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November 2013
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MAGAZINE
Engine Tech Tips
Brake Service
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02-04 Contents 11.13 11/12/13 1:37 PM Page 2
Fuel Pump Diagnostics
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CONTENTS 32
Volume 35, No. 11
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Mazda Driveability
Volkswagen Routan
Check Engine Light Diagnostics Import Specialist Bob Dowie takes a look at some of the more common ailments that will bring your Mazda customers into your service bay with a check engine light complaint, as he covers common DTCs, stalling and ignition issues and new technology.
Brake Service The Routan has five different TSBs that relate to addressing customer concerns about brake noise, says Editor of Brake & Front End magazine, Andrew Markel, as he covers brake booster DTCs, front/rear brake service and parking brake adjustment.
ImportCar Staff 330.670.1234 Publisher Jim Merle, ext. 280 jmerle@babcox.com Editor Mary DellaValle, ext. 221 mdellavalle@babcox.com
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Managing Editor Jennifer Clements, ext. 265 jclements@babcox.com
Ad Services (Materials) Cindy Ott, ext. 209 cott@babcox.com
Technical Editor Larry Carley lcarley256@aol.com
Circulation Manager Pat Robinson, ext. 276 probinson@babcox.com
Graphic Designer Kelly Gifford, ext. 249 kgifford@babcox.com
Subscription Services Maryellen Smith, ext. 288 msmith@babcox.com
November 2013 | Import-Car.com
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02-04 Contents 11.13 11/12/13 1:38 PM Page 4
DEPARTMENTS Columns 6 Editor’s Notebook 8 News Update 14 Gonzo’s Tool Box 21 Special Supplement:
Contributing Writers Bob Dowie, Village Auto Works, Chester, NY Gary Goms, formerly of Midland Engine Electronics & Diagnostics, Buena Vista, CO Bob Howlett, The Swedish Solution, Orange Village, OH
Maintenance Matters
Scott “Gonzo” Weaver, Superior Auto Electric, Tulsa, OK
26 Tech Update: ESC/ABS 52 Tech Feature: Hyundai
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Engine Tech Tips
Editorial Advisory Board Bob Dowie, Village Auto Works, Chester, NY Chris Klinger, Precision Incorporated, Tucson, AZ
58 Import Tech Tips 62 Essentials (New Products) 63 WIX Tech of the Year Winner 66 RAPID RESPONSE 67 Classifieds 72 NASCAR Performance
Steve Louden, Louden Motorcar Services, Dallas, TX
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Frank Scandura, Frank’s European Service, Las Vegas and Henderson, NV Joe Stephens, Stephens Automotive, Palatine, IL John Volz, Volz Bros., Grass Valley, CA
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IMPORTCAR (ISSN 1069-4714) (November 2013, Volume 35, Number 11): Published monthly by Babcox Media, Inc., 3550 Embassy Parkway, Akron, OH 44333 U.S.A. Phone (330) 670-1234, FAX (330) 670-0874. Periodical postage paid at Akron, OH 44333 and additional mailing offices. POSTMASTER: Send address changes to IMPORTCAR, 3550 Embassy Parkway, Akron, OH 44333. IMPORTCAR is a trademark of Babcox Media, Inc. registered with the U.S. Patent and Trademark office. All rights reserved. A limited number of complimentary subscriptions are available to individuals who meet the qualification requirements. Call (330) 670-1234, Ext. 260, to speak to a subscription services representative or FAX us at (330) 670-5335. Paid Subscriptions are available for non-qualified subscribers at the following rates: U.S.: $69 for one year. Canada: $89 for one year. Canadian rates include GST. Ohio residents add current county sales tax. Other foreign rates/via air mail: $129 for one year. Payable in advance in U.S. funds. Mail payment to IMPORTCAR, P.O. Box 75692, Cleveland, OH 44101-4755. VISA, MasterCard or American Express accepted. Member BPA International, Inc. Founded 1979. 䊚2013 by Babcox Media, Inc.
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[ Editor’sNotebook
By Mary DellaValle|EDITOR
Marketing To Women Should Be One of Your Top Priorities
I
n case you haven’t noticed, female buying power is on the rise. Women account for about 85% of all automotive sales in U.S. households, and 50-65% of customers at automotive service centers are women. And you know what that spells? Opportunity. Bogi Lateiner gets it. She probably would even if she weren’t a female tech and shop owner. Her award-winning full-service repair shop, 180 Degrees Automotive (www.180auto.com) in Phoenix, specializes in educating female customers and creating a positive automotive repair experience, and it has paid huge dividends in gaining and retaining customers. Bogi, also an ASE Master-certified tech, was recently named winner of the WIX Filters 2013 Best Tech of the Year competition (see ad on page 63).
Bogi is capitalizing on the tremendous opportunity to set her shop apart by successfully market to women, and offers this advice*: You Are In The Relationship Business, Not The Car Business People do business with people, not with businesses; and this is especially true for women. Get out of the shop and be an active participant in your community. Don’t Just Fix Cars — Create An Experience We need to go above and beyond to earn the trust of our customers; we need to create “an experience.” From the moment a customer walks in the door, to the follow-up call they receive days after their visit, focus on providing a service that is just as much about them as it is about their car. It’s All In The Details People will equate what
they see with how well you take care of their car. Clutter, dirty counters, sloppily dressed employees, worn furniture or neglected plants can reflect poorly on your business, especially among female customers who are very detail-oriented. Make It Easy To Do Business With Your Shop Customers will feel respected and cared for if you offer a variety of ways for people to conveniently do business with you and get on with their busy lives. Help your customers keep track of upcoming service needs. An Educated Customer Is A Loyal Customer Women are more likely to trust you (and therefore buy from you) if they see that you’re willing to be transparent and educate them. Not only will it build the relationship and your customer’s trust in your shop, but the repairs will sell themselves. Many in the automotive industry are scrambling to market their products and services specifically to women. Are you? IC *To read Bogi’s full story, go to our sister publication Shop Owner magazine’s website, www.shopownermag.com and search for the Marketing to Women article written by Bogi.
Mary DellaValle, mdellavalle@babcox.com
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08-13 News 11/12/13 1:42 PM Page 8
[ NewsUpdate Federated Toys For Tots Campaign in Full Swing Although the calendar may say November, it’s beginning to look a lot like Christmas at many Federated Auto Parts stores. Several Federated members have started collecting toys and donations, as well as holding special events, on behalf of the 2013 U.S. Marine Corps Reserve Toys for Tots campaign. “We are thrilled that so many Federated members are participating in the Toys for Tots campaign,” said Mike Schultz of Federated Auto Parts. “What is really impressive is their commitment throughout the year to this worthy cause. Our members and their customers already started collecting toys and donations for the coming holiday season, and we know that 2013 will be even more successful than we could have imagined.” Earlier this year, Federated members and suppliers raised $135,000 for Toys for Tots during the annual Federated Toys for Tots auction held during the group’s annual awards dinner. Additional funds were raised at hospitality events held at the recent Federated Auto Parts 400 NASCAR Sprint Cup race in Richmond. The donations were presented to retired Marine Lieutenant General Pete Osman, president and CEO of the Marine Toys for Tots Foundation, Nov. 5 during the Automotive Aftermarket Products Expo (AAPEX) in Las Vegas. Participating Federated Auto Parts stores will accept toy donations at their locations. Financial contributions can also be made at www.federatedautoparts.com/ToysforTots.aspx, which links directly to the Toys for Tots website. Donors can use their credit card to securely make a monetary donation, or print out a form and mail it in with a check made out to Toys for Tots.
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[ NewsUpdate Wagner Brake Helps Consumers and Installers Recognize Certification Markings on Low-Copper Brake Pad Packaging Federal-Mogul’s Wagner Brake brand is reaching out to automotive parts distributors and service providers to increase awareness of the new packaging “LeafMark” designation covering “low copper” compliant brake pads. Recent legislation in California and Washington state has mandated the dramatic reduction of copper and other potentially hazardous substances in original equipment and replacement brake pads and shoes. To help professional technicians and consumers determine whether brake pads comply with the low copper requirements, the Automotive Aftermarket Suppliers Association (AASA) and industry brake manufacturing registrar NSF International established a series of LeafMark designations to be used on product packaging: Level “A” designates compliance with requirements concerning cadmium, chromium, lead, mercury and asbestos. Level “A” compliance is required by Jan. 1, 2014, in California and January 2015 in Washington state.
Level “B” designates compliance with each of the aforementioned metals — all of the requirements of Level “A”— as well as copper, which must be reduced to less than 5% of material weight. Level “B” compliance is required by 2021. Level “N” designates compliance with the “Zero Copper” requirement, which takes effect in 2025. Federal-Mogul recently introduced Wagner ThermoQuiet Ceramic brake pads featuring the first full-line offering of 2021-compliant lowcopper formulations. The Level “B” LeafMark designation, indicating full compliance with 2021 requirements, is now being added to ThermoQuiet Ceramic packaging. Visit www.WagnerBrake.com to learn more about the industry’s shift to low- and zero-copper brake pads.
ANCO Wipers Proves ‘The Right Blades Matter’ With Consumer Rebates of Up to $10 Per Pair Federal-Mogul’s ANCO Wipers brand is proving “The Right Blades Matter” through a consumer promotion that offers rebates of up to $10 per pair on ANCO premium wiper blades. From Nov. 1 through Dec. 31, 2013, consumers who purchase any pair of premium ANCO Contour, Profile or Transform wipers from a participating dealer can qualify for a $10 mail-in rebate, while a $5 rebate is available on each pair of ANCO AeroVantage or Winter blades purchased. For program rules and restrictions and to complete the online rebate form, visit www.ANCORebate.com.
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“Choosing the right wiper blade is a critical safety consideration, especially as we approach the winter driving season,” said ANCO Brand Manager Tracy Neil. “Our new promotion helps consumers get ready for the season and save money while improving their driving visibility with the latest technology and world-class wiper designs.” For more information about the ANCO “The Right Blades Matter” rebate offer and any ANCO product, contact your ANCO distributor or Federal-Mogul representative or visit www.ANCOwipers.com.
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08-13 News 11/12/13 1:42 PM Page 12
[ NewsUpdate
GOJO Announces Winners in ‘Tough Job. Sweet Deal. Giveaway’ GOJO Industries announced the grand-prize and first-prize winners in the “GOJO Tough Job. Sweet Deal. Giveaway” contest and sweepstakes. “Tough Job. Sweet Deal” was created for those who work in tough jobs and use industrial and automotive hand cleaner and conditioning products. To be eligible for the grand prize or one of six first prizes, entrants submitted a photograph or video, showing themselves and their dirty hands, through the entry form online or a photo through Instagram (#GOJOToughSoils). In addition, they could enter for a chance to win a weekly random prize drawing. Winners were determined by votes received via social media. “As the entries showed, our
customers take pride in getting their hands dirty on the job or in their shops and they know how to get them clean and conditioned,” said Harold Tyreman, GOJO sales & marketing vice president in automotive, industrial and textile. “They are passionate about GOJO industrial and automotive hand cleaner and conditioning products. Our Tough Job. Sweet Deal Giveaway rewarded the seven winners for sharing their experiences.” Grand-prize winner was Brian Dugan of Sebring, FL. He won a trip for two to the 2014 BCS Championship Game.* Dugan had the choice between the Championship Game, a trip for two to the 2014 Daytona 500 or
2013 World Series Game 3. First prize iPad Mini winners were Johna DeRosier of Greensboro, NC; Crystal Gothe of University Place, WA.; Lori Bowers of Chilton, WI; Michael Merry of Roy, UT; Andy Ruddock of Prescott Valley, AZ; and Laurel Keating of Lumby, British Columbia. The complete list of winners is published at www.GOJO.com/ ToughJobSweetDeal. *NASCAR, Major League Baseball and the BCS were not participants in the giveaway and did not endorse the giveaway.
National Pronto Association Awards DENSO With OE Supplier of the Year Award The National Pronto Association has selected DENSO Products and Services Americas, Inc. for its prestigious OE Supplier of the Year award for the seventh time in the last eight years. Pronto members rate suppliers on criteria such as product quality, profitability, delivery performance, service, support and marketing programs in order to determine the winner each year. DENSO was also awarded the 2013 Mexico Supplier of the Year Award. This was the first time the Pronto Association has bestowed this award. The award was presented on Sept. 17, 2013, during
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the Pronto Group’s Fall Conference in San Antonio, TX. The award states, “In grateful appreciation of quality people, quality products and extraordinary service provided to the members of the National Pronto Association.” “We are truly honored to be recognized for our relationships with Pronto’s members in the U.S., Mexico and Latin America,” said Fran Labun, vice president sales group, DENSO Products and Services Americas, Inc. “All of us at DENSO are looking forward to continued success with Pronto and their members in the years ahead.”
08-13 News 11/12/13 1:42 PM Page 13
NewsUpdate] ‘Make A Deal With ACDelco’ Promotion Trico Products Reminds Drivers to ‘Change Your Clocks, Change Your Blades’ Trico Products reminds drivers about winter preparation with the TRICO “Change Your Clocks, Change Your Blades” campaign as Daylight Saving Time ends on Nov. 3. The campaign will help drivers as they prepare their vehicles for changing seasons. “As a world leader in wiper blade technology, we want to encourage safe driving habits by highlighting routine vehicle maintenance with our biannual ‘Change Your Clocks, Change Your Blades’ campaign,” said Danielle Orlando, director of marketing, brand management of Trico Products. “Depending on location, the weather will soon bring rain, slush, ice and snow, so this is the perfect time to prepare our vehicles for winter. We want drivers to take control of driving safety and avoid poor visibility in the upcoming winter months.” For more information on TRICO product lines, contact Trico Products at 800-388-7426, or visit www.TricoProducts.com.
ACDelco’s “Make a Deal with ACDelco” promotion, which runs through Nov. 30, provides service centers with virtual “play and win” games when they purchase eligible ACDelco products. Lucky winners can receive up to 150 earnPOWER points per game that can be used toward the purchase of more than 3,000 goods and services on ACDelco360.com. ACDelco Professional Service Center program participants and independent service centers are eligible to participate. For more information, see your participating distributor, visit acdelcotechconnect.com or call 1-800-ACDelco. Find and “like” ACDelco on Facebook at facebook.com/acdelco.
Statement of Ownership, Management and Circulation (Act of August 12, 1970; Section 3685. Title 39. United States Code.) Publication Title: ImportCar Publication Number: 1069-4714 Filing Date: Sept. 23, 2013 Issue Frequency: Monthly Number of Issues Published Annually: 12 Annual Subscription Price: $69 Complete Mailing Address of Known Office of Publication: 3550 Embassy Parkway, Akron, Ohio 443338318, Summit County. Contact Person: Pat Robinson Phone: 330-670-1234 Complete Mailing Address of Headquarters of Publisher: Same as above. Publisher: Jim Merle (address same as above). Editor: Mary DellaValle (address same as above). Managing Editor: Jennifer Clements (address same as above). Owner: Babcox Media, Inc., William E. Babcox (Owner) 3550 Embassy Parkway, Akron, OH 44333. Known Bondholders, Mortgagees and Other Security Holders Owning or Holding 1 Percent or More of Total Amount of Bonds, Mortgages or Other Securities: None. Publication Title: ImportCar Issue Date for Circulation Data Below: August 2013.
Extent and Nature of Circulation:
A. Total Number of Copies B. Paid and/or Requested Distribution – Outside County Paid/Requested Mail Subscriptions Stated on PS Form 3541 C. Total Paid and/or Requested Circulation D. Nonrequested Distribution – Outside County Nonrequested Copies Stated on PS Form 3541 – Nonrequested Copies Distributed Outside the Mail E. Total Nonrequested Distribution F. Total Distribution G. Copies Not Distributed H. Total I. Percent Paid and/or Requested Circulation
Average no. copies each issue during preceding 12 months
Actual no. copies of single issue nearest to filing date
30,080
30,228
28,913
29,173
28,913
29,173
113 791 904 29,817 263 30,080
0 795 795 29,968 260 30,228
97.0%
97.3%
Publication of Statement of Ownership will be printed in the November 2013 issue of this publication. I certify that the statements made by me above are correct and complete. Pat Robinson, Circulation Manager
September 23, 2013
Import-Car.com
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[ Gonzo’sToolbox
By Scott “Gonzo” Weaver, owner Superior Auto Electric, Tulsa, OK
Driving, Drinking And Grandpa A Dangerous ‘Triangle’ That Took Its Toll On A No-Start Repair
O
n one of many slow days at the shop, I had a small job come in from one of the local tire shops. This rather young girl brought the car to me from the tire shop that’s just a few blocks away. She told me she was the owner and that the tire shop was rude and wouldn’t help her, so I called the tire shop to find out what was the deal. Her problem was an occasional “no start.” The tire shop didn’t want to get involved with this vehicle because it had a breath analyzer attached to the starting system. My opinion, if you get behind the wheel in a condition that would require having to blow into a plastic tube to start your car, you really should take stock of your life. I needed to find out why this car won’t start. The first thing I did was disconnect the breath machine to verify if the problem was the car or the analyzer. Once the unit was disconnected from the car, I had to call the 800 number on the device to let them know that it’s an authorized disconnect, and not the driver trying to bypass the system.
It’s quite an ordeal. Not so much the physical disconnecting of the unit, but the information you have to provide to prove that you’re actually a repair shop when it comes to properly disconnecting the unit. With that accomplished, I got back to diagnosing the problem at hand. It turned out to be a bad starter motor. I called the parts warehouse and got prices on a replacement starter for the owner. Later that day, the owner called back and
Scott “Gonzo” Weaver, gonzostoolbox.com
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[ Gonzo’sToolbox My opinion, if you get behind the wheel in a condition that would require having to blow into a plastic tube to start your car, you really should take stock of your life.
said they had just installed a starter so I must be mistaken. It was a newer starter, not really a quality rebuilt unit, but it had a lifetime warranty. Against my better judgment, I removed the starter so they could handle the core and warranty. She came in for the old starter and sometime later showed up with the replacement starter. I informed her that the quality of my diagnostics or the charges had not changed. But, if the car failed to start for any reason beyond the bolts falling out of the starter, it was coming out of her wallet. It went in one ear and out the other. A while later, Grandpa showed up to pick up the car with one hell of a chip on his shoulder. (I think old Grandpa threw back a few before he showed up, too.) “This is higher than the tire shop,” he said angrily, “I don’t think I should have to pay that
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”
much for it if the other shop could have done it for less.” I reminded him that the tire shop may have a lower labor cost, but they also said they didn’t have the necessary skills to actually make the proper diagnosis and/or the repair. He rambled on about how he had fixed cars when he was younger and since he knew a lot about cars he asked if I could cut him some slack. Sorry Grandpa, maybe I’m doing you a big favor; you spend a few bucks with me, that way you’ll be a few bucks shy of that next six pack. That might keep you or your alcoholic granddaughter from getting behind the wheel drunk, and I might actually be preventing a future fatal accident. So do me a favor, save some of that hot air for the breath machine. You’ll need it to start the car. IC
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[ DiagnosticSolutions
FUEL SYSTEMS By Gary Goms, Import Specialist Contributor
Diagnosing Inoperative Fuel Pumps Relay Test Jumpers Prove Effective In Step-By-Step Fuel Pump Circuit Analysis
A
s I’ve discovered recently, times change and so do the procedures for diagnosing inoperative fuel pumps. Just a few weeks ago, I diagnosed a case in which the owner had started his vehicle for several months by spraying starting fluid (ether) into his truck’s air intake before he cranked the engine. The second case involved an old jobber store friend who wanted a professional diagnosis before installing his own fuel pump. After the new fuel pump was installed, his truck still wouldn’t start. Changing my diagnostic procedure quickly solved both problems. With little more than a professional multimeter and a set of aftermarket test accessories called “relay tester jumpers,” I’ll tell you how I now approach diagnosing inoperative fuel pumps.
FUEL PUMP SYSTEMS Before we begin, let’s take a look at the differences between diagnosing a conventional dualline, single-line, direct fuel injection or
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pulse-modulated system. 1. The fuel pump in a conventional, dual-line system supplies a fuel rail mounted on the engine, upon which a Schrader test port, the fuel injectors and the fuel pressure regulator are mounted. A mechanical fuel pressure test is standard for these systems. 2. Fuel pumps in a single-line system are mounted inside an in-tank module that also contains the fuel filter, fuel level sensor and fuel pressure regulator. Since some single-line systems don’t include a Schrader valve for fuel pressure testing, the mechanical pressure gauge must be adapted to an open fuel line. 3. Direct fuel injection systems contain a conventional or pulse-modulated fuel supply pump mounted inside the fuel tank and a mechanical high-pressure pump mounted on the engine’s camshaft cover. Since a fuel pressure sensor monitors fuel pressure, a scan tool is more useful for diagnosing fuel pump performance. 4. Pulse-modulated fuel pumps are becoming more common because the PCM can establish better fuel control and reduce pump wear by
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[ DiagnosticSolutions
FUEL SYSTEMS
Step-By-Step Analysis Of A Fuel Pump Circuit
1
The relay schematic is usually printed on the relay case. While the schematic can be confusing, it’s easy to determine pin function by using the test bulb method described in Photo 3.
2
The pump B+ is located on the center pin, #87, of the relay circuit tester. The key-on B+ pin, #85, is located at far right. The fuel pump feed is pin #30, left of center. Key-on B- to the PCM pin is #86, on the far left.
adjusting fuel pump speed to meet operating conditions. In contrast to variable-speed pumps that use a resistor in circuit to control pump speed, pulse-modulated systems control fuel pressure by rapidly pulsing or cycling the fuel pump on/off. In any case, I’ll leave the diagnosis of direct fuel injection and pulse-modulated systems for another day because they require a different diagnostic procedure to measure and evaluate the relationship between fuel pressures and duty cycles.
SCAN TOOLS A scan tool not only helps identify the type of fuel pump system used on the vehicle, it can also provide some very critical information. To illustrate, the Powertrain Control Module (PCM) must be functioning before the fuel pump can operate. If the scan tool doesn’t communicate with the PCM, check the 16-pin OBD II connector for applicable power, ground and communications signals.
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3
A test light made from a #194 bulb and holder can be used for determining pin function and for grounding the key-on relay pin without accidentally blowing a fuse.
Then, check the PCM power and ground connections before condemning the PCM. Remember, too, that communication can be interrupted if the PCM’s 5-volt reference is shorted to ground by a faulty sensor, or if the PCM’s bus communication circuits are shorted to ground by a defective body control module. Consequently, it’s always a good practice to poll each on-board module to verify communications and to check for DTCs. Some newer-generation aftermarket scan tools will automatically perform this function, which is especially important for diagnosing modern controller area network (CAN) vehicles. Depending upon the application, the vehicle security system might also disable the fuel pump if it detects possible theft or tampering. One case comes to mind in which the vehicle’s ignition key had lost its resistance pellet, causing the vehicle security system to disable fuel pump operation. In most cases, an appropriate DTC will be stored.
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FUEL SYSTEMS
DiagnosticSolutions]
5
4
Amperage draw is tested by moving the positive test lead on your DVOM to its 10-amp test port. The relay’s #30 and #87 pins can be connected to the DVOM via jumper test leads or by directly holding the DVOM test probes on the relay tester pins.
The key-on, engine-off amperage flow through the pump-toground pin is 5.892 amps. If the relay contacts close, the key-on, engine running amperage through pins #30 and #87 will decrease to about 0.38 amps. Higher amperages might indicate that the relay contacts have excessive resistance. Zero amperage indicates that the pump-to-ground is open-circuit. Lower-than-normal amperage indicates an insufficient fuel supply to the pump.
In some applications, an inertia switch that’s deactivated by a sudden jarring of the vehicle can disable the fuel pump. Last, remember that the PCM activates the fuel pump relay only if it receives a readable signal from the crankshaft (CKP) sensor. In many applications, a good CKP will indicate cranking rpm on the scan tool or on the instrument cluster tachometer. In other applications, the PCM will indicate CKP and camshaft position sensor (CMP) activity by counting the number of signals delivered to the PCM. Keep in mind that all of these tests can be done without leaving the front seat of the vehicle.
PHYSICAL INSPECTIONS When diagnosing any inoperative fuel pump, don’t forget to verify fuel level. To illustrate, a vehicle with just a few gallons in the fuel tank will probably not start on a steep incline. Similarly, a defective fuel level sensor might indicate a higher-than-actual fuel
6
This labscope waveform indicates about 6.5 amps of current flowing through the fuel pump-toground pin. The ripples at the top indicate voltage fluctuations caused by the brushes traveling over the pump motor’s commutator segments. Given an eight-segment commutator, the indicated key-on, engine-off pump speed is about 6,000 rpm.
level, as will a fuel level sensor float that’s stuck on an improperly positioned fuel pump inlet screen. A badly dented or damaged fuel tank might push the pump inlet out of the fuel or kink a fuel pump outlet hose. Worse still, a thief drilling a hole into the tank might have drained the fuel. Since the possibilities are endless, I often begin a fuel pump diagnosis by adding a few extra gallons of fuel to the tank just to make sure that the pump inlet is adequately submersed in fuel.
RELAY CIRCUITS Conventional fuel pumps are operated by a fuel pump relay that’s generally located in the underhood fuse box. The relay has four important terminals: 1. The pump B+ terminal powers the fuel pump through the relay contacts. 2. The pump B- terminal connects directly to the fuel pump and, more importantly, to the fuel pump ground. Import-Car.com
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[ DiagnosticSolutions 3. The key-on B+ terminal powers the relay solenoid. 4. The key-on B- terminal is controlled by the PCM. When the ignition is first turned on, the PCM grounds the key-on B- terminal for a few seconds to prime the system. When the engine is cranked, the PCM receives a signal from the CKP sensor and commands the relay closed for as long as the engine remains above cranking speed. Some relays also contain an optional fifth terminal that signals the PCM when the relay’s pump circuit is closed. Although I’ve seen relay test jumpers at my local jobber stores and on tool trucks, I’ve never given a lot of thought about how they could improve fuel pump diagnosis. As it turned out in the two cases mentioned at the outset, they became invaluable. As mentioned above, B+ voltage should be available at all times to one of the four adapter pins. Key-on voltage should be available at two pins, one B+ and the other B- or ground. Of course, the question is knowing which is which. The answer is to fabricate a small test light from a #194 light bulb and holder. The #194 bulb draws enough amperage to close the fuel pump relay, but not enough to blow the fuel pump fuse if a pin is mistakenly grounded. The #194 test bulb can also be used to verify the integrity of the pump B+ and the pumpto-ground circuits.
FUEL SYSTEMS
age at the tank connection. As for the vehicle that would start on ether, the pump relay was closing, but the presence of B+ at both pump terminals indicated that pump itself was open-circuit. When ether was sprayed into the air intake, the engine would start and the alternator would generate enough voltage to bridge the worn brushes in the fuel pump. The second case was fairly simple. Since I had B+ on both key-on pins, I knew the key-on pin wasn’t being grounded by the PCM. Checking the fuse box, I found a PCM fuse that had been accidentally burned. With that, I’ll leave you with a step-by-step procedure for diagnosing a fuel pump (see pages 20 and 21) by using a relay test jumper kit available at your local jobber store or tool truck dealer. IC
MULTIMETER ANALYSIS In this application, a direct amperage reading can be obtained by connecting a DVOM ammeter to pin numbers 30 and 87. While not within the scope of this article, a fuel pump current ramp waveform can also be obtained through pins 30 and 87. Although not always true, a rule of thumb is that each ampere of current draw is approximately equal to 10 psi fuel pressure. In any case, this test can be done without attaching a fuel pressure gauge or testing for volt-
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Gary Goms is a former educator and shop owner who remains active in the aftermarket service industry. Gary is an ASE-certified Master Automobile Technician (CMAT) and has earned the L1 advanced engine performance certification. He also belongs to the Automotive Service Association (ASA) and the Society of Automotive Engineers (SAE).
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26-30 Tech Update_ESC_ABS 11/12/13 1:47 PM Page 26
[TechUpdate
ABS/ESC By Skip Scherer, Contributing Writer
Electronic Stability Control System Effectiveness Depends On Where The Rubber Meets The Road
E
lectronic stability control (ESC) was introduced in 1995 and touted as the second most important advancement in auto safety, after seat belts, becoming standard equipment on every 2012 passenger vehicle. ESC is supposed to help drivers maintain safe control of their vehicles and prevent accidents. However, it’s the tires that determine the effectiveness of ESC for every vehicle. Simply put, ESC is on-board computer technology that helps improve a vehicle’s steadiness on the highway by detecting and minimizing skids and maintaining steering control. It works whether a vehicle is braking, accelerating or coasting by detecting understeer from front-end slides, oversteer from rear-end slides and hydroplaning. It performs in any driving condition, such as dry, wet or icy pavement, and at any speed. In general, ESC systems monitor a vehicle’s stability 25 times per second to detect imminent skidding. It uses sensor signals that compare the intended direction in which the driver wants the vehicle to move, with the vehicle’s actual direction. If there is a discrepancy, the system makes adjustments to help prevent skidding and keep the vehicle on its planned path. During normal driving, ESC works in the background and continuously monitors steering and vehicle direction. The driver’s intentions are determined through the measured steering wheel angle. The actual direction is determined by measured lateral acceleration, yaw or vehicle rotation, and each
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[ TechUpdate wheel’s road speed. When a loss of steering control is detected, ESC automatically — and in the blink of an eye — uses the vehicle’s braking system to correct its path, literally steering the vehicle back on course. Braking is automatically applied to individual wheels. For example, braking a front wheel on the outside of a skid would counter oversteer, while braking an inner rear wheel would counter understeer. Some systems combine select braking with reduced engine power to help regain control of a vehicle. The corrections happen so quickly that without a dashboard warning light, the driver might not know the vehicle’s on-board controls just helped avoid a potentially serious accident and injuries.
SAFETY STATISTICS ESC and ABS are not the same thing. ABS prevents wheel lockup during braking. Speed sensors on a vehicle’s wheels detect developing problems and the on-board control unit sends signals that pump the brakes rapidly to prevent individual wheels from locking. Every year ABS/ESC hydraulic control units get smaller and lighter. They are also becoming more functional with the ability to connect with more sensors to
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ABS/ESC
add features like automatic braking, adaptive cruise control and even regenerative braking control for hybrids. NHTSA concluded that ESC reduces passenger car crashes by 35% and SUV crashes by 63%. It also determined that ESC was effective in reducing accidents of single vehicles that ran off the roadway and rolled over or struck a stationary object. A similar study by the Insurance Institute for Highway Safety reported that ESC prevents 56% of fatal single-vehicle crashes and almost 80% of fatal single-vehicle rollovers.
THE ROLE OF TIRES In spite of all the high-tech electronics controlling a vehicle’s handling capabilities and stability, its four tires provide the contact points on a roadway’s surface that ultimately control the amount of slipping and sliding that can take place. ESC is only as good as the available traction. So, what do tire manufacturers consider when designing a tire
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[ TechUpdate
ABS/ESC
When a loss of steering control is detected, ESC automatically — and in the blink of an eye — uses the vehicle’s braking system to correct its path, literally steering the vehicle back on course.
that taps into ESC’s full potential? A spokesperson for one of the three largest tire companies, who asked not to be identified, said there is no special consideration given to ESC when tires are being developed. At first, the response may seem surprising. However, tire dealers know that properly designed tires provide optimal traction for specific vehicles. A car’s design, weight, center of gravity, speed, direction and many other traits, as well as road conditions, add up to its overall balance, while the tires contribute to the vehicle’s overall stability. Since ESC is safety technology and not a performance enhancement, it can’t improve on traction attributes already built into a tire. ESC doesn’t improve the inherent traction of tires, but good tires can maximize the safety maneuvers provided by ESC, such as better-controlled cornering. The conclusion: ESC can only work when traction is available. Bald tires render ESC ineffective in rain. Likewise, hard tire compounds render ESC almost useless on ice. A technician’s role in maintaining a fully functioning ESC starts with understanding the technology and educating his or her customers. Informing drivers about proper tire maintenance, as well as
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using appropriate tires for the winter season, ensures that on-board ESC, ABS and Traction Control technology improve the safety of the driver and others. Consistent tire wear is important to ESC’s complex electronics. Conflicting tire diameters and air pressures can fool the sensors. Technicians must know if a vehicle that has undergone wheel alignment service requires its ESC steering angle sensor to be reset or not. Failure to perform an OEM’s required SAS reset procedure after an alignment could create ESC performance issues. IC
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[ MazdaFeature
DRIVEABILITY By Bob Dowie, Contributing Writer
This article will look at Mazda driveability issues as well as some of the more common ailments that will bring a car into your bay with a check engine lamp complaint. The most common failure we see on Mazda models is a torn air intake hose between the airflow sensor and the throttle body. The symptoms that result from this failure are hard to miss, but fool the customer into mistakenly thinking that the transmission is the problem. The usual complaint is a big stumble or stall on initial acceleration. As the engine torques on the mounts, the crack in the hose will open, allowing unmetered air into the manifold, while, at the same time, reducing airflow through the mass air flow sensor. Of course, when the engine stumbles, the crack closes, allowing the engine to accelerate, starting the entire process all over again. Although it’s simple to diagnose with a visual inspection, I’ve seen some good technicians tricked by this one. These hoses become hard and brittle over time, and you may not find the fault simply by squeezing the hose. Be sure to inspect the hoses closely for cracks that
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DRIVEABILITY
won’t be obvious but will become evident when the engine is loaded against the mounts. Another issue is a P0400 code, excessive EGR flow. The first problem is the fact that an “excessive flow” code will be thrown, when the actual problem is “insufficient flow.” The excessive report is the result of the ECU commanding more EGR when the engine doesn’t respond as expected to the EGR valve being opened. The most common cause for this lack of response is plugged EGR passages in the manifold. By removing the throttle body and EGR valve, the passages can be cleaned using a liberal amount of carbon cleaner and a piece of speedometer or hand brake cable and a drill. On some models, it will be necessary to remove the upper plenum. Be sure the vacuum line and manifold nipple are clear going into the MAP-type sensor that serves as the EGR boost sensor. Don’t let the term boost sensor confuse you; it’s a manifold pressure sensor that’s used to monitor the pressure change when the EGR is commanded open. On the later models that use an electrically controlled EGR, there have been instances where the valve has caused issues with a throttle tip-in stumble, stalling or rough idle. These complaints may be accompanied by a system lean code. If the rough idle is caused by a partially open EGR valve it’s easy to
MazdaFeature]
diagnose: Just let the engine warm up and look for flow through the valve by checking to see if the valve is excessively warm. We know there shouldn’t be any flow through the valve at idle; if so, the high temp indicates that the spring-loaded valve is not seating.
STALLING ISSUE A stalling issue can be a bit more challenging, since it could be an intermittent problem with the valve not closing. In this case, we check other possibilities for stalling; if we find no problems there, we go with our experience and replace the valve. The same scenario applies with a throttle tip-in stumble. In this case, the weak return spring in the valve is allowing more flow than the ECU is commanding. If you suspect this problem, a road-test with the valve disconnected will quickly confirm it. While a sticking EGR can cause a system lean code, it’s not the most common cause. The first step when faced with a lean code is to be sure to look at the freeze-frame data. Look at the fuel trims and the conditions when the code was set. You’ll probably find a long-term trim number near 25. This is the result of the short-term trim adding fuel and driving up the long-term number. If you’re looking at a multi-bank engine, take note if both banks are showing a similar number or if it’s just one bank. Freeze frame will also tell you when the limit was reached. Armed with this information, you can make some decisions. If the limit was reached at idle, it would have you looking for unmetered air finding its way into the engine. It could be the EGR valve, but could also be an intake manifold gasket leak, or the O-ring seals on the V6. On the four-cylinder, a leaking intake gasket will usually set a misfire code, along with the system lean code, letting you know where to concentrate your inspection. Usually all it takes is a shot of intake cleaner at the manifold flange and stethoscope to confirm the diagnosis. The six-cylinder’s upper manifold O-ring leaks can be a bit more challenging, and if you’re in doubt, a smoke test will conArticle continues on page 38
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Late-Model MAZDA ISSUES here have been some reports of wiring harness failure in the popular Tribute model that could shut down an injector or coil on acceleration and set the appropriate misfire code. The failure is usually within a couple of inches of the ECU; a shake and wiggle test will confirm the problem. But with the wire breaking inside the insulation, it would be time well spent to check a pin chart to better identify the suspected wires. The problem with system lean codes hasn’t gotten any better, but the possible causes have changed. There are still problems with contaminated mass air flow sensors, and intake hoses that can be diagnosed as previously discussed. We’re seeing some new problems that will lead to lean codes at idle. Like the sticking EGR valves on the earlier cars, the purge valves are not closing causing vacuum leaks most prevalent at idle. You’ll see a high reading on long-term fuel trim as the ECU tries to add enough fuel to compensate. It’s an easy problem to confirm; with the engine running there should be no vacuum on the vent line side of the valve. Like the EGR valves, this can be an intermittent problem.
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If you’re in doubt, remove the valve and tap the inlet side on a clean bench. If any debris comes out of the valve, you can be pretty sure you’ve found the problem and should consider replacing the charcoal canister. Another problem we’re seeing with the 2.3L engines is a bit more serious and will lead to poor performance and a no-start complaint. These timing chain-equipped engines have been having a problem with the cam timing shifting when the oil level gets extremely low. In a perfect world, everyone checks the oil and gets timely oil changes, but we all know that’s not always the case. These engines use friction washers (that must be replaced when removed) to hold the cam and crank gears in place after using special tools to establish the cam timing. While this system allows more precise timing, it has to be considered while you’re diagnosing a no-start, low power or crank and cam sensor codes. It’s apparent the cams are momentarily seizing due to the lack of lubrication and the gears are slipping. It’s also important to keep this system in mind if you’re going to replace a crank seal.
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[ MazdaFeature
firm you’re on the right track. On the other hand, if the freezeframe information is telling you that the code was set at speed, the idle is smooth and the driver reports no additional symptoms, you would have to think about what makes it lean under those conditions. My first thought would be the mass air flow sensor is not reporting all the air flow to
DRIVEABILITY
the ECU; by now we should all be aware of how debris finds its way to the hot wire sensor. If you’re going on an initial road-test after checking and clearing the codes and memory, set the scanner up to monitor the fuel trims, front O2 and calculated load. Before you hit the road, make sure the O2 and short-term trim is switching as expected. On
the road, do a couple of wideopen accelerations, making note of the calculated load; it should a 90-plus percentage. If not, take a close look at the mass air flow sensor for contamination. The sensors can be carefully cleaned — and we’re having good luck with some of the products designed for the job — but be gentle as they are fragile. We look at cleaning the sensor as part of the diagnostic process and recommend a new sensor to ensure a successful repair, so be sure to note that on the invoice to prevent any misunderstanding. Once the problem is diagnosed and repaired, make sure that the bolts holding the sensor to the air filter housing are tight, that the air filter box is not allowing unfiltered air into the sensor, and that the air filter element is of high quality and in good condition. There have also been reports of the sensor housing bolts coming loose, letting dirt into the air stream, so be sure all the air is being filtered.
IGNITION SYSTEM
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A P0300 series code indicating misfires has us moving to the ignition system. Many times, a misfire code will have a driveability complaint associated with it, but either way the diagnostic strategy is similar. If the miss is always evident, it shouldn’t take you long to figure it out. Be sure the engine is mechanically sound with good compression and spark plugs that are in good condition.
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[ MazdaFeature While you’re there, take a good look at the wires for any cracking or indication of carbon tracking; look closely for pinholes burnt through the plug boots that would let the spark get to ground. If any oil is evident, replace the valve cover gasket with spark plug tube seals. If the oil is deep enough, that could very well be the cause of your problem. Grab your stethoscope and be sure the injectors are opening and closing by listening for that distinctive click with the tool in the same location on each injector; they should all sound the same.
DRIVEABILITY
With Mazda’s distributorless ignition (DIS), using waste spark, coil pack and coil-on-plug systems, as the miles add up, none of the systems have been immune to problems. Plug wires have been the most common failures, but we’ve seen some coils fail as well. In the best case, the OBD II system is reporting the offending cylinder, sending you in the right direction. If not, it can be tough to pinpoint the offending cylinder, especially if it’s an intermittent problem. While you can use a low-amp probe to look at the coils, it can be
between you and your customer. On the models that require manifold removal for access, we always recommend replacing all the coils and plugs while we’re there. The other weak link in the ignition system is the distributor itself. You may have a complaint that the car cut out, but when it was started back up, it seemed fine. Or maybe it just cut out and wouldn’t start. There are no serviceable parts in the Mazda distributor, so if you have a nospark condition that is traced to one of the components housed in
On the four-cylinder, a leaking intake gasket will usually set a misfire code, along with the system lean code, letting you know where to concentrate your inspection. Usually all it takes is a shot of intake cleaner at the manifold flange and stethoscope to confirm the diagnosis.
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difficult to catch the problem. On a higher mileage, four-cylinder car that uses two coils and two wires, I would tend to replace all the components. On coil-pack cars, history tells us wires are the more common failure. With six-cylinder, coil-on-plug cars where the cylinder can’t be pinpointed, you have to decide if you should change them all or wait for the failure to become more evident. That decision would require a discussion
the distributor, the unit will have to be replaced. Actually, on some models, the igniter is available, but it costs as much as a rebuilt distributor. The aftermarket offers high-quality rebuilt units, but they don’t all come with the O-ring. You may be able to carefully replace the old one, but it’s much safer to have a new one on hand. When the time comes to put on the timing light, be sure to check your service information for any special procedure required to
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[ MazdaFeature
set the base timing. If you ignore a misfire code for any length of time, you will be faced with a P0420 catalytic converter efficiency code. Again, using the data side of the scanner, we want to take a look at the front and rear O2 sensors to see if the “cat” is doing its job. Unfortunately for the customer, we usually see the sensors mirroring each other, telling us the misfire has damaged the converter. If the front sensor were switching nicely while the rear remained steady, we’d know the cat’s doing its job. Keep in mind that the cats are covered with an eight-year, 80,000-mile warranty.
LATEST TECHNOLOGY While Mazda has long enjoyed a reputation for high-performance, affordable cars, the engineers haven’t stopped looking for improvements. The latest is its SKYACTIV technology. Its SKY-
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DRIVEABILITY
ACTIV-D engine, for example, touts the world’s lowest dieselengine compression ratio: 14.0:1, producing 20% better fuel efficiency. Mazda accomplishes this using a sequential twin turbocharger induction system setup to cram more air into the cylinders when the engine is running. There is a smaller turbo and a larger turbo that can work together or independently. The smaller turbo helps reduce turbo lag at low rpm, while the larger turbo supplies increased boost pressure for highspeed power. Mazda engineers also worked hard to reduce parasitic drag in the engine, as well as the transmission, resulting in better fuel mileage and increased performance. Go to www.mazda.com and click on the SKYACTIV tab for more details. IC
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44,46,50 Tech Update_VW brakes 11/12/13 2:40 PM Page 44
[ TechUpdate
BRAKE JOB By Andrew Markel, Editor, Brake & Front End Magazine
2008-’12 Volkswagen Routan Brake Service
T
he 2008-’12 Volkswagen Routan is a rebadged variant of the Chrysler minivan platform with revised styling, suspension tuning and brake service procedures. So this van has a bit of a split personality when it comes to servicing the brakes. The customers who drive the Routan and the Chrysler minivan are two different customers, judging by the TSBs. The Routan has five different TSBs that relate to addressing customer concerns about brake noise. The Chrysler minivan has zero. The two vans have almost identical brake systems and are assembled in the same plant. So you’ll have to give the Routan driver a little special attention.
Some vehicles with the auxiliary vacuum pump may store a DTC P1479 (17887) for a brake vacuum system malfunction. Sometimes, this code can be set erroneously due to sudden changes in engine vacuum, or as a result of condensation buildup. Checking the vacuum pump will require the use of a scan tool that can perform the bi-directional test for the pump.
FRONT & REAR BRAKES BRAKE FLUID Volkswagen requires SAE J1703 or DOT 4 brake fluid for the Routan. This type of brake fluid is recommended because of the kinematic viscosity requirements of ABS and ESC systems.
BRAKE BOOSTER
As stated previously, the Routan driver is more sensitive to brake-related noise. Always use a premium pad set with new hardware when the brake friction material needs to be replaced.
The 3.6L engine-equipped Routan uses a vacuum pump to augment normal engine vacuum. Control of the vacuum pump is provided by the PCM. A two-wire electrical connector is used to receive power and ground for the vacuum pump. Operating voltage is between 9V-16V. Andrew Markel
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[ TechUpdate BRAKE JOB
The stock front disc brakes are equipped with an audible wear indicator only on the left-side inboard brake pad. The right-side pads do not include an audible wear indicator. Rear disc brakes are equipped with audible wear indicators on both the left- and right-side inboard brake pads. The rear calipers have an integrated parking brake in the caliper. Turning the caliper piston will retract the caliper.
PARKING BRAKE ADJUSTMENT The parking brake lever is an automatic-adjusting type that continuously applies minimal tension to the parking brake cables to keep them in adjustment at all times. 1. Wipe the front parking brake cable strand clean at the intermediate bracket area. Do not use any type of sharp instrument directly on the cable strand to hold it in place. Damage to the cable strand or
The vacuum pump is controlled by the PCM.
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[ TechUpdate BRAKE JOB
The Routan with the 3.6L engine was the only model to come with a vacuum pump for the booster.
The equalizer bar for the parking brake.
The parking brake lever is an automatic-adjusting type that continuously applies minimal tension to the parking brake cables to keep them in adjustment at all times.
coating can occur. 2. Clamp an appropriate pair of pliers on only the front parking brake cable button and pull the cable strand rearward until it stops. Grasp the front cable strand and hold it in this position, and then remove the pliers from the button. 3. While holding the front cable in this position, install the equalizer (attached to both rear cables) on the front parking brake cable. 4. Release the grasp on the front parking brake cable. 5. Apply and release the parking brake lever one time. This will seat the parking brake cables and allow the auto adjuster in the parking brake lever mechanism to correctly tension the parking brake cables. Torque Specs: Front Guide Pin: 26 ft./lbs. Caliper Bracket Bolt: 125 ft./lbs. Rear Guide Pin: 26 ft./lbs. Caliper Bracket Bolt: 100 ft./lbs. Runout Limit: 0.002� Bleeding Sequence: Left rear, Right front, Right rear, Left front. IC
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[ TechFeature
HYUNDAI TECH TIPS
F
or the past three years, Hyundai has managed to sell more than half a million vehicles each year. Being able to service them can add dollars to your bottom line. Here are some top tech tips to aid your diagnostic efforts.
[
No Spark, No Injector Pulse on 2002 Sonata 2.4L Models
You may get a customer complaint that the vehicle died while in Drive, then wouldn’t start. There is no spark and no injector pulse, no engine rpm on the scanner while cranking, and it’s setting a crankshaft position sensor (CKP) code P0335. CKP sensor failure is common.
Tests/Procedures: 1. Verify the battery voltage to the CKP sensor on the pink wire. 2. Verify that the ground for the CKP sensor is good on the black wire — look for 0.05 volts or less. 3. Scope the CKP sensor on the yellow wire for a consistent 0-5 volt square wave signal. 4. Check for possible timing belt shredding that’s affecting the CKP sensor. Courtesy of Identifix.
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[
Hyundai 2.4L: Belt Debris Damages Trigger Wheel In the case of “no start” problems, it pays to know the service history. If the car has suffered a broken timing belt, it’s a good possibility that some debris from the broken belt has found its way to the crankshaft position sensor (CKP), causing damage to both the sensor and trigger wheel. On 2.4L engines, the balance shaft belts
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[ TechFeature
HYUNDAI TECH TIPS
Hyundai 1.6-2.4L: Check the Weights on the Shafts Before Installing Belts Hyundai also uses balance and oil pump shafts driven by the timing belt. In the early 1990s, balance shafts were used on the small displacement 1.6L and 1.8L DOHC engines found in the popular Elantra and the sporty Tiburon, as well as the larger displacement 2.0L and 2.4L engines used in the Sonata. The addition of the balance belt won’t cause any problems as long as it’s timed correctly and the counterweights are in the proper position when the belts are installed. There are access holes in the block that allow you to insert a punch or screwdriver to ensure the weights are at the bottom of the shaft, but they are not always necessary. It isn’t difficult to "feel" that the weights are at the bottom of the shaft. Later 1.8L and 2.0L engines went with a timing chain tying the cams together, while a belt was used on the opposite end of the exhaust cam to drive both. No balance shafts are used on these engines but remain necessary on the larger displacement four-cylinder engines.
have been known to fail and go unnoticed until the pieces finally take out the CKP sensor, resulting in a “poor run” or “no start.”
[
Hyundai Engine Stumble: Check Coolant and Air Temps
Another common driveability problem that may or may not have an associated code is a stumble or cutting out on throttle tip in. If the check engine light is lit, hook up your scanner and retrieve the code; the most common will be a system lean code. While you have the Go to www.ICRapidResponse.com
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scanner installed, take a couple of minutes to look at the other available parameters. Are the temp sensors reading correctly with a cold engine? The coolant and air temps should be close.
2004-’06 Elantra: Check Engine Light On With Fuel System Lean Code Vehicle Application: 2004-’06 Hyundai Elantra GLS 2.0L and 2004 Hyundai Elantra GT 2.0L The check engine light is on with a post catalyst fuel system lean code P2096, an O2 sensor
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[ TechFeature stuck lean B1/S2 code P2270, and an O2 sensor no activity B1/S2 code P0140.
Potential Causes: Air/fuel ratio sensor, exhaust flex pipe, fuel pump, heated oxygen sensor, mass air flow sensor.
Tests/Procedures: 1. Monitor the front air/fuel ratio sensor for about 2 volts at idle. Voltage should go down a little (rich) under heavy acceleration and up a little (lean) on deceleration. Voltage should increase to about 3.2 volts in fuel cut. (Hard deceleration from 4,000 rpm). 2. Monitor the rear O2 sensor to be about 0.4 to 0.6 volts and steady. Voltage should go up (rich) under heavy acceleration and down (lean) on deceleration. 3. Check the fuel trims to be close to 0%, add fuel and create a vacuum leak to see if the air/fuel ratio sensor reacts and the fuel trim changes. 4. Check the mass air flow sensor voltage at the pink wire to be about 1.4 volts at idle and about 2.5 volts at 3,000 rpm. 5. Have a helper partially plug the tailpipe while you check for exhaust leaks. 6. Check fuel pressure to be about 49.8 psi. Courtesy of Identifix.
[
Hyundai Voltage Drop Diagnostics
Excessive resistance in highamperage circuits may result in one or more of the following symptoms: • Blower motor speed slows down and the radio cycles off and on. Go to www.ICRapidResponse.com
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HYUNDAI TECH TIPS
• Intermittent headlight dimming during deceleration. This bulletin provides the procedure to diagnose and repair the vehicle wiring grounds.
Service Procedure: 1. Start the vehicle and turn on the headlights (including high beam), air conditioning and set the blower to maximum speed. 2. Using a digital volt-ohm meter (DVOM), perform a voltage drop test on the positive battery cable, paying particular attention to the leads to the underhood junction box. If the voltage drop is more than 0.2 volts on any of the leads, replace the positive battery cable. 3. Perform the voltage drop test on the negative battery cable. If the voltage drop is more than 0.2 volts, repair or replace the negative battery cable. 4. Perform the voltage drop check to all body ground locations in the engine compartment. Check with the positive DVOM lead on the negative battery terminal and the negative lead to the ground locations. If the voltage drop is more than 0.2 volts, repair or replace the body ground terminal and/or wiring assembly. 5. Perform the voltage drop test on all Engine and Transmission ground straps. Check with the voltmeter positive lead on one end of the strap and the negative lead to the opposite end. If the voltage drop is more than 0.2 volts, repair or replace the ground terminal and/or ground strap. IC Courtesy of ALLDATA.
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[ ImportTechTips NISSAN MAXIMA’S ABS ACTIVATES ON NORMAL BRAKING, ABS WARNING LAMP IS ON
Applied VINs: 2004-’06 all VINs 2007 built before 1N4BA41 E(*)7C 806900 Confirm: The ABS light is on with one or more of the following DTC stored, - C1105 - RR RH Sensor 2 - C1110 - Controller Failure - C1124 - RR LH IN ABS SOL - C1126 - RR RH IN ABS SOL and/or The ABS system activates with normal braking. Service Procedure: 1. Remove only the right rear (passenger side) brake rotor, wheel hub assembly and baffle plate (see Fig. 1). 2. Remove the plastic hub cap (see Fig. 2). 3. Remove the right rear ABS wheel sensor as follows:
a. Apply corrosion penetrant to the sensor bolt. b. Use a punch and hammer to lightly tap the sensor bolt. c. Remove the sensor bolt and sensor (see Fig. 3). 4. Clean any corrosion off of the knuckle, baffle plate and wheel hub assembly. – Use a non-metal brush on the wheel hub assembly. A metal brush may damage components. – A wire wheel or metal brush can be used on the knuckle and baffle plate. 5. Grind or file a notch in the locating hole (see Fig. 4). Before grinding – see Fig. 5 After grinding – see Fig. 6 on page 60. 6. Install the new plastic hub cap. 7. Reassemble all parts removed in reverse order. Make sure to use a new ABS wheel sensor. 8. If code C1124 and/or C1126 was stored, replace the ABS actuator.
Fig. 2: Nissan
Fig. 3: Nissan
Fig. 1: Nissan Fig. 4: Nissan
Fig. 5: Nissan
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[ ImportTechTips Fig. 6: Nissan
9. If you did not replace the ABS actuator in step 8, do the following: a. Use CONSULT-II to clear all ABS DTCs. b. Test-drive the vehicle. c. Recheck for code C1110. d. If code C1110 is stored, replace the ABS actuator. 10. Test-drive the vehicle; make sure the incident is fixed and the ABS light does not come back on. Courtesy of ALLDATA.
FUEL TRIM DIAGNOSIS AND O2 SENSOR PERFORMANCE
To better understand how fuel trim numbers are generated, the ECM/PCM uses the oxygen sensor or air/fuel sensor input signal to adjust fuel injector pulse-width values. If a longer-than-normal injector pulse width is required to maintain the desired oxygen sensor signal, the ECM/PCM displays an increased fuel trim value in its datastream. Of course, accurate fuel trim values are based on a properly functioning oxygen sensor. So, when diagnosing any fuel injection malfunction, it’s important to make sure that the oxygen sensor is accurate and responsive to fuel trim changes. Other areas that may affect fuel trims are poorly functioning MAF sensors, MAP sensors, low fuel pressures and vacuum leaks. Some general guidelines for diagnosing fuel
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trim and the potential causes for failure can be found on page 61. A useful diagnostic tool is to determine if the fuel trim problem exists in more than one engine operating range. Fuel trim should be checked at idle, at 1,500 rpm and at 2,500 rpm. In addition to these no-load checks, drive the vehicle at various steady load conditions and watch for fuel trim variation. If long-term fuel trim (LTFT) for bank 1 is 25% at idle, but corrects to 4% at 1,500 and 2,500 rpm, focus on factors that cause a lean condition at idle, such as a vacuum leak. If the condition exists in all rpm ranges, the cause is more likely a fuel supply issue caused by low fuel pressure, a restricted injector or a defective sensor input from a MAF or engine temperature sensor. Fuel trim can also be used to identify which bank of cylinders is causing a problem. If the LTFT for bank 1 is 20% and the LTFT for bank 2 is 3%, the source of the problem is associated with bank 1 cylinders only. The diagnosis should focus on factors related to bank 1. If an engine vacuum leak is suspected, inspect the intake manifold and vacuum hoses for leaks. If none are found, connect a vacuum gauge to see if engine vacuum readings are steady at idle and within a normal range. A low reading could indicate a vacuum leak or possibly a leaking EGR valve. The performance of the O2 sensors can be measured using a scan tool, a DVOM or a labscope. Check to see if the O2 sensor responds correctly to rich and lean fuel conditions. A rich condition can be temporarily created with a propane enrichment tool and a lean condition can be temporarily created by removing a vacuum line. If the engine control system is in closed loop (check loop status with the scan tool), monitor the injector pulse-width changes in response to changes to the O2 sensor readings. If these values are normal, you can assume the feedback fuel control system is doing its job. Check vehicle fuel pressure by connecting a fuel pressure gauge to the fuel rail and monitor-
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ImportTechTips] • Fuel pressure and volume • Engine operating temperature • Exhaust leaks • Engine compression • PCV system • Sticking injectors
ing fuel pressure. Does the pressure change when you disconnect the regulator vacuum line or restrict the fuel return line? Low-pressure readings could indicate a restricted fuel filter or strainer, excessive resistance in the fuel pump wiring or a failing fuel pump. High fuel pressure readings would point toward a faulty fuel pressure regulator or a restricted fuel return line. If fuel pressure is normal, monitor the injector patterns with a labscope. The injector pulsewidth should increase and decrease with rapid increases and decreases in throttle position and increases and decreases in engine load. Use the labscope to look at the engine’s secondary ignition pattern. If one or more of the spark firing lines are excessively high with short firing time, it’s a good indicator of a lean fuel condition in the affected cylinders. Lean mixtures are less conductive than rich mixtures and require higher voltages to initiate a spark. A lean condition could be a symptom of a dirty, clogged or inoperative fuel injector. The premature loss of the spark can also be caused by poor volumetric efficiency due to a worn cam lobe or a leaky exhaust valve. If the fuel mixture is running rich because the O2 sensor is inoperative, or the feedback control system is staying in open loop, the firing voltages will likely be lower than normal with longer firing lines. Possible Causes of Fuel Trim Failures Mechanical Conditions: • False air/vacuum leaks • Saturated charcoal canister • Leaking fuel pressure regulator
Electrical Components: • Fuel injectors • Ignition system • Battery and charging systems • Powertrain Control Module • Wiring harness/connectors Sensor Failures: • Upstream O2 sensors (HO2S) • Manifold Absolute Pressure (MAP) • Mass Air Flow (MAF) • Vane Air Flow (VAF) • Engine Coolant Temperature (ECT) • Throttle Position Sensor (TPS) • Intake Air Temperature (IAT) Courtesy of Delphi Product & Service Solutions.
HEATER CORE LEAK REPAIR A classic sign of a heater core problem is when the inside of the vehicle windshield persistently keeps misting. Warm coolant is leaking out of the core into the vents and then condensing against the cooler surface of the windshield. The automatic response is to turn up the blowers to try and clear the mist, but this only compounds the problem. The solution is usually to remove and either repair or replace the heater core. However, this is a particularly time-consuming task, which on older vehicles is often not cost-effective. An alternative solution is to treat the cooling system with a total coolant leak repair additive. These are designed to flow throughout the cooling system, including through the heater core, to make a quick and low-cost repair. Look for a ceramicbased, coolant-friendly product, ideally one that conforms to ASTM D-3147. This solution is courtesy of K-Seal www.kseal.com. IC Import-Car.com
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[ Essentials
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This holiday season get the DIYer in your life a gift you know they will love. Head on down to NAPA and get your choice of three tool sets for only $19.99 each: GearWrench five-piece ratcheting wrench set, Carlyle 19-in-one ratcheting driver bit set or EVERCRAFT nine-piece Screwdriver Set. At participating NAPA AUTO PARTS stores, while supplies last. Offer valid Nov. 17 through Dec. 31, 2013. Reader Service: Go to www.icRAPIDRESPONSE.com
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Federal-Mogul Corporation and its Wagner Brake brand are shifting to environmentally friendly low-copper brake pads. Federal-Mogul recently introduced Wagner ThermoQuiet Ceramic brake pads featuring the first full-line offering of 2021-compliant low-copper formulations. Now featured in ThermoQuiet Ceramic pads, the Wagner OE21 low-copper formulations are 35% quieter and offer 15% more stopping power and up to 40% greater fade resistance than previous formulations. Visit www.WagnerBrake.com. Reader Service: Go to www.icRAPIDRESPONSE.com
When performing a clutch repair on select Subaru applications, including the Baja, Forester, Impreza, Legacy and Outback models, you may observe excessive damage sustained to the throw-out bearing retainer. Schaeffler offers two LuK RepSet clutch kits, 15030 and 15-031, which resolve this situation. Every LuK RepSet contains a new clutch, disc, release bearing, pilot bearing, spline and lubricant. These two kits contain a release bearing and repair sleeve designed to slide over the throwout bearing retainer, thereby protecting and lengthening the life of the clutch and drivetrain system. Reader Service: Go to www.icRAPIDRESPONSE.com
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Ranger Products, a division of BendPak, recently unveiled its new QuickJack portable jack system that makes vehicle maintenance — on the track and off — convenient and lightning fast. The 3,500-lb. capacity, lightweight QuickJack can be easily stowed in the trunk or back seat of most cars. Bring it to the track or drop it on your garage floor to perform routine maintenance, all in seconds. The QuickJack collapses to a low 3-in. profile so it fits where other jacks don’t. Call 805-933-9970 or visit www.quickjack.com. Reader Service: Go to www.icRAPIDRESPONSE.com Reader Service: go to www.ICRapidResponse.com
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WIX® Filters, a member of the Affinia Group family of brands, in conjunction with Brake & Front End, ImportCar and Underhood Service magazines, named Bogi Lateiner of 180 Degrees Automotive in Phoenix the third-annual Best Tech at the AWDA conference on Nov. 4 in Las Vegas. “Bogi’s vision for the automotive service industry seeks to empower consumers through knowledge of automotive basics,” said Mike Harvey, brand manager for WIX Filters. “Her approach to consumer education also includes outreach to women on how they can pursue careers as auto mechanics. She represents the future of automotive technicians and is an exceptional choice for this year’s ‘Best Tech’ award.” Lateiner, a 13-year veteran in the automotive service industry, is an ASE-certified technician. She teaches basic car care classes for women and appears on a national TV show called “All Girls Garage,” targeting female viewers. “I started a repair shop in my driveway with little more than a strong passion for educating my customers and a commitment to the highest quality of service and repair,” Lateiner said. “I wanted to create a shop where everyone could feel comfortable and where I could be a part of elevating the reputation of the automotive industry.” Today, 180 Degrees Automotive is an 8,000-square-foot, state-of-theart facility with the look and feel of a coffee shop and designed with the customer in mind. Amenities include a children’s play area, art gallery, comfortable couches and free Wi-Fi. WIX Filters and Babcox Media also named two finalists for the Best Tech award – Jeff Florey of The Auto Shop in Santa Cruz, CA, and Audra Fordin of Great Bear Auto Repair in Flushing, NY.
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Essentials]
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<< Raybestos brand chassis parts – an Affinia brand – announces that listings for 25 makes and 61 models covering the 2014 model year have been added to the Raybestos chassis catalog. Ball joints and control arms have been added for the following 2013-’14 models: Honda Odyssey: P/N 502-1296, Left Upper, P/N 502-1297, Right Upper; Acura RDX and 2013 Honda CRV: P/N 505-1386, Lower; and Toyota 4Runner: P/N 507-1725, Left Lower, P/N 507-1724, Right Lower, P/N 5021267, Left Upper and P/N 502-1268, Right Upper. Reader Service: Go to www.icRAPIDRESPONSE.com Reader Service: go to www.ICRapidResponse.com
Arnott Inc. has released its 2014 product catalog, which provides detailed information on more than 260 air suspension replacement products including new product offerings for BMW, Mercedes-Benz, Audi and more. The 36-page catalog features Arnott’s entire product line broken down by application and provides part numbers correlated by year and model. A PDF download is available at www.arnottindustries.com. Reader Service: Go to www.icRAPIDRESPONSE.com Honeywell Friction Materials announces the arrival of Stop, its newest brake pad line. The Stop brand offers a high-value brake pad with a competitive price. Stop brake pads are designed to meet OE specifications for fit, form and function. Honeywell includes all the recommended brake hardware in the box for Stop to reduce installation time, improve bay efficiency and restore OE performance. Reader Service: Go to www.icRAPIDRESPONSE.com
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Robert Bosch LLC is broadening its coverage of gasoline fuel injectors for domestic, Asian and European applications with 11 new gasoline direct injector (GDI) part numbers and 12 new gasoline port fuel injector part numbers. Bosch is now bringing its advanced OE technology to the aftermarket to ensure that technicians can replace a failed part with the same OE part. The expanded coverage includes Audi, VW, BMW, Infiniti, Mazda, MercedesBenz, Mini Cooper and Porsche. Reader Service: Go to www.icRAPIDRESPONSE.com
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Centric Parts has introduced StopTech Big Brake Kits for the 2013 Lexus GS350 sedan. The kit uses floating directional AeroRotors (front 355 x 32 mm; rear 345 x 28 mm), as well as billet aluminum mounting brackets with stainlesssteel studs, DOT-compliant stainless steel braided Teflon brake lines, StopTech’s Street Performance brake pads, plus six-piston ST-60 calipers for front and four-piston ST-40 calipers for rear. Reader Service: Go to www.icRAPIDRESPONSE.com
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Track Talk Electronic Fuel Injection Marks Millionth Milestone Ever think about 1 million miles of racing? That equates to over two round trips from the Earth to the moon and 40 trips around the Earth. In every NASCAR race, spark plugs and fuel injectors fire about 3.6 million times in each racecar. One million miles of racing? That’s over 10 billion times. When Dale Earnhardt Jr. crossed the start/finish line at Charlotte Motor Speedway to lead lap 34 in October’s Bank of America 500, he logged the one-millionth mile of electronic fuel injection (EFI) in NASCAR Sprint Cup Series (NSCS) competition since the transition from traditional carburetors to EFI in 2012. It should come as no surprise that the milestone was under the radar, given that the switch to EFI itself has been smooth, almost seamless and virtually invisible.
Reliability in race cars, just as in passenger cars, has improved considerably over the last several decades. But the old adage remains true — racing is the ultimate test of a machine. If you want to find out what’ll break, take a car to a racetrack and push it to the absolute limit for a few hundred miles. Then do that every week for 36 weeks. When Freescale entered NSCS competition as the sole-source supplier of automotive semiconductors, there was certainly enough concern to go around. Not just taking out carburetors, which have been used reliably for decades, but installing an entirely new system which included an engine computer, sensors, injectors and wiring. But not once in a million miles has the brain of the EFI system, the electronic control unit (ECU), failed,
A game-changer: EFI has provided NASCAR teams with a new way to gather information to win races via an electronic control unit that records a wealth of data. Photo Credit: Getty Images
Leading lap 34 in last month’s Bank of America 500 at Charlotte Motor Speedway, Dale Earnhardt Jr. logged the one-millionth mile of EFI in NASCAR Sprint Cup Series competition. Photo Credit: Getty Images
from the electronics supplied by McLaren to the computing power supplied by chip maker Freescale. “The good news is, when it’s a non-event, we tip our hat to it because that means that it’s done its job,” NASCAR Vice President of Competition and Racing Development Robin Pemberton said of the successful transition to EFI. “A million racing miles is one thing, but it’s probably almost equaled in test miles, and to my knowledge, we haven’t had any failures.” With its frequency and length of races, NSCS racing arguably puts more stress on the engine and the EFI system than any other competitive series. “Our short races are 250 miles, which is what other series run as their big races,” continued Pemberton. “With the full-bodied cars, with the minimal tires that we have, the brake heat and the (engine) heat that’s generated, we put everything to the test.” As a NSCS driver puts a racecar through its paces, the ECU records a wealth of data
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that can be downloaded and analyzed via the banks of laptop computers teams have in their garage stalls. “I think the big benefit has really been for the teams, because they’ve been able to pinpoint times when there’s been a failure (in the engine) and understand that,” said Steve Nelson, director of marketing for Freescale. “And it’s helped them when they go back and look at data to build engines that are more reliable. They can identify over-revs, missed shifts, all types of things.” Interestingly, the computer chips Freescale supplies for the EFI systems aren’t custom-made for the high-test level of racing. You’ll find the exact same thing in your street car. “The little chips we put into those engine computers are the exact same ones we put into passenger cars,” Nelson explained. “We don’t specialtest them. They come right off the shelf. To do a million miles with zero failures with non-racing-specified parts is a really nice story for us.”
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