714) (April 2014, Volume 36, Number 4): 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2014 by Babcox Media, Inc.

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[ Editor’sNotebook

By Mary DellaValle|EDITOR

Listen To Your Customers... They May Be Smarter Than You Think

reventive maintenance makes sense from both a shop and consumer standpoint. Servicing techs who point out and make necessary repairs not only help keep their customers’ vehicles in toprunning condition, but they gain customer trust and confidence in the process. Consumers win by avoiding bigger ticket repairs down the road and increasing the longevity of their vehicles. I’m a firm believer in preventive maintenance — including periodic battery and brake checks, regular oil changes, tire rotations, you name it. Recently, I made an appointment for a tire rotation at the independent tire dealer where I bought my tires, albeit a little earlier than the mileage requirement because my TPMS light was on.

Mary DellaValle, mdellavalle@babcox.com

April 2014 | Import-Car.com

When I checked the car in with the service adviser, I pointed out that my TPMS light was on and asked them to please pinpoint and inspect the suspect tire. Hours later when I arrived to pick up my car, the person at the front desk printed me a receipt, handed over my keys and was ready to send me on my way. Not so fast! I proceeded to ask if they were able to determine which tire was activating the TPMS light. He looked at me with a puzzled look (probably wondering why I was asking, because most people probably don’t), called up my account on the computer, and said he’d be back in a minute. He went into the bay area to speak with the “tire manager,” and, when he returned, was very apologetic, saying that they had dropped the ball. Even though one of my tires was nine pounds underinflated, the tire tech filled it up to spec and proceeded with the rotation. Apparently, this newer tech pointed out the air pressure discrepancy, but neither he, nor anyone else, did anything about it. They immediately pulled my car back in to figure out what was wrong. Turns out, it was

a rim leak due to corrosion on the wheel, which they promptly addressed. While no immediate harm was done, I would have been back as soon as the TPMS light reappeared. I could have gotten upset with the situation, especially working in the business and having higher expectations, but I didn’t. It was because of how quickly they resolved the problem and “made good” on their error. So, here’s the takeaway: • Even if you think you have all the proper systems and procedures in place, periodically take the time to review them. (My air pressure discrepancy should have been documented and addressed before the car was returned to me.) • Listen to your customers; they may be smarter than you think. (I specifically asked that they pinpoint which tire was responsible for the TPMS going on, and they were ready to return my car without providing an explanation.) • If you go the extra mile to make up for an error, customers can be very forgiving. (The extra attention and a free oil change coupon definitely “inflated” my opinion of this shop.) IC

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[ NewsUpdate WORLDPAC, Textar Host Customers for

‘Ultimate Car Enthusiast Experience of a Lifetime’

Textar, a Nisshinbo Group Co. and manufacturer of OE brake pads, and WORLDPAC recently ran a customer incentive contest culminating in a Porsche aficionado’s dream trip deemed the “Ultimate Car Enthusiast Experience of a Lifetime.” More than 40 specialty import service center winners joined Textar and WORLDPAC on a three-day trip that included a special viewing of the North Carolina Museum of Art’s (NCMA) first design exhibition, “Porsche by Design: Seducing Speed,” and a private showing of the exclusive Ingram Collection consisting of extremely rare and prized Porsche vehicles. That was followed up by an honorary dinner with Cam Ingram, coowner of Road Scholars and a celebrated master Porsche restorer, in the intimate showroom. To the surprise of two lucky guests, a random drawing awarded them an all-expenses-paid trip to the WORLDPAC Supplier and Training EXPO (STX) to be held in Orlando, FL, in May, and a grand prize all-expenses-paid trip for two to visit the Textar OE factory in Leverkusen, Germany. “Porsche by Design: Seducing Speed” explores the history and development of the Porsche lineage from the 1930s to the present day. The exhibit features more than 20 automobiles including Porsches owned by Ralph Lauren, Steve McQueen, Janis Joplin and the one-of-a-kind Panamericana concept car on loan from the Porsche Museum in Stuttgart, Germany.

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[ NewsUpdate Dan Freeman, Industry Veteran of 50 Years, Takes a Look Back & A Look Ahead Exclusive Executive Interview with ImportCar Magazine A Cleveland, OH, native, Dan’s career began in 1964 working with his father who was in the wholesale/retail tire business, leasing space in a large discount store and selling passenger and truck tires. Fast-forward 50 years, and Dan, who’s been at the helm of Automotive Parts Associates (APA) for 25 years, looks back on his storied and successful career, and looks forward to giving back to the industry in his well-deserved retirement that began in March. With you at the helm, discuss APA’s growth through the years, and what initiatives and strategies were responsible for taking the group to the next level? We began to look for a niche, something overlooked by other groups. We discovered through our affiliation with Bosch that import parts specialists were ignored by the program groups because their product mix was different and they buy different brands than traditional WDs (they want to buy from the OEMs), and nobody knew how to deal with them. So, we set out to discover these needs and wants of import specialists. APA began to add the key import lines to our traditional domestic brands. At the same time, the foreign nameplates were gathering traction in vehicle sales and

April 2014 | Import-Car.com

the brands we had recently endorsed were OE on these models. Now our members were “first to market” with these brands and we now had a unique story to tell; something different to attract new members. What opportunities and challenges do you foresee for APA in the next several years? First the challenges. A consolidating market (like the recent example of Advance’s acquisition of CARQUEST and more mergers that are likely on the horizon) makes it difficult to continue to grow the group. The continuing growth of the retailers and big box players compresses margins for our members. The complexity of vehicle repair, requiring a huge investment in scan tools, will drive shops to focus and concentrate on select repair work, and the proliferation of SKUs will be difficult to manage. Telematics will drive more repairs to the dealers. Now the opportunities. E-tailing (mail order businesses that do not have brick and mortar buildings for walk-ins) and niche markets will continue to be fertile grounds for growth. (A lot of our members say their largest customer is eBay.) There will be more specialized repairs, repair by nameplate (i.e. Honda-only repair specialists),

Dan Freeman European repair specialists (even luxury Asian specialists focusing only on Lexus, for example), lightand medium-duty truck repair and restoration-only shops. With labor rates that are still well under $100 (vs. $125+ at the dealer), independents can be really competitive on price. And, by specializing, their customers will feel like they can get a quality repair for less than at the dealer. Shops can recoup the cost of the necessary equipment through the increased volume of specialized work. We will begin to see the Chinese and Indian cars in our market (Chery Motors, Tata Motors). That’s great news for independents because they’ll find new avenues to grab a little business here and there. The big box retailers do not do well with these niches. The future is bright for independent repair shop owners who identify new service opportunities and run a good business. For the rest of ImportCar’s exclusive interview with Dan, head to www.Import-Car.com and search “Dan Freeman.”

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[ NewsUpdate

A New Name, A New Era For One Of The Industry’s Top Associations By Amy Antenora

Earlier this month, Kathleen Schmatz, president and CEO, and Rich White, senior vice president, of the Automotive Aftermarket Industry Association, kicked off a media tour to educate aftermarket industry trade media and other constituents on a major rebranding for the association. They recently visited Babcox Media’s corporate offices to talk to editors and publishers about this exciting change. Aftermarket. It’s a term of familiarity for those who have worked in this industry for some time, but what does it really mean? Mention it at a party or to a stranger on a plane and they will walk away not really knowing how massive and influential this industry is, or what it actually does. This was the thesis that brought about a major change for one of the industry’s top associations. Next month, the Automotive Aftermarket Industry Association will usher in a new era for the association, its members and the industry as a whole, as it officially rebrands itself as the Auto Care Association. According to Schmatz, the need for a change became apparent while on Capitol Hill, when the association would find itself spending more time explaining what the aftermarket is, rather than focusing on the issues they came to address. “There is this perception in other industries that the term ‘aftermarket’ means second-rate,” she said. “We needed to increase awareness of the role and value of the industry with all stakeholders. The industry is not getting credit where credit is due.” That credit she refers to is massive and widespread — to the tune of some 4 million jobs created through the industry as well as other positive contributions to society, such as im-

April 2014 | Import-Car.com

proving safety, boosting the economy and helping the environment. With a focus on external audiences, such as policymakers and consumers, the Auto Care Association will emphasize the key role this industry plays caring for people’s automobiles, much in the same way the

health care industry cares for people’s health. “Our legislative staff is thrilled,” Schmatz said. “They are already seeing great results with the new language and new message.” “During Right to Repair, we found we were not defining the industry properly,” White added. More than a year in the making, the association worked with influential Georgetown-based advertising agency GMMB. According to White, the process was intensely comprehensive. No stone was left unturned.

“There were more than 80 pieces of collateral materials, and that was just internally, that needed to be updated,” White said. White said the new messaging needed to be three things: simple, relevant and repetitive. And while the Auto Care Association will focus on external audiences, they are hopeful that the entire industry will adopt this new language in favor of the previous “insider language” that created issues with awareness in the past. They hope this new messaging will give the association and the industry the same stature as such venerable associations as AAA and AARP. The rebranding was conducted in a four-phase process, starting with internal and external focus groups. Now in phase two, the association is educating the industry about the new change, which will be officially unveiled at the upcoming Leadership Days, April 23-25, in Huntington Beach, Calif. The event itself will serve as the official launch party for the new name and brand messaging. The association’s new website — www.autocare.org — will go live April 24. After that, the Auto Care Association will move on to phases three and four: an external rollout to policy makers (phase 3) when the new Congress is in place, and an external rollout to consumers (phase 4), which is expected to wrap up in 2015.

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[ NewsUpdate Bosch Launches New

Digital Marketing University

Bosch has announced a significant new benefit for repair shops that are members of its exclusive Bosch Car Service program. Going beyond traditional parts and technical training to help Bosch Service Centers reach these consumers, Bosch is launching its new Digital Marketing University to provide new training programs and tools in areas such as website marketing, web scheduling, social media, loyalty and search engine marketing. The initial training sessions will introduce the latest digital marketing technologies and will be followed by webinars and access to online resources, keeping shops in the Bosch Service network at the forefront of digital marketing. The Bosch Service network is a network of independent repair centers, servicing gasoline, diesel and hybrid-powered vehicles. Interested service centers can request more information on the www.boschcarservice.us website.

New ATRA Transmission Guides Available Now From AVI Automotive Video Innovations (AVI) announced the addition of nearly 50 new repair manuals from the Automatic Transmission Rebuilders Association (ATRA). These in-depth technical guides were created by ATRA members, who adhere to a strict standard of honest, professional service. The manuals contain everything from basic transmission characteristics to troubleshooting to rebuilding. The print guides, ranging in length from 50 to 100 pages, feature component education, common troubleshooting practices, advanced diagnostics and information on rebuilding transmissions. Import and electronic systems are included as well. Manufacturers covered include: GM, Ford, Honda, Mitsubishi, Mercedes-Benz and Toyota. Visit Auto-video.com or diagnosticnews.com for more information.

April 2014 | Import-Car.com

Motor Oil Matters Website Receives Virtual Tune-Up The American Petroleum Institute unveiled its newly refurbished website for the Motor Oil Matters (MOM) program, featuring new content and a redesigned architecture to help clearly identify and direct consumers and industry audiences to the right content for their needs. Motor Oil Matters is a consumer education and industry watchdog program run by the American Petroleum Institute, established to stress the benefits of quality motor oils and bring together consumers and all parts of the motor oil business to ensure drivers get the right motor oil for their cars and trucks â&#x20AC;&#x201C; every time. For consumers, the new site includes an extended database of educational automotive material controlled by an enhanced SiteCore content management system. IC

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[ Gonzo’sToolbox

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

The ‘Best of The Best’ Tales From the 2014 Vision Hi-Tech Training & Expo

he annual Vision Hi-Tech Training & Expo always exceeds my expectations, and this year’s event held March 6-9 at the Overland Park Convention Center in Kansas City, delivered on all accounts. I try to attend every year, take some classes, browse the Expo, and meet up with some old friends. Classes range from hybrid service, scope and scanner reading, diesel and gas engine driveability, to shop management. Some of the top instructors gather at this convention and put together some of the best classes I’ve ever attended. Whether it’s your first or 40th year in the repair business, you’ll learn something new from attending the Vision Hi-Tech convention.

THE CLASSES & THE EXPO Most of the classes were all day — the morning half was lecture and familiarization with the tools and specifications, while the afternoon session was hands-on. Each contained exceptional information and instruction. The first class I attended was on hybrid battery servicing. The class went deep into the theory behind the technology, how it works and how to properly charge, discharge and test each cell separately.

April 2014 | Import-Car.com

I also sat in on classes covering scope reading, diesel diagnostics and hybrid diagnostics. Every one of them was top notch. Then, with time to spare, I made the rounds through the Expo and talked with several vendors and suppliers. From tires to tools to demonstrations, there was something for every facet of automotive repair.

THE PEOPLE All of the classes, seminars on future technology, luncheon speeches, live podcasts and “think tank” discussion panels were impressive and well received. Equally impressive were the guys and gals in attendance, the ones who swing the wrenches in service bays across the country. This convention brings out the cream of the crop — those professionals who want to be better technicians and do a better job for their customers. You don’t go to one of these conventions to learn to be a “parts changer.” This is the type of convention you attend to become one of the best. An email I received said it best: “I learned a lot at the convention, and now I’m back at my job and have to deal with all of these not-so-educated guys from other repair shops all over again.”

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[ Gonzo’sToolbox What he means is there are so many variations of the word “mechanic” out there, that a lot of people just lump us all together. It almost sounds like a four-letter word when somebody is at the service counter and says, “My friend already told me what’s wrong because he’s a mechanic just like you.” In my opinion, what they’re really telling me is their “mechanic” either doesn’t have the tools to perform the necessary repair, or they’ve never taken any training on how to perform the repair. These are the “mechanics” who give the rest of us in the auto repair industry a bad name. They

You’re never too old to learn something new.

THE BEST OF THE BEST are the parts changers, guess-andgo repair shops, and the proverbial, “I had the codes checked at the parts store” people. I’m talking about those guys who don’t attend conventions, don’t read the latest technical articles and procedures, don’t keep up with the technology and don’t want any part of learning up-to-date practices — because they either think they already know everything or are too darn stubborn to learn from someone else.

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The other nice part about attending a convention like Vision is the “meet and greet” aspect. You’re at a convention where like-minded individuals are in attendance; you’re on common ground. They understand the daily grind, the diagnostic and tool issues, the grease and grime, and what it’s like to try to make a living from the underside of a hood. Each of them has a story to tell, and it was commonplace to see techs from different parts of the country get together at the nearest watering hole and share their latest stories. When the evening came to a close, everyone left with a newfound respect for their trade, themselves and the other attendees. So, there’s a lot more going on at these conventions than classes and sales pitches. It’s a place for the best of the best to meet the rest of the best of the best. I’m never disappointed after spending a few hours with some of the guys and gals at these conventions, and I plan on continuing to do so. Until we reach a point in the future where all this car knowledge can be surgically implanted, or is taken over by some weird, futuristic robotic controller, attending a few classes to increase your knowledge is very important. Let’s face it; to keep those computers on wheels on the road, it’s going to take the “best of the best.” IC

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20-25,28 Tech Feature_Oil technology 4/10/14 9:28 AM Page 20

[ TechFeature

OIL TECHNOLOGY By Larry Carley, Technical Editor

Engine Performance, Longevity & Emissions Are At Stake Oil is the lifeblood of every engine, so it’s important to always use a high-quality motor oil that meets the vehicle manufacturers’ viscosity recommendations and performance specifications when servicing your customers’ vehicles. Just use a name-brand motor oil that meets the recommended SAE viscosity and current American Petroleum Institute (API) quality standards and you should have no problems, right? Maybe, maybe not. The caveat is that every vehicle manufacturer has its own requirements for what type of oil should be used in their engines, and those requirements can vary by year, make, model and whether an engine is naturally aspirated, turbocharged, supercharged or a diesel or a hybrid. In other words, there is no one universal motor oil standard that everybody agrees upon. In the U.S., motor oil viscosity is rated according to SAE standards. The coldand hot-flow characteristics of multi-viscosity oils such as

April 2014 | Import-Car.com

5W-20, 5W-30, 10W-30, 0W-40 and so on, are determined by specific test sequences. The first number in a multi-viscosity rating refers to the oil’s cold-flow characteristics, while the second number refers to its hot-flow characteristics. Thus, a 5W-20 oil acts like a straight 5W oil for easier cold-weather cranking and lubrication of critical upper valvetrain components, and it maintains its viscosity when hot like a straight 20W oil for good oil film strength and oil pressure. Most late-model engines are factory filled with multi-viscosity 5W-20 or 5W-30 motor oil, but some require 5W-40, 0W-20 or 0W-30. It’s important to follow the viscosity recommendations because many of these engines have tighter bearing clearances that require a lower-viscosity oil for proper lubrication. Thinner oils also improve fuel economy. In some applications, such as the Toyota Prius, using the wrong viscosity oil (too heavy) may set a fault code. On others, an oil that is too heavy may interfere with the normal operation of the variable valve timing system, causing additional fault codes to set. Fortunately, the European and Asian vehicle manufacturers also use the same SAE viscosity ratings as their domestic counterparts, which makes life easier when it comes to choosing an oil that meets a specified viscosity recommendation. The trouble is, not all motor oils actually meet the

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viscosity ratings that are claimed on the product — and the situation is even worse with bulk oils. According to a recent API survey of more than 1,800 oil samples purchased from bulk dispenser tanks in quick lube shops across the U.S., nearly 20% (one out of five!) failed to meet API standards. Either the viscosity was incorrect or the additive package failed to meet the claimed performance level.

Not all motor oils actually meet the viscosity ratings that are claimed for the product.

From time to time, another group called the Petroleum Quality Institute of America (PQIA) also audits the quality of branded and private-label motor oils. The results of those tests are published on its website (www.pqiamerica.com). PQIA also issues consumer alerts when it discovers products that fail to meet industry standards.

NEW REGULATIONS To address this issue, API created its “Motor Oil Matters” (MOM) program that reminds consumers of the importance of using quality motor oils in their engines. Of course, consumers have no way of knowing what they’re really getting when they have

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[ TechFeature

OIL TECHNOLOGY

their oil changed, so it’s buyer beware. To hold service facilities and oil distributors accountable for the quality of the oil they’re selling to their customers, the National Conference on Weights and Measures (NCWM) adopted standards that require shops to list the brand, viscosity and API service category of the oil they sell on their customer invoices. Starting Jan. 1, 2014, many states are implementing the new NCWM rules and will require service facilities to label bulk containers, print the oil information on all job tickets and retain the paperwork for at least one year. Check with the appropriate government agency to find out if these new rules apply in your state.

OIL QUALITY STANDARDS Oil quality and performance standards depend on

the type of base oils used to formulate a given product (Group I, II, II, IV or V), and the different types of additives that are blended into the oil to improve wear resistance, keep the engine clean, control foaming and corrosion, modify friction characteristics and so on. The relative amounts of these additives and how they’re combined determine the performance properties of the oil — and that’s where things get interesting and confusing. API rates motor oils differently if they are for gasoline engines or diesel engines. This rating is displayed in a “starburst” symbol on the product. There is also a “donut” that shows the service rating, viscosity and fuel-saving properties of the oil. The current API standard for gasoline engines established since 2011 has been “SN,” which supersedes the previous “SM” rating (2010), “SL” rating (2004) and “SJ” rating (2001). All previous gasoline service ratings are obsolete.

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OIL TECHNOLOGY

The current API service rating for diesel engines is “CJ-4” (introduced in 2010), which supersedes the previous “CI-4” (2002) and “CH-4” (1998) ratings. CJ-4 oils are primarily for diesel engines burning low sulfur fuels (less than 15 ppm/parts per million), while the previous CI-4 oils are for diesels with EGR systems.

COMPATIBILITY ISSUES API service ratings are supposed to be backward compatible, and for many applications they are, but there are some exceptions. To help prolong the service life of the catalytic converter and oxygen sensors in late-model OBD II vehicles, the amount of the high-pressure, anti-wear additive ZDDP (zinc dialkyl dithiophosphate) has been reduced. If an engine is using oil, ZDDP can foul the catalyst and O2 sensors, so the amount of ZDDP has been gradu-

TechFeature]

ally reduced over the years to maintain the emission control systems. Back in the 1980s, motor oils typically contained around 1,500 ppm of ZDDP. In the 1990s, that was reduced to 1,200 ppm, then it went down to around 800 ppm in 2005. That level of anti-wear additive is adequate for overhead cam engines and pushrod engines that have roller cams, but it has proved to be inadequate for older engines with flat-tappet cams, causing accelerated cam lobe and lifter wear. So, for these older engines (especially performance engines with stiffer valve springs), a supplemental ZDDP crankcase additive is highly recommended, or a street performance oil that contains higher levels of ZDDP or other anti-wear additives.

ASIAN OIL STANDARDS A group called the International Lubricant Specifica-

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[ TechFeature tion Advisory Committee (ILSAC), made up of Asian and U.S. automakers, has developed its own standards for oil quality. Though not exactly the same as the API standards, the current ILSAC “G-5” rating corresponds closely to the API “SN” rating. The G-5 rating requires improved deposit protection for pistons and turbochargers, more stringent sludge control, improved fuel economy, enhanced emission control system compatibility, seal compatibility and protection for

OIL TECHNOLOGY

confusing. Germans like to be precise — very precise — when it comes to specifying motor oils. Audi, BMW, Mercedes-Benz and VW all follow a different set of oil standards called the ACEA European Oil Sequences. Like the API and ILSAC rating systems, the ACEA rating system is based on specific laboratory test procedures. In the U.S., we use various SAE standards and American Society of Testing Materials (ASTM) test procedures. In Europe, they use tests developed

Use the wrong oil such as a bargain-priced conventional oil in an engine that requires a highquality, long-life synthetic, and the results could be engine damage or failure! engines using ethanol fuels such as E85. The current G-5 standard has been in effect since 2010, and is backward compatible for the previous G-4 and earlier ratings. Most branded oil products carry both the API and ILSAC ratings, plus any other vehicle manufacturer specifications that they claim to meet.

EUROPEAN OIL STANDARDS This is where things get really

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April 2014 | Import-Car.com

by the European Engine Lubricants Quality Management System (EELQMS). The latest ACEA standards were updated in 2012 and include three basic sets of ratings for gasoline and light-duty diesel engines, light-duty diesel with exhaust after treatment and heavy-duty diesels. Within each of these sets are subcategories that cover different engine performance requirements: • A1/B1, A3/B3, A3/B4 & A5/B5 for various gasoline and

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OIL TECHNOLOGY

light-duty diesel applications. • C1, C2, C3 & C4 for catalystequipped gasoline and diesel engines. • E4, E6, E7 & E9 for heavyduty diesels. Each subcategory has very specific requirements for viscosity, shear stability, evaporation rates, sulfur and phosphor content, wear resistance, high- and lowtemperature performance, sludge resistance and oxidation resistance, according to the application. Using the ACEA criteria, the European automakers then establish their own standards for which oils meet the requirements for their specific engine applications (much like Ford, GM and Chrysler do in the U.S. using SAE, ASTM and their own proprietary test procedures). For example, Audi has a number of oil specifications including 501.01, 502.00, 505.00, 505.01, 504.00 and 507.00. Volkswagen has similar specifications: VW 502.00, 505.00 and 505.01. Each number represents a specific oil requirement (much like GM’s “dexos” oil requirement for some of its newer engines). Bottom line: if an oil does not meet the specific requirement for one of their engine applications, it’s deemed unacceptable by the automaker for use in that engine. Audi TSB 17-12-29, dated June 26, 2012, lists all of the oils that meet its various specifications. It’s a long list, but some of the familiar domestic oils listed that meet the Audi/VW 502.00 specification include Castrol Syntec

TechFeature]

Euro Formula 0W-30, Mobil 1 0W-40, Pennzoil Platinum Euro Formula 5W-40 & 5W-30, Pennzoil Synthetic Euro formula 5W-40, Valvoline Synpower MST 5W-30 and Valvoline Synpower

HST 5W-40. The same TSB also lists approved oils that meet the Audi 505.01 specification, and also its 504.00 specification. Each list is different with some overlap, but

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OIL TECHNOLOGY

you can’t assume that if an oil meets one spec that it will necessarily meet other specs. Therefore, to keep a newer vehicle powertrain warranty in effect when servicing a customer’s vehicle, you should always use an “approved” oil that meets the car maker’s specifications — especially on European vehicles. You should be able to find out which oils are approved for various makes/models/applications by searching the OEM service literature or an aftermarket repair database. Audi and VW have TSBs that cover this subject, but we couldn’t locate similar information from BMW or Mercedes (they may have it, but we couldn’t find it). BMW says it require its own BMW Long Life 4 motor oil (such as 5W-30, P/N 07 51 0 017 866), but it doesn’t say what other brands meet its specs. Once a vehicle is out of warranty, any type of oil can be used, provided it meets the vehicle manufacturer’s viscosity recommendations and basic performance requirements. Use the wrong oil such as a bargain-priced conventional oil in an engine that requires a high-quality, long-life synthetic, and the results could be engine damage or failure! In Europe, long oil drain intervals are the norm. Some European automakers recommend changing the oil every two years or 25,000 miles. To make the oil last that long, the base oil must be a high-quality synthetic with lots of sludge-fighting and enginecleaning additives. In the North American market, energy conservation is given priority over extended oil life, so motor oils here are usually formulated differently and require changing much more often (every 5,000 to 7,500 miles, or longer depending on the type of oil used and driving habits). The longer the oil drain interval, the higher the quality of motor oil that should be used, otherwise viscosity breakdown and sludging can become a major problem. Toyota found that out the hard

April 2014 | Import-Car.com

way when it began recommending 7,500-mile and even 10,000-mile oil change intervals a number of years ago. Engine sludging became a problem because the PCV systems on some Toyota engines did not flow enough air to keep moisture out of the crankcase. Moisture accumulation leads to sludge formation and engine damage. If a customer has his/her oil changed every 3,000, 5,000 or even 7,500 miles, chances are they won’t have any problems using a conventional motor oil, assuming their engine isn’t one that has a marginal PCV system. But, if they’re going beyond 7,500 miles between oil changes, or are relying on an oil service reminder light to signal when an oil change is needed, they could end up having serious problems if they’re not using a high-quality, synthetic oil that has been formulated for extended oil change intervals — which is what most European automakers specify. Another factor that comes into play with many late-model Gasoline Direct Injection (GDI) engines is the role oil plays in forming intake valve deposits. Deposit buildup has become a problem on some of these engines because the intake valves run dry. The fuel injector sprays fuel directly into the combustion chamber or cylinder, rather than the intake port, so there is no fuel wash to clean and cool the intake valves. Consequently, if oil is getting past the valve guide seals, it can form heavy carbon deposits on the intake valves that hurt performance and emissions. A motor oil with a low-volatility rating (its “NOACK” number, which is based on the ASTM D5800 lab test) is better because it reduces oil consumption and helps keep the PCV system and intake valves clean (especially in GDI engines). Most recent European specifications call for a low NOACK rating (less than 15%). IC

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30-38 Diagnostic Solns, Brakes 4/10/14 9:35 AM Page 30

[ DiagnosticSolutions

BRAKE SERVICES By Gary Goms, Import Specialist Contributor

economy brake pad is $30 and the OE-specified hen we advertise a “$XX.95” brake ceramic pad is $90. At a 40% profit margin, the service, we’re often stepping over the retail prices of the pads are $50 and $150, proverbial dollar to pick up the proverrespectively. The gross profit of each is one labor bial dime. Since brake repairs should be a major hour plus $20 for the economy pads and one labor profit center for any shop, it pays, in the most hour plus $50 for the ceramic pads. literal sense, to occasionally review the mathematAlthough the ceramic pads add $100 to the ics of selling brake services. customer’s repair bill, I think it’s fair to say that In this feature, I’ll explore how brake services can be packaged to increase profit, reduce comebacks and reduce labor costs. To Photo 1: Think of the pads, caliper, rotor and hose as integral parts of simplify the concept, pricing will be in the brake assembly to help boost sales and customer satisfaction. rounded numbers. The base labor time will be one flat-rate hour, which is the average aftermarket labor guide repair time for replacing brake pads on an older model Mazda Tribute/Ford Escape compact sport-utility vehicle (SUV) platform. See Photo 1.

BRAKE PAD MATH The most basic brake service is the “pad slap,” which consists of installing new disc brake pads on the old caliper and rotor. Doing the math, the wholesale cost of the

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[ DiagnosticSolutions

BRAKES

Photo 2: This badly deteriorated caliper boot has caused the caliper piston to seize in its bore. If aging calipers are suspect in producing a brake pull or wheel drag, it’s best to replace them along with the brake pads.

installing the cheaper economy brake pads creates the highest risk of a noise, pulsation, brake dusting or brake sensitivity complaint, especially if ceramic-type pads were original equipment. And, if the vehicle is equipped with expensive custom wheels, we can expect that brake dusting will generate a series of complaints on such repairs. The customer might also complain if installing the economy pads results in a less responsive brake pedal with less braking power. And, if the economy pad is replaced free of charge with ceramic to rectify a customer complaint, the value of the initial labor charge is reduced by half. While the more expensive pads might cost your customer an extra $100, the savings to your shop might be worth many times as much in reduced warranty complaints. Is there a time and

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place for an “economy” pad replacement? In some cases, yes, but not as a routine servicewriting practice.

BRAKE CALIPER MATH Whatever the choice of brake pads, the caliper must be removed to replace the pad, which is included in the initial 1.0 hour labor charge. The main contributor to brake caliper failure is a damaged or deteriorated protective piston boot. When that happens, water penetrates the assembly and rusts the caliper bore to the piston. The symptoms of a sticking caliper piston are generally pulling brakes and uneven brake pad wear. See Photo 2. So let’s add a caliper replacement to our brake math just to see how it works. Wholesale cost per pair is $100, and with a 40% profit margin, they retail at about $167 per pair, allowing a $67

Article continues on page 36

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[ DiagnosticSolutions

BRAKES

Photo 3: In most cases, it’s more cost-effective to replace this non-vented hat rotor than it is to resurface it.

gross profit on the caliper sale. Adding two new brake hoses at a wholesale cost of $36 per pair, and a retail of $60 per pair, adds $24 profit, with only a small additional labor time added for removing the chassis end of the hose and flushing the old brake fluid from the calipers.

BRAKE ROTOR MATH Worn disc brake rotors are a major contributor of brake quality complaints and, while a rotor’s parallelism and thickness variation measurements might fall within manufacturer’s specifications when the brake pads are installed, remember that rotor wear accelerates as the miles add up. See Photo 3. The decision to replace or resurface often depends upon how the brake rotor is attached to the wheel bearing hub. Conventional “hat” or “float” rotors,

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for example, can easily be removed for resurfacing or replacement. According to our aftermarket labor guide, 0.8 hours is required for resurfacing two rotors off the vehicle. On the other hand, two new rotors cost a shop $56, which retail at $93. So, replacing with new yields a $37 profit with a far lessened probability of a comeback, while resurfacing yields a 0.8 labor hour profit with a larger probability of a warranty comeback primarily due to errors in lathe setup. For this reason, more shops find themselves replacing rather than resurfacing hat-type brake rotors. In contrast, servicing “captured” rotors that require removal of the wheel bearing hub for replacement will greatly increase labor times. Assuming that the rotor has sufficient machinable stock, many shops might choose on-car resurfacing

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BRAKES

could theoretically break even by losing a dozen “pad slaps” in order to gain one complete brake replacement. How many of either extreme will result in a warranty comeback? Let’s estimate a comeback rate of a dozen economy repairs to one complete repair. That might not accurately represent your market, but you get the idea. Of course, we often write service for all of those brake replacement and repair combiPhoto 4: The cost-effectiveness of resurfacing brake rotors depends largely upon rotor nations in between. On one configuration. As a rule, it’s more cost-effective to replace rather than resurface the vehicle, maybe it’s pads and relatively inexpensive “hat” or “float” rotor. On the other hand, the exception might be rotors, while the next might be the more expensive heavy-duty truck rotors. pads and calipers. I’m not advocating selling unneeded parts, but it’s not hard over replacement. to see that the “pad slap” is a money loser when On the other hand, if on-car resurfacing isn’t available or the remaining machinable stock is mar- the full cost of comebacks, labor and shop overhead is factored into the final price. ginal, replacing with a new rotor might provide a As always, a shop must tailor its pricing and better long-term solution. See Photo 4. labor strategies to its local market conditions. So consider the above pad, caliper and rotor repair RECAPPING THE MATH scenarios more as a mathematical model than a specific service recommendation. It’s always If we install the OE-type ceramic pads, new calipers, important to remember that, while the work is new brake hoses and new rotors, the retail price of done in the service bay, the profit is made at the the parts increases from $50 for a “pad-slap” to $420 service desk by selling the most profitable and for the complete brake service package. At either reliable brake service packages. IC extreme, gross parts profit increases from $20 to $262, or by a multiplier of 13 to 1. But, I also want to point out that the basic labor charge in either extreme will be about 1.0 hours, plus the cost of Gary Goms is a former brake bleeding or flushing if the calipers and/or educator and shop owner brake hoses are replaced. who remains active in the To keep the math simple, I’ve ignored brake aftermarket service industry. Gary is an ASE-certified flushing or truing a new rotor to the wheel bearing Master Automobile Technihub. While those are highly recommended servcian (CMAT) and has earned ices, they aren’t required for each brake service. So, the L1 advanced engine performance certification. He on a quantitative basis, how many 1.0-hour + $20 also belongs to the Automo“economy” brake replacements do we want to lose tive Service Association in order to gain a single 1.0-hour + $260 brake (ASA) and the Society of Automotive Engineers (SAE). replacement? At a relative profit ratio of 13:1, we

April 2014 | Import-Car.com

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[ HondaFeature

ELECTRICAL ISSUES By Bob Dowie, Contributing Writer

his month, we’ll be taking a look at the charging and starting system on the Honda line of vehicles. Hondas are always welcome at our shop, as they are good, reliable cars that fix well and for which there is good service information and parts availability. Honda charging systems won’t present many problems for the experienced tech, but there are a couple of things to keep in mind. It’s our experience that the charge indicator lamp on the dash does a good job of keeping the system in check — of course, that assumes the light is working as it should. I stress to my techs the importance of checking that all the warning lamps are lit with the key on and engine off, and that they go off when the engine is started. That applies to every vehicle we work on. Speaking of charge indicator lamps, Honda uses different strategies for operation depending on the model and year, so a look at the service information is in order if you’re having a problem. One of the more common and challenging problems you may encounter is a vehicle that needs an alternator, and after the replacement unit is installed, the charge indicator lamp remains lit even though it seems to be charging fine. If you look at the wiring diagram for a 2000 Civic DX, for example, you’ll see that the indicator light circuit goes through the underdash integrated control unit, and, on a U.S. model, there is a device called the Electric Load Detector (ELD). So, it’s easy to see how some techs could get lost after they install a quality remanufactured alternator, only to have the light stay on (more on this later). Looking at a later-model wiring diagram may be even more daunting. Using a 2005 Civic DX as an example, while all the same components are included, all the alternator control wiring is now passing through the ECM for better

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[ HondaFeature control and diagnosis. Getting back to our charge indicator lamp, there are numerous reports (and based on our experience) that the best route is to use only an OEM rebuilt alternator.

ELECTRICAL ISSUES

In recent years, we’ve had good luck with high-quality aftermarket units on most models, except for on the CRV and the Element.

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ELECTRIC LOAD DETECTOR Back to the ELD we mentioned earlier, this simple device located in the fuse box monitors the vehicle’s electrical load and improves fuel mileage by turning off the alternator when loads are low. Don’t confuse it with the internal voltage regulator in the alternator. The ECM on late-model computer-controlled cars will send reference voltage of approximately 4.5 volts to the ELD unit, then the ELD will pull this voltage down depending on the load. With no load, there will be about 3.5 volts on the signal wire telling the ECM to ground the control wire (terminal 2 white/green wire) at the alternator/regulator, and turn off the alternator without turning on the dash charge indicator. As the load increases, the reference signal is pulled lower toward one volt, informing the ECM to stop grounding the control wire and let the alternator charge as needed. The ELD system will set a P1297 or P1298 code, “ELD circuit low or high voltage,” pointing to the reference voltage. There have been TSBs regarding these codes, discussing reflash cures and some rare ECM problems, but our experience has been with the ELD units going bad. They are inexpensive and simple to replace, so we always start by replacing the ELD unit. If all else fails, and you still suspect a problem with the ELD, you can remove the control wire

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ELECTRICAL ISSUES

HondaFeature]

enhanced scanner, it should be hooked up already, so you can see the commanded charge rate versus actual output, along with additional codes and information that will help with your diagnosis.

from the alternator plug, taking the ELD out of the system, which will allow the charging system to function as normal. Be sure to clear the codes after the test. Keep in mind how the ELD system works as you’re checking the voltage output of the alternator. The first step for many of us when a car is brought in with a charging problem is to charge and test the battery. On Hondas with a fully charged battery, you won’t see any alternator output unless you introduce a load by turning on the headlamps, blower motor and rear defrost. On some models, charging is delayed for a few minutes after startup as the idle stabilizes; just be patient and remember to create a load. Also know that the ELD won’t detect loads that are attached directly to the battery. With Hondas being so popular with the enthusiast tuner crowd, check for aftermarket sound equipment and video screens that may be overloading the stock alternator, causing it to overheat. An alternator failure will cause the battery to run down and go dead, so be aware that these accessories will affect the charging system. If you have access to an

You shouldn’t have any problems with the nuts and bolts of alternator replacement. Do not guess on the labor; rather, always refer to your service information, as some models will require

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[ HondaFeature

ELECTRICAL ISSUES

The ELD unit is easy to acess in the underhood fuse box.

more time to access the unit. While these jobs are well suited for less-experienced techs, good work habits need to be emphasized. This is certainly the time to replace a worn serpentine belt, as well as to check tensioners and pulleys for function and noise, and take a close look as the crank pulley for separation on high-mileage cars. Last, but not least, be sure the alternator mounting brackets are tight and the mounting surfaces are clean in order to provide a good path to ground. While not a common problem, there are reports of ECMs being damaged by surges created when the alternator grounds are lost.

LET’S GET ‘STARTED’ When it comes to the starting system, Honda uses a simple and very reliable strategy. Still using the 2005 Civic DX as an example, the ignition switch gets its power from the load circuit of the previously mentioned ELD, protected by fuses 19 and 20. When the key is turned to the start position, cur-

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rent is sent to the control (and currently open) switch circuit in the underdash fusebox-mounted starter cut relay. The relay control winding is grounded by either the automatic transaxle-mounted range switch or the clutch pedal interlock switch on manual transmission cars. With a complete circuit on the control side, the switch side is closed, sending current to the solenoid. The GX models use an additional relay after the cut relay, functioning the same as the cut relay with the control circuit grounded by the ECM. After working on thousands of Hondas over the years, I can’t say we’ve ever seen a problem related to the starter control circuit. We have seen problems with ignition switches where the car will start and stall, but it’s not a no-crank issue. The most common starter problem is bad starter contacts. We should all be familiar with the symptoms — turn the key and you’ll hear one heavy click as the solenoid pulls in, but the worn contacts prevent the starter

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ELECTRICAL ISSUES

The ELD unit is easy to identify by its nondescript starter. While it’s open from cranking the enreddish-brown color. to debate whether it’s gine. Depending on the necessary to remove the condition of the contacts, manifold, there is no the starter may engage debate that the tech has after a few repeated key to be careful with the cycles. Contacts are readknock sensor if the ily available, but we almanifold is left in place. ways recommend a Plus, it’s not a big deal quality, rebuilt unit to to remove the manifold, ensure a quality repair which will provide easwe can stand behind. ier access to the starter. And if the contacts are This last issue involves both the starting and worn, the brushes can’t be far behind. charging systems. If you have a Civic towed in Diagnosing a no-start problem is as simple as listhat acts like the engine is locked up, before you tening for the solenoid tapping on the dead unit declare the engine to be seized, remove the while an assistant works the key. A higher-tech alternator belt to confirm it is not locked up. The solution is to confirm there is solid battery voltage amount of grip that the serpentine belt provides is at the starter wire with the key in the start position, surprising. that battery voltage is available at the battery cable I hope this illustrates that charging and starting at the starter, and that the battery grounds are intact system problems on the Honda line of vehicles are and clean. not something you should shy away from. If you Like the alternator, starter replacement is do encounter a tough issue, there is plenty of helpstraightforward and should be no problem for a ful information available on the various technician tech at any experience level, but be sure to check websites that will guide you through. I’m sure your labor guide when pricing the job. As an examthey’ll provide good, profitable repairs with few ple, on the Element SUV, it’s recommended that the problems; something any shop would welcome. IC intake manifold be removed to gain access to the

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48,50 Tech Update, TPMS 4/9/14 2:37 PM Page 48

[ TechUpdate

TPMS By Andrew Markel, Editor, Brake & Front End Magazine

Stocking, Selling & Installing

TPMS Sensors And Service Kits Be prepared! Buy an assortment of TPMS sensor service kits. Even if your shop sells only a few tires a week, it pays to stock an assortment of service kits. If you’re installing cloned or programmable sensors, make sure you have service kits for those sensors. Most tire product suppliers have cabinets filled with the kits you’ll need most. Stock replacement sensors. In the past two years, the number of replacement sensor product lines has increased dramatically. This growth and competition has also lowered prices and part numbers to the point that the average shop can stock replacement sensors that cover a majority of vehicles. Every time a stemmounted TPMS sensor is removed from a rim, it must be serviced — no ifs, ands or buts. This goes for sensors ranging in age from six months old to six years old. Bottom line: Do not reuse seals or stems. Always use a new kit. The typical kit includes a nut, valve core, grommets Go to www.ICRapidResponse.com

April 2014 | Import-Car.com

and a valve cap. Each component has a specific function and lifespan that is not only determined by time, but what happens when it’s installed. Never assume that the sensor and stem were not disturbed when a tire was dismounted. By not servicing the sensor, you risk creating a comeback. Never reuse the nut. TPMS nuts are designed with anodized aluminum to eliminate the contact of two dissimilar metals that would create galvanic corrosion and material deterioration. The nut has a bonded lubricant to help provide the proper torque required for seating a new grommet, in addition to engineering advantages. If a nut is reused, the anodized surface may be scratched away and corrosion may occur between the sensor, wheel and stem. The nut may then be impossible to torque to the correct specifications or remove due to corrosion on the threads. Never reuse the seals/grommets. Two grommets seal the sensor and nut to the wheel. The grom-

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TPMS

Tire Pressure Chart

mets conform to the mating surface of the rim. The instant the nut is torqued, it starts to take on the shape of the surfaces it’s sealing against. This memory cannot be erased. If the seal is reused, it could cause a slow leak. Always use a torque wrench. The torque specifications are measured in in.-lbs. and not ft.-lbs. for a reason. As stated, the nut and grommet seals are one-use items. The nuts are made of aluminum and will strip. The hollow stems can take only so much abuse before they break. A leak will not be eliminated by further tightening the nut. The sealing grommets are engineered to work at a specific torque. Any torque above the specified value will cause the seal to leak, and extra force may damage the nut and stem or fracture the sensor body.

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Never reuse the valve stem. Replacing the valve stem core on TPMS sensors prevents leaks. The valve stem is subjected to heat from both the brakes and road, and the elastomeric rubber and plastics degrade over time due to heat. A torque-calibrated driver should be used to tighten the valve core. Always use the valve core that comes in the kit. A TPMS valve core is nickel-plated and prevents galvanic corrosion and ensures the integrity of the primary seal. To prevent galvanic corrosion, never use a brass valve core with an aluminum TPMS sensor. Instead, always use a nickel-plated valve core with an aluminum TPMS sensor. If the wrong valve core is used, accelerated galvanic corrosion could result in the core becoming “frozen” and seized, stuck in the stem and unable to be removed. TPMS valve cores also have special Teflon coating that helps seat and seal the stem. Set the correct tire pressure. Seasonal temperature changes can dramatically alter tire pressure. “Cold” tire pressure, as shown on a vehicle’s tire pressure label, is the pressure in a tire that has been parked outdoors for four hours. Tire pressure drops about 1 psi for every 10º F drop in ambient temperature. Additionally, air escapes the tire and rim naturally, causing as much as a 1.5 psi drop per month. Take extra care when mounting and dismounting tires. When you’re using a tire changer, always be aware of the TPMS sensor location and avoid all possible contact with shovels, bead breakers and tire irons. IC

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ImportTechTips] NISSAN MAXIMA REAR CALIPER CLUNK, RATTLE OR KNOCKING NOISE

Applied Vehicle: 2001-’02 Maxima (A33) Applied Dates: 2001 – All vehicles; 2002 – Vehicles built before Sept. 20, 2001. If a customer with an abovelisted 2001-’02 Maxima complains of a clunk, knock or rattle noise from the rear of the vehicle while driving on rough road surfaces or over harsh bumps, it may be caused by the brake pads moving in the brake caliper housing. A replacement spring retainer kit that consists of replacement pad retainers, inner and outer shims and brake pads is available to address this condition. Service Procedure: 1. Test-drive the vehicle under the conditions described above to confirm the symptoms. Tip: Lightly apply the parking brake while the incident is occurring to verify if the noise is reduced or eliminated. If the application of the parking brake does not reduce or eliminate the noise, this bulletin does not apply. If the application of the parking brake does reduce or eliminate the noise, proceed to step 2. 2. Remove the rear wheels. Then, starting with the left rear: 3. Remove the brake caliper assembly pin bolts (see Fig. 1).

4. Loosen the parking brake cable by removing the parking brake cable bolt (see Fig. 2). 5. Remove the brake caliper assembly to gain access to the brake pad, shim and pad retainer.

Fig. 1

Fig. 2

Warning: Do not allow the brake caliper assembly to hang from the brake hose. Use a piece of wire to hang the caliper from the rear coil spring. 6. Remove the left brake pad, shim and pad retainer. 7. Use Nissan brake cleaner to remove Poly Butyl Cuprysil (PBC) grease and/or brake dust from the torque member (see Fig. 3). 8. Remove the red plastic tabs from one of the replacement pad retainers in the spring retainer kit and install the replacement pad retainer (see Fig. 4 on page 52). 9. Repeat step 8 for the other replacement pad retainer. 10. Install the inner and outer brake pads, outer shim

and new inner shim from the spring retainer kit. Note: Use PBC grease between the brake pad, shim and piston to reduce potential noise. Be sure to put the inner and outer shims in the correct location (see Fig. 5 on page 52). 11. Carefully push the piston back into the brake caliper body. Fig. 3

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[ ImportTechTips Fig. 5 Fig. 4

Warning: Do not try to force the piston back into the brake caliper. Caliper damage may result. 12. Reinstall the brake caliper assembly to its original location. 13. Reattach the left upper and lower caliper assembly pin bolts. Torque the bolts to proper torque specifications — 22-31 Nm, 2.2 – 3.2

Kg-m, 16-23 ft.-lb. 14. Reinstall the parking brake cable bolt. 15. Repeat steps 3 to 14 for the right rear brake. 16. Reinstall the rear wheels. Note: When re-installing the wheels, evenly torque the wheel lug nuts to the proper torque spec. — 98-118 Nm, 10 – 12 Kg-m, 72-87 ft.-lb. 17. Repeat step 1 to test drive the vehicle and verify that the noise is no longer present. Courtesy of Identifix IC

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53-54 Essentials 4/9/14 2:33 PM Page 53

Essentials]

[ ImportTechTips

Brought to you by

Perform Transmission Fluid Service By ‘Severe Duty’ Change Interval

<< When replacing rotors with ADVICS Brake Discs, it’s a good idea to also replace the brake pads with ADVICS Ultra-Premium Brake Pads for optimal control and safety. ADVICS Brake Discs and Ultra-Premium Brake Pads provide OE-precision fit, exact tolerances that ensure immediate and reliable response, even rotor heat dissipation and nonexistent vibration, noise and pedal shudders. Reader Service: Go to www.icRAPIDRESPONSE.com

Improved lubricants have allowed service intervals to extend for many vehicles with automatic transmissions, utilizing “lifetime fluids.” In the past, service recommendations for automatic transmissions were based on time/mileage tied to requirements of new vehicle warranties (2-3 years or 30,000 miles). Lifetime fluid recommendations are now 5-10 years for the life of the vehicle (100,000 miles), unless the vehicle is subjected to “severe duty.” The question that often comes up next: When is it appropriate to perform a fluid service? Taken directly from OEM owners’ manuals, “severe duty” has historically been defined as: • Operation of vehicle when ambient temperature is above 100° F or below 0° F. • Carrying heavy loads or multiple passengers on a daily basis. • High speed highway or interstate driving for extended periods of time. • Driving in hilly or mountainous areas. • Stop and go driving. By definition, most drivers are engaged in severe duty vehicle operation most of the time. The severity and nonstop cold weather of this recent winter is a perfect example of severe-duty conditions that really stress and deteriorate all of the lubricants in a vehicle. The standard recommendation is to cut the recommended change interval (30,000 100,000 miles) in half and perform service based on severe duty (15,000 - 50,000 miles). Most drivers are looking to minimize the cost of ownership and still meet the warranty requirements. Most warranties clearly state that failure to perform routine maintenance will void the warranty. When we service vehicles, we owe it to our customers to qualify their driving habits. We need to advise them if they operate their vehicle in a manner that may require a more frequent service cycle. When we provide the customer with the advice and service they need to maintain their vehicle and OE warranty based on real world considerations, we instill trust, confidence and loyalty. Courtesy of Lubegard. IC

NAPA’s Platinum Filter offers technology for the latest advancements in synthetic oil and performance oil filters. Featuring a host of oil filter innovations, including wire re-enforced, fully synthetic media and an ultra-durable Hydrogenerated Nitrile compound anti-drain back valve (where applicable), this oil filter provides the ultimate protection in the NAPA Family of oil filters. Visit www.napafilters.com for more information. Reader Service: Go to www.icRAPIDRESPONSE.com Reader Service: go to www.ICRapidResponse.com Import-Car.com

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[ Essentials

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Spectra Premium Industries announced its Intercooler offering for automotive and light-duty trucks, which currently comprises 17 models and covers European nameplates such as the Volkswagen Golf, Jetta and Audi. Manufacturers are turning to turbocharged vehicles for improved fuel economy, and turbocharged vehicles require proper cooling from an intercooler. These Spectra intercoolers minimize pressure drop and maximize heat dissipation in order to achieve maximum engine operating efficiency. Reader Service: Go to www.icRAPIDRESPONSE.com

April 2014 | Import-Car.com

Bosch LLC Gasoline Systems Group added 28 new OE-fit oxygen sensor part numbers to its Bosch Oxygen Sensor line. The additions include 10 wideband/AF sensors for late-model Lexus, Subaru, Toyota, Mazda, Suzuki, Land Rover and Audi models, as well as oxygen sensors for Hyundai, Suzuki, Mazda, Audi and more. These are true, direct-fit sensors. Designated exclusive NASCAR Performance products, Bosch oxygen sensors are on every car running in the NASCAR Sprint Cup Series for 2014. Reader Service: Go to www.icRAPIDRESPONSE.com

Genuine Intermotor Import Ignition Wire Sets are unrivaled for quality, coverage and original match. No one provides more extras like factoryinstalled separator clips, anchors, protective looms and trays to keep wires sorted properly and safely. Intermotor ignition wire sets install with ease for exceptional power, performance and extra-long service life. www.IntermotorImport.com Reader Service: Go to www.icRAPIDRESPONSE.com

Federal-Mogul’s MOOG Steering and Suspension brand has introduced dozens of additional part numbers, including 14 new MOOG R-Series control arm assemblies, six ball joints, four link kits and a variety of other components. Six of the new MOOG parts are the first available in the aftermarket for their respective applications: Sway bar bushing for 2006-‘13 Land Rover Range Rover Sport, and lower front ball joints for 1998-2000 Lexus LS400, 1999-2001 Honda Prelude and 2008-‘13 Audi TT Quattro and 2008-‘09 TT. Reader Service: Go to www.icRAPIDRESPONSE.com

Delphi Product & Service Solutions announced 28 new fuel modules and pumps to its fuel management portfolio covering more than 4.4 million vehicles built from 1990 to 2013, including Audi, Volkswagen, Volvo, Nissan and Honda applications. Delphi fuel pump and module assemblies are designed to withstand harsh alcohol fuel blends and provide dependable, long-lasting performance, quick pressure rise and quiet, efficient operation. Reader Service: Go to www.icRAPIDRESPONSE.com Reader Service: go to www.ICRapidResponse.com

55 rapid response IC_April_Layout 1 4/9/14 2:36 PM Page 55

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April 2014 | Import-Car.com

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April 2014 | Import-Car.com

56-59 Classifeds IC_April_75-79 UHS May classifieds 4/10/14 9:50 AM Page 59

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[ ImportInsights

Mercedes-Benz Mercedes-Benz posts bestever February sales month Mercedes-Benz USA reported sales of 24,971 across the Mercedes-Benz, Sprinter and smart model lines, a 3.8% increase over February 2013, making it the highest volume on record for the month. February sales for the Mercedes-Benz brand were led by the C-, E- and M-Class model lines. The sporty C-Class, which enters a new generation for the 2015 model year arriving this fall, came in first at 5,621 units, followed by the E-Class with sales of 4,271.

Sneak peek at the C-Class Optimized drivetrain The 7G-TRONIC PLUS automatic transmission has undergone further development at Mercedes-Benz in the interests of enhanced environment-friendliness and driving pleasure. The 4MATIC permanent all-wheel-drive system serves to improve traction and driving stability in the C-Class, too, while additionally underscoring the vehicle’s refined sportiness.

Air suspension innovation

Apple’s ‘Car Play’ makes debut in C-Class Mercedes-Benz will be the first German premium automotive manufacturer to bring Apple’s “CarPlay” infotainment system based on the iPhone into cars. How the system operates in vehicles is being demonstrated by Mercedes-Benz in a new C-Class at the Geneva Motor Show.

April 2014 | Import-Car.com

The new C-Class is the first vehicle in its segment that can be fitted with an air suspension (AIRMATIC) on the front and rear axles. Its electronically controlled, continuous variable damping at the front and rear offers outstanding road roar and tire vibration characteristics, even with the vehicle loaded. The driver can use the AGILITY SELECT switch to choose between the various characteristics: “Comfort,” “ECO,” “Sport” and “Sport+.” The additional “Individual” option enables drivers to configure their vehicle according to their own wishes. AIRMATIC also features allround self-leveling for optimal ride comfort, even when the vehicle is loaded. The new C-Class also comes with an electric parking brake as standard. This brake is released automatically when the driver ends parking mode with the aim of moving off.

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