ImportCar, January 2014

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Front Suspension Noise

January 2014

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MAGAZINE

❯❯ GDI Diagnostics

Front Brake Groan

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Volkswagen Mileage-Based Maintenance

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CONTENTS 18

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Publication

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Volume 36, No. 1

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Diagnostic Solutions:

Volkswagen Feature:

Tech Update:

Direct Fuel Injection Systems

Mileage-Based Maintenance

The Year in Ride Control TSBs

Import Specialist Contributor Gary Goms takes a deep dive into the configurations, operating issues, safety concerns and diagnostics of gasoline direct injection engines. Just how far has the technology come?

Goms explains.

Routine schedules are key for capturing unperformed maintenance work, says Import Specialist Contributor Bob Howlett. Take a look at these VW and Audi maintenance schedules to make sure you and your customers stay ahead of service issues this winter.

If you’re trying to resolve suspension, ride control and air ride problems, Technical Service Bulletins (TSBs) can lead you down an established diagnostic path that has been constructed by technicians and engineers. Here are the top seven ride control TSBs from 2013.

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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DEPARTMENTS Columns

Publication

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6 Editor’s Notebook Contributing Writers Bob Dowie, Village Auto Works, Chester, NY

8 News Update

Gary Goms, formerly of Midland Engine Electronics & Diagnostics, Buena Vista, CO Bob Howlett, The Swedish Solution, Orange Village, OH

13 Gonzo’s Toolbox

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

33 Import Tech Tips 6

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

41 Essentials (New Products)

Steve Louden, Louden Motorcar Services, Dallas, TX

43 RAPID RESPONSE

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Frank Scandura, Frank’s European Service, Las Vegas and Henderson, NV Joe Stephens, Stephens Automotive, Palatine, IL

44 Classifieds

John Volz, Volz Bros., Grass Valley, CA

48 NASCAR Performance

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IMPORTCAR (ISSN 1069-4714) (January 2014, Volume 36, Number 1): 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.

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[ Editor’sNotebook

By Mary DellaValle|EDITOR

New Year, Clean Slate Fresh Start Requires Reflection & Rethinking

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You are providing more than just vehicle repairs. You’re selling a vehicle repair “experience” — from the moment the customer drives into your parking lot, walks through the front door and is greeted by you or the service advisor, to the time he/she pays the bill, and everything that takes place in between. So think

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t the beginning of a new year is an ideal time to reflect on what has worked in your business and what has not, and to think about ways to do things differently to achieve bigger and better results.

What specific things would you like to improve? What changes can you make to boost shop productivity and profitability?

Here are a few key business-building ideas that will pay huge dividends for your shop in the New Year.

Don’t become complacent. Think outside of the box.

Come up with a new marketing plan. Create a unique customer perk. Look for ways to give your shop a facelift, even if it’s merely a fresh coat of paint.

You must take steps to keep your shop top of mind when your customer’s vehicle is in need of the next repair.

Mary DellaValle, mdellavalle@babcox.com

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Give credit where it’s due. Your techs’ expertise allows your shop to deliver quality, professional repairs and build customer trust and confidence in your shop. Their commitment to training elevates their skills and helps build your shop’s — and our industry’s — image. So let your techs know how much you appreciate all

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Let your techs know how much you appreciate all they do, and that their daily contributions at the shop are recognized as being a vital part of its success.

about changes you can make to elevate customer “first impressions.”

Don’t take customers for granted. Once you get them in your shop, you need to re-earn their business with every subsequent repair. Your reputation is riding on the quality and effectiveness of every repair. Each part of the service experience should reflect quality, service excellence and professionalism to ensure that customers return to your shop with confidence and commitment — time and time again.

they do, and that their daily contributions at the shop are recognized as being a vital part of its success.

Speaking of recognition, the National Institute for Automotive Service Excellence (ASE) has been honoring the best of the best in our industry for more than 40 years.

Last November, 45 automotive professionals were recognized at ASE‘s Fall board meeting. The annual awards banquet spotlights top scorers on the ASE Certification tests.

See page 8 of this issue for more details and to meet the honorees. IC

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[ NewsUpdate 45 Technicians Honored at ASE Annual Meeting Forty-five automotive professionals were recognized Nov. 20, 2013, at the Fall board meeting of the National Institute for Automotive Service Excellence (ASE) held at the Fairmont Hotel in Newport Beach, CA. The annual awards banquet spotlights top scorers on the ASE certification tests. Thirty-eight different companies from both OEM and aftermarket segments sponsored the individual technician recognition awards in the Auto, Truck, Collision and Parts categories, along with three instructor awards. In addition to looking for top scores on ASE tests, award sponsors examine on-the-job excellence, community service and other factors when selecting honorees.

“ASE has been honoring the best of the best in our industry for more than 40 years, and this year we recognized 45 outstanding individuals from all across the nation,” said Tim Zilke, ASE president and CEO. “We couldn’t do this without the support of our many award sponsors, whose ranks include some of the best-known names in the industry. Their commitment to excellence is reflected in the talented individuals we recognize each year.”

For more information about ASE, visit www.ase.com.

2013 ASE Technician Award Winners Front row (R to L): Jeff Miller, John McKeage, Cass Pujol, Steve Keeney, Bill O’Hara, Ronnie Bush, Jerry Bisbee, Carl Hader. Second row: Bruce Nelson, Chris Cargill, Scott Chaney, Roger Christopher, SrA Chad Cassidy, Terry Sparks, Brad Stump, Dave Ellingsen, Rick Edgar.

Third row: Steve Urich, Kevin Collins, Bob Phipps, Rob Brennan, Chuck Stockton, Kurt Wegner.

Fourth row: Bill Cochran, Jeremy Hockett, Lloyd Koppes, Mark Hunter, Larry Willis, Skip Meserve, James Larson, Mike Gerhart .

Fifth row: Andy Dziduch, Chris Gorman, Greg Sampley, Keith Warner, Tim Ehrhart, John Flieger, Dana Haglin. Last row: Brian Wiggins, Joe Tuholski, Lenny King. *Not pictured: Dave Benkert, Jerry Denaple, Marlon Gonzalez and Butch Sarzynski.

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[ NewsUpdate Airtex Fuel Delivery Systems Announces A Lifetime Warranty Airtex Products, L.P., has announced that all of its electric fuel pumps and electric fuel pump assemblies are now backed by a lifetimelimited warranty.

Headquartered in Lake Forest, IL, Airtex Products, L.P., is a U.S. automotive aftermarket manufacturer of fuel delivery products.

Airtex designs and builds modular reservoir assemblies, electric fuel pumps, in-tank sender and hanger assemblies, and mechanical fuel pumps for a full range of car, truck, fleet and specialty vehicles.

“We fully stand by our products,” says J. Brett McBrayer, president of Airtex Fuel Delivery Systems and ASC Industries. “We felt it is now time that we had a warranty that reflected this confidence. We wanted to show that there was still a reason to choose a quality product; one backed 100% by the manufacturer.”

Federal-Mogul Selected as ‘Channel Partner of the Year’ by Aftermarket Auto Parts Alliance The Federal-Mogul Vehicle Components Segment was selected as 2013 Channel Partner of the Year by shareholders of the Aftermarket Auto Parts Alliance (the Alliance), marking the fifth time Federal-Mogul has been honored as the top manufacturer serving the Alliance, which is the source of quality products and services for more than 2,200 parts stores and over 3,000 certified auto service centers across North America.

The 2013 award is based on Federal-Mogul’s exceptional performance in several key business areas, including product availability, customer support, training, marketing programs and field sales support.

“Federal-Mogul and the Alliance are channel partners in every sense of the term — our teams collaborate on a daily basis to help drive sales, efficiency and bottom-line value for every Alliance shareholder and the thousands of customers they serve,” said Roy Kent, vice president, program distribution, Federal-Mogul VCS. “This award is a source of tremendous pride for our entire organization.”

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[ NewsUpdate Federated Accepting Nominations for ‘Shop of the Year’ Federated Auto Parts is now accepting nominations for the 2014 Federated Shop of the Year.

Nominated shops will be evaluated on a set of criteria established

by Federated and found on the Shop of the Year nomination form.

Shops may be self-nominated or nominated by others. The winning shop owner and guest will be awarded a three-night, four-day all-expense paid trip to Phoenix as Federated’s guest at the 2014 Federated National Meeting, receiving special recognition during the Federated awards banquet.

“The response to the Federated Shop of the Year program has been terrific from the start and we are looking forward to selecting our next winner,” said Phil Moore, senior vice president for Federated. “Choosing only one shop is a real challenge since there are so many highly qualified shops around the country. If you know of a shop with knowledgeable, professional service technicians, superior service and repairs that result in very satisfied customers, and active community involvement, that shop could be the next Federated Shop of the Year.”

Last year’s winner, Weathers Motors, Inc. of Media-Lima, PA, was nominated by Federated member Berrodin Auto Supply. As the winning shop owner, Larry Weathers III accepted the award on behalf of Weathers Motors.

“There are worthy shops nationwide and the Federated Shop of the Year program is a wonderful opportunity to recognize the best of the best, like Weathers Motors,” said John Berrodin, president of Berrodin Auto Supply. “I encourage anyone who has experience with a shop that meets the Shop of the Year program criteria to nominate that shop for this prestigious honor.”

For more information or to nominate a shop, visit Federated Auto Parts at www.federatedautoparts.com/ShopOfTheYear.aspx. IC

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

Automotive M.D. What If Insurance Covered Repairs?

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hese days, the demand for expertise of a practicing doctor and a technician on the job continues to accelerate.

While a technician doesn’t need a degree to repair cars, he might as well have one with the speed at which the automobile has evolved and the vast amount of knowledge that’s required to fix today’s vehicles.

So, with all of its professionalism and prestige, the automotive repair industry is sometimes portrayed in a negative light on the news, and this really bothers me. There always seems to be some repair shop that has botched a job for a customer on the 10 o’clock news. The story is such that the customer is looking for sympathy and the news reporter is doing his part by detailing a fouled-up vehicle repair.

Yet you hardly hear a thing on the news about someone getting overcharged or wrongly diagnosed at the physician’s office.

There are other comparisons to think about.

When a doctor is having trouble diagnosing a patient, he or she will refer him to a specialist. It sounds just like what we do in the auto repair industry, doesn’t it? The big difference is, the first doctor is still going to send you a bill. Then again, if we send a job to a specialist, we very seldom get paid for the time that we’ve already invested into the customer’s vehicle. Maybe if technicians had an “AD” (Automotive Doctor) at the end of their title, things might be different

and we’d get the same sort of respect (something to thwart those inexperienced wrench-benders who are only out to take people’s money and do subpar work on a customer’s car — which degrades the entire industry).

I get calls all the time from people wanting to know how much it will cost to fix their car. All they want is an over-the-phone estimate. Since I mainly do electrical repair, rewiring a complete car is nothing new for me, although giving an estimate over the phone is another matter

Scott “Gonzo” Weaver, gonzostoolbox.com Import-Car.com

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altogether.

Now, how does that work if I call a doctor for an estimate? Can there be a price difference between doctors? Should I question him on what he is charging based on what the physician down the street is charging?

Should I tell the doctor that “so and so” worked on it before?

From what I gather, it’s an insult to ask a doctor about price, other than the cost of an office visit (of course, there are those unmentioned fees that always seem to crop up when the final bill comes in). Insult or not, I find it rather amusing that there is such a difference in prices from hospital to hospital, and “Joe Public” doesn’t have a clue or seems unconcerned about it beforehand or during the “procedures.”

Then you get into the issue where Joe Public will attempt to repair things himself. This unprofessional approach is probably the same thing a doctor runs across when someone tries to use the Internet to diagnose his or her ailment, only to have it end up as an entirely different problem.

Yet they still won’t ask the

doctor “How much?”

Of course, when the bill shows up in the mail, their chin drops to the floor as they gasp at the cost. I wonder if a doctor has ever gotten a call from a client saying that their prices are way too high compared to the last doctor they went to?

While it may be a weak analogy, I’m trying to point out how consumers tend to be more focused on cost vs. satisfaction when it comes to automotive repair vs. physician services. So, maybe it’s a good thing that people ask me how much a repair will cost. At least then, it’s not as much of a shock to their pocketbook or to their physical health.

I’ve got to hand it to the medical profession, insurance companies and the like. They all manage to make a buck on everyone who’s in need of assistance. Too bad we can’t get the same kind of coverage on a car.

I’m not talking about extended warranties or some aftermarket company that would cover certain aspects of auto repair. I’m talking about a real “health insurance policy” for vehicles.

I doubt too many people would call me up asking for prices on repairs then. Instead, the caller would most likely say, “It’s covered; I’ve got great insurance…just get it done.” IC Import-Car.com

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[ DiagnosticSolutions

DIRECT FUEL INJECTION

By Gary Goms, Import Specialist Contributor

For veteran technicians, it’s no wonder that the internal combustion engine (ICE) has been pronounced “dead” on more than one occasion. After having gone through the gas turbine craze during the early 1960s and the rotary engine fad of the 1970s, it comes as no surprise that we’re witnessing still another resurrection of the reciprocating internal combustion engine in the form of gasoline direct fuel injection.

Fast-forwarding past throttle body and multiport fuel injection, we’re now looking at gasoline direct injection (GDI) systems, combined with ancillary developments like turbocharging, variable valve timing (VVT), variable cylinder displacement and advanced combustion chamber design, as the working model for current gasoline engine technology.

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[ DiagnosticSolutions WHY GDI WORKS Most of us are familiar with fuel and spark mapping in conventional engines in which spark advance and air/fuel (a/f) ratios are continuously modified to meet different engine load and speed conditions. The difference between GDI and conventional fuel injection systems is that GDI systems can use different operating modes to inject gasoline directly into the engine’s cylinders. Although the terminology among manufacturers might differ, the various modes can include power, homogenous, stratified, homogenous stratified and homogenous lean among others.

To better understand, let me describe several of the above modes. Since most GDI systems use at least a 10:1 compression ratio, the power mode is slightly richer than normal to cool the combustion chamber and dampen any tendency to detonate. The homogenous mode, as the name implies, indicates that the a/f mixture is evenly distributed throughout the combustion chamber at a 14.7:1 ratio.

In contrast, the homogenous stratified charge consists of a lean a/f mixture being injected into

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the cylinder, followed by a rich a/f mixture located at the spark plug. The rich a/f mixture is easily ignited by the spark plug and follows its function of igniting the lean a/f mixture. Due to the boundary layer of air along the surfaces of the combustion chamber, the lean a/f mixture tends to burn more completely than in port-injected engines.

Keep in mind that not only can various “layers” of the a/f mixture be controlled, the timing and duration, and even the number of injection periods per combustion cycle, can be controlled by the PCM.

GDI CONFIGURATIONS Because gasoline direct injection was popularly introduced during the 1990s, the configuration of any GDI system will vary according to age and application. Nevertheless, as an overview, the heart of the GDI system is a low-resistance conventional magnetic solenoid injector or a piezoelectric fuel injector, a high-pressure mechanical fuel pump, a contoured combustion chamber and a modern air/fuel ratio sensor.

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In contrast to the magnetic solenoid injector, the piezoelectric injector is composed of crystal wafers. When the wafers are electrically energized, they expand to produce the high mechanical pressures needed to open the injector pintle valve under 2,000 psi of fuel pressure. These crystal wafers are stacked in the GDI fuel injector so that they can nearly instantaneously pull the injector pintle valve open to admit fuel to the cylinder. Due to their design, operating voltages can range up to 90 volts at 15 amperes of current flow. Nozzles vary in

DiagnosticSolutions]

design to ensure that the stream of fuel entering the cylinder conforms with the shape of the combustion chamber.

The high-pressure mechanical fuel pump, which is driven by one of the engine’s camshafts, is supplied by a conventional, single-line, in-tank pump. Fuel pressure on the mechanical pump is usually controlled by a pulse-modulated bypass solenoid mounted on the pump body.

Since direct fuel injection requires high fuel pressures to overcome combustion pressures

created in the engine’s cylinders, a typical high-pressure fuel pump can produce in the neighborhood of 2,000 psi maximum fuel pressure, depending upon operating conditions. Fuel pressures are monitored by a high-pressure sensor located in the fuel rail and a low-pressure sensor located in the fuel supply line.

Modified combustion chamber design is another major feature of GDI systems. Keep in mind that the injector can be positioned in the center or to the side of the combustion chamber or against the cylinder wall. Center-

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[ DiagnosticSolutions

DIRECT FUEL INJECTION

Application-specific motor oil is becoming a fact of life in automotive service and some state governments are now requiring that motor oil specifications now be recorded on repair orders. So, once again, we can stay out of trouble by paying attention to the details. mounted injectors can use a cuplike recess in the piston to shape and contain the incoming fuel charge.

Similarly, side-mounted injectors can use channels and recesses in the piston head to help shape the incoming fuel charge. And, since the stratified

or “lean-burn” modes can drastically increase piston temperatures, many GDI engines have oil nozzles mounted in the crankcase, underneath the pistons, to cool the piston domes.

Some systems also use a tumbler flap mounted in the intake port to help direct the air charge

into the cylinder in various modes. More unique to GDI systems, the cooling effects of injecting fuel directly into the engine’s cylinders allows engineers to use 10:1 to 13:1 compression ratios. Last, because a/f ratios can become very lean, the now-familiar wide-band a/f ratio sensor must be used to monitor exhaust stream gases.

ADVANCED OPERATING STRATEGIES

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By itself, GDI is a refinement that provides better fuel control and combustion efficiency. But when combined with variable cylinder displacement, variable valve timing and turbocharging, GDI might be revolutionizing current engine technology. The most important point in modern engine technology is that engineers are now increasing combustion efficiency by using variable displacement engines to reduce pumping losses.

They accomplish this by reducing the intake manifold vacuum and simultaneously increasing cylinder running compression at idle and low-throttle openings.

To illustrate, disabling three cylinders on a typical V6 engine

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[ DiagnosticSolutions requires an increase in throttle angle to supply air at a lower intake manifold vacuum to the remaining three cylinders. Since there is less torque because the engine is no longer running as a vacuum pump, the engine produces more power. In addition, the running compression pressure on the remaining cylinders is now increased at idle and, therefore, tends to burn the a/f mixture more efficiently in the operational cylinders.

As you might suspect, a high-compression GDI engine running at relatively high combustion temperatures and higher compression ratios tends to produce higher levels of nitrogen oxides (NOX). Some GDI engines, like Mazda’s SKYACTIV engine, use VVT to help reduce NOX production by changing the valve timing to more effectively manage the engine’s running compression. In some applications, changing the exhaust camshaft timing during the valve overlap cycle can produce an EGR effect by allowing a small volume of exhaust gas to enter the cylinder on the intake stroke.

Lastly, improvements in turbocharging systems, such as variable vane technology, have reduced the “turbo lag” that characterized earlier systems. Turbocharging has also allowed engineers to reduce rotating friction by reducing engine displacements. So the current trend, or “revolution,” in engine design has combined GDI with ancillary developments like turbocharging, VVT, variable cylinder displacement, advanced combustion chamber design and modern a/f ratio sensors to produce small displacement, worldclass engines that can be used in a variety of vehicle platforms.

SAFETY ISSUES High-pressure direct injection poses some unique

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safety issues. Because any liquid pressurized to 2,000 psi can literally cut like a knife, a technician should be mindful that recommended safety procedures must be used to bleed off the extremely high fuel pressures present in the injector rail. Some manufacturers recommend disabling the fuel pump with the bi-directional controls included with most scan tools, then starting and running the engine until it stalls. Other manufacturers prefer alternate methods, so it pays to research applicable service information before attempting to diagnose or repair any GDI system.

Due to safety issues, manufacturers require that all O-rings and most high-pressure steel fuel lines be replaced with original equipment (OE) if removed for injector replacement or any related service repair.

OPERATING ISSUES The problem of carbon accumulating on the intake valve seat is unique to direct fuel injection because the injected gasoline no longer washes carbon deposits from the intake valve seats. Most of the carbon deposited on the intake valve seats originates from the exhaust gas recirculation (EGR) and positive crankcase ventilation (PCV) gases passing through the intake valve into the combustion chamber. (See the article “Direct Injection Issues & Carbon Deposits,” in the September 2013 issue of ImportCar.) Thanks to compression leakage around the intake valve, the resulting carbon accumulation eventually results in a troublesome misfire problem on all cylinders. The most severe cases require removing the cylinder heads to clean and resurface the valve seats.

The other major problem is wear in the camshaft-

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[ DiagnosticSolutions driven, high-pressure fuel pump, also described in the “Direct Injection Issues” article. Some of the wear problems are caused by problems with the metallurgy, while others are caused by using the incorrect motor oil, most particularly in European applications. Application-specific motor oil is becoming a fact of life in automotive service and some state governments are now requiring that motor oil specifications now be recorded on repair orders. So, once again, we can stay out of trouble by paying attention to the details.

Another, more complex, issue is low-speed pre-ignition (LSPI).

Toyota, in particular, has found that engine oil volatility can become a factor in producing LSPI in small displacement, turbocharged, GDI engines. In brief, oil volatility concerns the actual temperature at which the oil begins to turn from a liquid into a vapor. Engineers have discovered that a very small droplet of oil passing through the piston rings and vaporizing at the edge of the combustion chamber in a GDI engine can spontaneously ignite, which can cause mechanical

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damage by upsetting the carefully managed combustion process used in GDI engines.

DIAGNOSTICS While the above text is by no means a comprehensive coverage of direct injection diagnostic and service procedures, it should provide an overview of the issues that the typical diagnostic technician might be confronted with in the near future. As mentioned earlier in “Advanced Operating Strategies,” it should be apparent that some of our traditional diagnostic strategies, like testing the intake manifold vacuum as a mainstream diagnostic method, might become obsolete. Similarly, while some advanced techs have used their labscopes to record fuel injector waveforms on GDI engines, I’m not sure that will work as a diagnostic strategy in the world of variable fuel injection modes.

Thanks to the increased computing capacity of modern engine control modules (ECMs), the diagnostic process is becoming more reliant on scan tool diagnostics. Look for evolving operating strategies that might eliminate various driveability symptoms by compensating for miscalibrated or failed sensors.

Look also for more DTCs covering an even wider latitude of circuit failures. Above all, remember that the only constant in the world of modern technology is change itself. IC

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[ VolkswagenFeature

MAINTENANCE MINDSET

By Bob Howlett, Owner, The Swedish Solution www.swedishsolution.com

Routine Maintenance Schedules Help You Capture Unperformed Service Work he cold snap that hit most of the country in early January was the onset of one of the coldest winters most states have seen in years.

And since cold weather can have adverse effects on vehicle systems, you probably experienced an influx of customers whose vehicles were towed in with dead batteries, or ones that were flooded due to ignition systems that could not fire the fuel. How many of those could have been prevented if a little maintenance was done to the vehicle before the foul weather hit?

We’ve all had those preventive maintenance conversations with customers, but has a customer ever asked you to replace something that didn’t test bad? I had a customer tell me to replace a battery that was barely four years old and it was a 75month battery. I told him that the battery tested fine and the charging system was working well.

That’s when he said something that I now say to my customers almost every day. “You don’t wait until you run out of gas before you put gas in, right? Why would you wait until your battery died to put a new one in?” He went on to say if the battery died it would be at the most inconvenient

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time possible, like when he needed to pick up his daughter from school or when he was supposed to be at a meeting at work. I share that story with my customers frequently and, as a result, I seem to be doing a lot more scheduled maintenance.

Let’s look at some VW and Audi maintenance schedules and see what we may have been missing that could help our customers avoid costly tows and generate some additional revenue for our efforts.

So here goes. Why is it that even though we’ve experienced many advancements in oil technology, we see more oil-related failures than we used to see? For example, VW and Audi 1.8L turbos that are sludged up, as well as Saab 2.3L engines, and Volvo breather assemblies that get plugged. We are seeing oil-related problems on many cars due to extended oil change intervals.

VW and Audi recommend 5,000-mile oil change intervals, which are adequate. It’s up to us to sell customers on the benefits of using full synthetic oil so when they go over that 5,000-mile mark by 3,000 or 4,000 miles, it won’t be too detrimental to the engine.

29 MAHLE IC 1/14/14 11:31 AM Page 29

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[ VolkswagenFeature INSPECTION SHEETS Remember that old “pay me now or pay me later” commercial? It still applies, especially at our

shop. Included with every oil change is a safety inspection. We are a AAA-approved shop and we use its inspection sheet to find other needed work on our oil

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January 2014 | Import-Car.com

MAINTENANCE MINDSET

change services. Inspection sheets ensure all vehicles receive the same checks every time. Belts, hoses, brakes and fluids are just a few things we inspect. Don’t forget to measure the tire tread.

What might be fine for summer is not OK for winter. And, it seems to me that for as long as I’ve been working on cars, most people will buy tires from the first person who recommends they are in need of new tires. Be prepared to quote good, better, best options when it comes to tires because our customers really like choices.

Minor services are due every 20,000 miles. In addition to the oil change service, cabin air filters are replaced, as needed.

Many customers don’t see the need for the cabin air filter and just as many don’t even know their vehicles are equipped with one. But, after explaining that all the air they breathe enters the car through that filter, objections to the added cost are minimal.

The safety inspection we provide is a more detailed check of key vehicle systems. A full charging system check and battery check are completed and, if possible, we’ll check the individual cells of the battery. If the electrolyte levels differ by more than 50 points, we’ll recommend a new battery. Remember, you don’t wait for your car to run out of gas before putting more in, do you?

Don’t forget to check your labor times on battery replacement.

Some are easy to replace, but some vehicles require 0.2 to 0.4

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hours. In the VW Touareg and more than one Audi, however, the batteries are located inside the car and book time is one hour.

We not only check the coolant level and condition, but also take the time to pressure-check the system and check for any leaks. VW and Audi have a lot of plastic coolant flanges, fittings and covers that can crack, with O-rings that can start leaking, and many are not very accessible.

Even if the check engine light is not on, we’ll interface with the engine management system and check for stored trouble codes on every service. We don’t bill for reading the codes and our customers love us for that. After we pull the codes, we’ll recommend some diagnostic tests for which we apply a charge.

It seems that customers are very willing to pay for diagnostic time to pinpoint a problem if we explain what the codes are and why we need to run the tests. We used to get a lot of resistance when they asked how much it would cost for us to look at the check engine light, and we answered $93. (Customers insist that because AutoZone does it for free, it couldn’t take that long, right?) If you pull the codes for free, but then bill for the necessary tests to diagnose the problem, you won’t get nearly as many objections to the added diagnostic charges.

The majority of the 20,000-mile services for most vehicles call for 1.5 to 2.0 hours, depending on the year and model. We bill 2.0 hours on every car and sell the benefits of all the extra services we provide.

We perform the major services between 40,00075,000 miles, depending on the year and model.

Most VW and Audi models prior to 2005 require

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[ VolkswagenFeature the major services to be done at 40,000 miles. The maintenance intervals on later-model VWs and Audis vary, so check your vehicle repair information system or the owner’s manual to determine exactly what’s required. It seems that even the same engine will call for different spark plug change intervals (ranging from 55,000 miles to 60,000 miles to 75,000 miles), depending on whether it’s in a VW or an Audi.

We like to keep it simple for our customers.

Because our weather allows us to use the “severe service” intervals, we recommend the major serv-

MAINTENANCE MINDSET

signal that the breather assemblies are not working properly. The newer cars are no different. Check closely and you may find broken breather hoses under the intake. Because of the labor involved, we’ll replace the breather valve and related hoses when making the repair. There are VIN# splits, so have the VIN# ready when looking up the proper parts.

When properly maintained, most cars will last more than 200,000 miles. If we educate our customers on what their vehicles need to run at their peak, and develop a maintenance schedule so they’re inspected a couple times a year, there won’t

{

It seems customers are very willing to pay for diagnostic time to pinpoint a problem if we explain what the codes are and why we need to run the tests.

ices be performed at 60,000 miles on the newer cars. In addition to everything that’s checked on the minor service interval, the spark plugs and air filter are also replaced.

The transmission fluid checks require the transmission to be at a specific temperature and it needs to be monitored with a scan tool, so keep that in mind when quoting the services. Transmission fluid and filter changes can also vary depending on what transmission is in the car, so we price those separately. The same principle applies to brake fluid and coolant flushes. Our recommendation is every two years on brake fluid flushes and coolant flushes every four years or 100,000 miles.

RELATED SERVICES When performing vehicle inspections, it’s relatively common for us to find other necessary work. As an example in the older vehicles, the plastic breather tubes would crack and the suction pumps would fail, so we always double-check for oil leaks that may

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be many repair surprises that catch them off-guard.

It’s less expensive in the long run to maintain a car than to buy a new one.

More than $18 million of unsold service work passes through our shops every year, and I decided long ago that I wanted to tap into the profit center.

Convincing our customers of the value of preventive maintenance is as easy as asking them, “Why would you wait to run out of gas before you put more in?”

Give it a try and you’ll be pleased with the results. IC

Bob Howlett joined the Swedish Solution crew in 1985 and bought the business 10 years ago. Bob is an ASE-certified Master Technician and is an L1 Advanced Level Specialist. The Swedish Solution specializes in Saab, Volvo, VW and Audi, but it employs four ASE Master Technicians who can service all makes and models.

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ImportTechTips] SAAB SNAP OR POP NOISE ON TURNS FROM THE FRONT SUSPENSION

Models: 2003-’11 Saab 9-3 Sedan 2004-’11 Saab 9-3 Convertible 2006-’11 Saab 9-3 Combi

Reinstall per WIS path 9440/Front Suspension/Adjustment-Replacement/Wheel Hub Front, carefully providing necessary clearance between the backing plate and its components.

The following diagnosis might be helpful if the vehicle exhibits the symptom(s) described in this bulletin.

Condition/Concern: A customer may complain of a snapping or popping noise on turns from the front suspension. This typically occurs on sharp turns such as a parking lot maneuver. Duplicate the concern to verify the noise is coming from the front suspension.

Fig. 1: Saab

Recommendation/Instructions: After you have duplicated the concern to verify the noise is coming from the front suspension, make sure all components are torqued to specs.

Also, a number of wheel bearings have been replaced with the thinking they were the root cause when, in fact, the brake backing plates are popping over the mounting bolts when the suspension is flexed and the wheel is turned.

To remove the backing plate, follow WIS path 9440/Front Suspension/AdjustmentReplacement/Wheel Hub Front.

Note: Do not replace the wheel bearing or hub.

After removal of the backing plate, enlarge the mounting holes in the plate enough to ensure they will not bind or contact the mounting bolt (1 mm is a good rule of thumb). See Fig. 1.

Service Procedure: 1. Raise the car.

2. Remove the wheel.

3. Remove the hub nut.

4. Press in the driveshaft so that it loosens from the hub.

5. Press in the brake caliper piston by pressing with a screwdriver against the brake pads.

6. Remove the brake caliper and suspend it from the spring.

7. Remove the brake disc lock bolt and lift off the brake disc.

8. Remove the wheel sensor connection.

9. Remove the steering rack tie rod end from the steering swivel member.

Note: It may help to place a wedge between the suspension arm and the anti-roll bar in order to hold down the suspension arm.

10. Remove the two upper bolts securing the Import-Car.com

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[ ImportTechTips strut to the hub.

11. Pull down on the hub and separate the hub from the driveshaft.

Note: Take care that the inner universal joint does not separate.

12. Remove the three bolts from the hub.

Remove the brake shield.

13. Using a round file or similar, enlarge the three dust cover mounting holes by 1 mm, making sure they do not contact the hub bolts upon installation.

the floor.

10. Tighten the hub nut. Tightening torque: 230 Nm (170 lbf.-ft.)

11. Install the wheel emblem.

12. Press out the piston in the brake caliper by stepping on the brake pedal several times before test-driving the vehicle.

13. Test-drive vehicle to verify your repair was a success.

Courtesy of Saab Parts North America.

INFINITI To fit: 1. Clean the contact surfaces and fit the brake shield and the hub with three bolts.

Note: Make sure that the cable to the wheel sensor fits into position upward/forward.

Tightening torque: 90 Nm +45° (66 lbf.-ft. +45°) 2. Insert the driveshaft into the hub.

Important: Always fit a new hub-center nut if it has been removed because the clamping force of the lock indentations will be reduced if the old one is refitted.

3. Fit the hub nut and pull the shaft to the correct position with the nut.

4. Remove the wedge (if used) and reattach the steering rack to the steering swivel member.

Tightening torque: 50 Nm (37 lbf.-ft.)

5. Clean the brake disc surfaces thoroughly. Fit the brake disc into place and tighten the brake disc bolts. Tightening torque 7 Nm (5 lbf.-ft.)

6. Connect the wheel sensor and fit the connector into the holder.

7. Fit the brake caliper. Tightening torque: 210 Nm +30° (155 lbf.-ft. +30°) 8. Fit the wheel. Fit the bolts and tighten them alternately by hand to center the wheel. The wheel must be suspended freely when tightening the wheel bolts.

Tightening torque: aluminum rim, 110 Nm (81 lbf.-ft.)

Tightening torque: steel rim, 50 Nm +90° +90°, max. 110 Nm (37 lbf.-ft. +90° +90°, max. 81 lbf.-ft.)

9. Lower the car so that the wheel rests on

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GROAN NOISE HEARD FROM FRONT BRAKES OF QX56

Applied Vehicles: 2004-’06 QX56 (JA60) Applied VINs: 2004 and 2005 Vehicles, All VINS; 2006 vehicles built before 5N3AA08(**)6N 808731 Applied Dates: Vehicles built before Feb. 10, 2006 If you confirm a “groan” or “growl” noise coming from the front brakes, replace the front brake pads with the new ones noted in this bulletin.

Note: This noise may occur after the vehicle has been stopped several times using moderate-tohard braking effort. The noise might then be heard during the last few feet of braking when coming to a stop.

Note: The new brake pad kit includes new pad retainers and backing shims.

Service Procedure: 1. Remove the front brake pads.

2. Inspect the rotors; service as needed.

3. Prep the inboard brake pads for installation. a. Apply a “moderate” amount of Molykote M77 grease (P/N 44003-7S000) to the back of each pad as shown in Fig. 1 on page 36.

Note: • The inboard pads have a straight edge and pad wear sensor.

• The inboard backing shims have cut-outs on the edges.

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[ ImportTechTips Fig. 3: Infiniti

Fig. 1: Infiniti Inboard Pad and Backing Shim (right side shown)

b. Install the shim and push down on it to squeeze out any excess grease. c. Clean off all of the excess grease that squeezes out.

Caution: Don’t get any grease on the brake pad or brake rotor friction surface. Clean off any excess grease.

4. Prep the outboard brake pads for installation. a. Apply a “moderate” amount of Molykote M77 grease to the back of each pad as shown in Fig. 2.

Note: • The outboard pads have a curved edge.

• The outboard backing shims do not have cut-outs on the edges. b. Install the shim and push down on it to squeeze out any excess grease. c. Clean off all of the excess grease that squeezes out.

Caution: Don’t get any grease on the brake pad or brake rotor friction surface.

5. Install the new front brake pads and pad

Fig. 2: Infiniti Outboard Pad and Backing Shim

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January 2014 | Import-Car.com

retainers, P/N 41060-ZC027.

• Apply a thin layer of Molykote M77 grease to the pad retainers.

• Make sure the inboard pads are installed with the wear sensors facing down — toward the ground (see Fig. 3).

6. Reinstall the wheels and lug nuts.

• Tighten lug nuts to 133 Nm (14 kg-m, 98 ft.lb.) with a torque wrench.

• Do not tighten the wheel lug nuts with an air impact wrench.

• If you apply uneven or high torque to the lugs it may “distort” (warp) the brake rotor and hub.

This could cause increased rotor runout and excessive rotor thickness variation as the rotor wears.

7. Burnish the brake pads. a. Drive the vehicle on a straight smooth road at about 30 mph (50 kph). b. Use medium brake pedal/foot effort to bring the vehicle to a complete stop from about 30 mph (50 kph). Adjust your pedal/foot pressure so that the vehicle stopping time is 3-5 seconds. c. Cool the brakes down by driving at about 30 mph (50 kph) for approximately one minute without stopping. d. Repeat a, b and c (above) 10 times to complete the burnishing process.

Courtesy of MotoLOGIC® Repair & Diagnostics: www.motoshop.com/motologic. IC

37-40 Tech Update_shock&strut TSBs 1/14/14 11:47 AM Page 37

RIDE CONTROL TSBs

TechUpdate]

The Year in Ride Control TSBs ‘Tried and True Fixes’ Can Expedite The Diagnostic Process Technical service bulletins (TSBs) can help you solve common problems that occur on a specific vehicle. If you’re trying to resolve suspension, ride control and air ride problems, looking at the TSBs can lead you down an established diagnostic path that has been constructed by technicians and engineers.

2013 was a good year for ride control TSBs. Some TSBs were intended for very few vehicles on the road, but the solutions can be used to resolve the same problems on a wide variety of vehicles. Several of the TSBs over the next few pages can help to solve chronic problems that have plagued some vehicles for years.

Here are the top seven ride control TSBs from 2013.

1. ACURA: Ticking From the Dashboard or Front Damper TSB#: 13-039 Affected Vehicle: 2014 Acura MDX Summary: While you may not see a 2014 Acura MDX in your shop in the near future, this TSB is still worth reading for the solution to the problem. Owners of this vehicle were reporting a ticking coming from the upper strut area.

The condition is caused from the upper strut mount sticking to the vehicle body, causing a noise as the body flexed. The solution is to mount special stickers to the top of the strut mounts to insulate the body from the upper strut mount. This TSB will make you think twice about not replacing an insulator or strut mount the next time you change the strut on any vehicle.

2. AUDI: DTC 01487, No Communication With Air Ride Suspension Module and Air Ride Deflates TSB#: 43 13 21 2017325/8 Affected Vehicles: 2007-‘08 Q7 Summary: This TSB is a reflash/reprogramming solution for a condition that happens when the vehicle is turned off and the sleep mode of the serial data bus is interrupted by the key cycle or when the door is opened. Drivers reported the air suspension warning light would blink and the air suspension would go to the lowest possible position when restarting the vehicle. If the driver cycled the ignition, the suspension would return to normal operation. If you get one of these vehicles in your shop, DTC 01487 (system function test incorrect, signal sporadic) will be stored in the system. The new software prevents this from happening by changing the parameters in the sleep mode protocols.

Import-Car.com

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[ TechUpdate

RIDE CONTROL TSBs

3. AUDI: Ride Control DTCs Caused by Bad Grounds TSB#: 43 13 22 2018190/5 Affected Vehicles: 2007-‘08 Q7 Summary: This TSB advises if DTCs 00142-00145 are stored in the self-leveling suspension control module, the technician should perform checks on the electrical circuits going to the four air ride valve units rather than replacing the entire unit. The TSB advises to check the resistances of the valves that should be between 1.66-3.61 ohms depending on the ambient temperature.

4. AUDI: Compressor Inoperative

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TSB#: 43 13 23 2018765/9 Affected Vehicles: 2006-‘08 A6, 2004-‘10 A8 2007-‘12 Q7, 2013 S6 2013 S7, 2011-‘13 A8 Summary: This is an updated TSB from 2010 that outlines the diagnostic procedures and parts replacement recommendation for a compressor that keeps running after the vehicle has been locked and the customer is unable to adjust the system. The affected vehicles have one of three codes stored in the level control system module: DTC 0453: Restricted function through excessive temperature DTC 1583: Leak in the system DTC 1770: Sender for compressor temperature of self-leveling control G290 The TSB discusses thermal damage to the compressor and relay that could cause the compressor to fail. The bulletin shows what a damaged relay looks like.

39 KYB IC 1/14/14 11:30 AM Page 39

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[ TechUpdate

RIDE CONTROL TSBs

5. INFINITI: Strut Housing Corrosion Issues TSB#: ITB11-041f Affected Vehicles: 1997-2003 QX4 Summary: This TSB is a voluntary campaign to resolve issues with corrosion of the front strut housing for vehicles in rust belt states. This TSB can help you to advise customers if they need to contact a dealer for repairs.

6. MINI: Welding Spatter Causes Noise on Bumpy Roads TSB#: SI M33 01 10 Affected Vehicles: 2007-‘09 MINI Clubman R55 Summary: This bulletin describes a clicking noise from the rear suspension that can occur on uneven roads.

The noise is caused by welding spatter on the body that comes in contact with the rear upper strut mount. MINI’s solution is to remove the welding spatter, paint the surface and install a gasket on the strut mount.

7. VW: Coil Spring Creak at Low Speeds TSB #: 40 13 03 Affected Vehicles: 2011-‘12 Passat Summary: This TSB is a solution for a creaking noise that occurs at low speeds or while driving over speed bumps. The source of the problem is the springs. According to the TSB, some springs were not correctly formed. The bulletin recommends replacing the spring and painting the worn area of the strut’s spring seat. IC

Go to www.ICRapidResponse.com

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41-42 Essentials 1/14/14 11:37 AM Page 41

Essentials]

Brought to you by

<<

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LIQUI MOLY’s 10W-60 Race Tech GT1 motor oil is first fill and the recommended oil for the Caterham SP 300.r sold by Dyson Racing Customer Cars in North and South America. Gipson Motorworks has partnered with LIQUI MOLY and Dyson to supply LIQUI MOLY racing oils to the Dyson Racing Customer Cars operation.

LIQUI MOLY’s 10W-60 oil is also recommended for M series BMWs and other high-performance and racing vehicles.

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Reader Service: go to www.ICRapidResponse.com

Federal-Mogul’s MOOG Steering and Suspension brand has introduced more than 80 additional parts with combined coverage of several million late-model foreign-nameplate and domestic vehicles. Among the latest MOOG parts are rear control arms for dozens of latemodel applications, including Acura MDX; Honda Odyssey and Pilot; Hyundai Elantra; Kia Optima and Rondo; Nissan Altima; and Subaru BRZ, Forester, Impreza, Legacy and Outback.

Federal-Mogul also has introduced premium MOOG ball joints for Lexus CT 200h and Toyota Prius models.

Reader Service: Go to www.icRAPIDRESPONSE.com NUCAP’s Step Chamfer stamping process for brake pad backing plates reduces weight and improves flatness on backing plates, providing enhanced value. By rethinking the chamfer’s role on a backing plate, the company has found a way to remove material at the backing plate’s leading edge. This has a positive impact on fuel economy by producing lighter-weight braking systems. NUCAP’s innovative process for Step Chamfering improves on traditional angle chamfering by removing more material, while eliminating the distortions generated when angle chamfer is produced.

Reader Service: Go to www.icRAPIDRESPONSE.com

<<

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The Hytec Automotive Group has launched a new line of electrical component parts. The new Electrical Shield Technologies (EST) product line includes TS-16949-certified fuel pumps and ignition coils. The fuel pumps, designed for outstanding fuel delivery, easy installation and proper fit, are compatible with all fuels and additives. The pumps, manufactured with solid-state, worry-free electronics, also eliminate vapor lock and flooding.

Reader Service: Go to www.icRAPIDRESPONSE.com

<<

StopTech, a Centric Parts brand, has introduced a range of two-piece AeroRotor Replacement Kits (ARK) for the Acura TSX that also fit certain TL, CL and MDX models, as well as certain Honda Accord, Pilot and Odyssey models. The new direct replacement rotors are available for front axles and include pre-assembled StopTech two-piece, floating, directional AeroRotors with iron friction rings and aluminum AeroHats. Available in drilled or slotted form, with or without a protective zinc coating, these new StopTech rotor upgrades expand Centric’s offerings for these models.

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Import-Car.com

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[ Essentials

Brought to you by

<<

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CRP Automotive has expanded its line of Pentofrost Antifreeze for Asian vehicles with three new formulations: A2 (Green), A3 (Blue) and A4 (Pink). These new fluids join with Pentofrost A1 (Red) Antifreeze. With these new additions, CRP has dramatically expanded its application coverage to 94% of the Asian vehicle market.

The new formulations match the OEM’s specifications for performance and protection.

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Permatex has released the Permatex Single-Use Rotor Cleaning Wipe Towelette, which makes it easier to clean and prepare new brake rotors for installation. It’s a water-based cleansing wipe designed to remove oil residue and impurities from the rotor surface and help protect the rotor from corrosion. The formula contains no VOCs and helps to promote pad wear-in. The wipe also leaves a thin, protective correction coating, which prolongs rotor life and helps prevent brake squeal.

Reader Service: Go to www.icRAPIDRESPONSE.com

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January 2014 | Import-Car.com

<<

Standard Motor Products, Inc. (SMP) announces the addition of 709 new part numbers to its Standard brand and Intermotor line of genuine import parts. This line expansion features more than 300 new switches, including multi-function, combination, cruise control, fog lamp, power seat memory, steering wheel audio and more, covering greater than 170 million additional VIO. SMP has also added more than 200 sensors, including clone-able TPMS sensors, camshaft and crankshaft, ABS speed, brake pad wear, brake fluid pressure, turbocharger boost, vehicle speed, YAW rate and more.

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Bosch Blue Disc Brake Pads provide comprehensive coverage for domestic, Asian and European vehicles. Features include: advanced platform-specific friction formulas (NAO-Ceramic and Semi-Metallic); OE-style multi-layer shims for enhanced noise-dampening and quiet operation; rust-prevention coating for improved durability; slots and chamfers to match the OE design; and synthetic grease.

Reader Service: Go to www.icRAPIDRESPONSE.com

Tenneco more than doubled the size of the Walker CalCat line this year in response to rising demand for direct-fit converters that comply with California Air Resources Board (CARB) standards as well as the latest emissions requirements in New York state. CalCat converters are engineered with OE-style washcoats and the optimum precious metal loadings necessary to meet California’s emissions requirements. Tenneco also continues to add to its line of U.S. EPA-compliant Walker Ultra directfit and universal converters for OBD II (1996 and newer) vehicles.

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DIRECT CLASSIFIEDS

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44-47 Classifeds IC_Jan_75-79 UHS May classifieds 1/14/14 11:49 AM Page 46

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44-47 Classifeds IC_Jan_75-79 UHS May classifieds 1/14/14 11:49 AM Page 47

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48 NASCAR IC_01.14_Layout 1 1/14/14 11:35 AM Page 48

Track Talk Battle at the Beach Back at Daytona for 2014 Bent sheet metal, hurt feelings, last-lap action and ecstatic winners.

That’s what the inaugural UNOH Battle at the Beach promised. And it delivered.

The event, held on the short track on the Superstretch of Daytona International Speedway, will return to the “World Center of Racing” during Speedweeks 2014, and will highlight a week full of NASCAR racing at Daytona and neighboring New Smyrna Speedway.

NASCAR’s top short-track stars will reconvene for another shot at victory, and perhaps a reprise of last season’s fireworks, on the sport’s biggest stage Feb. 18 at Daytona International Speedway. It comes on the heels of a successful debut on

the Daytona Superstretch in which last-lap contact decided the outcome of all three races last season.

“The UNOH Battle at the Beach is a great opportunity for short track racers from around the country to compete on racing’s biggest stage,” said Daytona International Speedway President Last year, veteran Steve Park scored a popular win in the NASCAR Whelen Joie Chitwood III. Modified Tour race at the UNOH Battle at the Beach.

“We’re looking forward to some intense compe- the combined NASCAR only by the number of peotition with two exciting main Whelen Modified and Whelen ple talking about the electrievents.”

Southern Modified tours. fying finishes.”

The 0.4-mile oval layout Both races will be 150 laps.

The race will actually be that includes part of the 2.5“Fans around the world the second event of the seamile track’s backstretch look forward to Speedweeks son for the K&N series, returns to host a champito kick off the NASCAR seawhich will kick off Feb. 16 at onship points race for the son, and we are proud to be nearby New Smyrna NASCAR K&N Pro Series East able to present a week of Speedway, a half-mile track and a non-points event for short-track action leading up in New Smyrna Beach, FL, to the 56th now in its second year of running of affiliation with the NASCAR the Daytona Whelen All-American Series.

500,” said Tickets and information George for the UNOH Battle at the Silbermann, Beach as well as NASCAR’s NASCAR most prestigious race — the vice presi56th annual DAYTONA 500 dent of on Feb. 23 — are available at touring and daytonainternationalspeedweekly way.com or by calling 1-800series. “The PITSHOP. anticipation Fans can follow NASCAR for last on Twitter (@NASCAR) and year’s first stay up to speed on the latest UNOH NASCAR news by using hashBattle at the tags #NASCAR, #DAYTONA500 The 2014 NASCAR season starts with the 56th annual DAYTONA 500 on Feb. 23. The Great and #ROADTODAYTONA and American Race will air live on FOX, MRN Radio and SiriusXM NASCAR Radio, with addi- Beach was surpassed #NASCARBattle. tional coverage on NASCAR.com.

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

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