Tomorrow's Tech, April 2014 by Babcox Media

■ IMPROVING COMMUNICATION

■ TAKING IT TO THE MAX

■ RIDE CONTROL

April 2014 TomorrowsTechnician.com

CONTENTS

IIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIII

REAL WORLD.....................................12 Restoring Communication Tech Shop contributor Carlton Banks attempts to provide a plan of attack for communication issues on General Motors products with the Class 2 Protocol.

12 ENGINE SERIES................................16 Venturing into Duramax Territory Diesel specialist Bob McDonald details common service issues to the five generations of GM Duramax engines.

16 UNDER THE HOOD..........................28 Keeping Your Cool on Water Pump Repairs Shop owner Bob Howlett provides a detailed, step-by-step process of water pump replacement on a VW Jetta.

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Career Corner: The Case for Internships

Finish Line: Student Achievements

Service Advisor: Ignition Coils

Undercover: Ride Control Options

Tech Tips: Hub Bearings

TT Crossword

Report Card:

Nissan’s IDx NISMO Concept 48

Editor:

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Edward Sunkin, ext. 258 esunkin@babcox.com Tim Fritz, ext. 218 tfritz@babcox.com

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Tomorrow’s Technician (ISSN 1539-9532) (April 2014, Volume 13, Issue 3): Published eight times a year by Babcox Media, 3550 Embassy Parkway, Akron, OH 44333 U.S.A. Complimentary subscriptions are available to qualified students and educators located at NATEF-certified automotive training institutions. Paid subscriptions are available for all others. Contact us at (330) 670-1234 to speak to a subscription services representative or FAX us at (330) 670-5335.

2 April 2014 | TomorrowsTechnician.com

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Career Corner

Adapted from content at AutoProJobs.com

INTERNSHIPS

Can be a Great Stepping Stone

ven though you are still in school, now is the time to start thinking about your career path. And one of the best ways to get on-the-job training while you continue your education is through an internship or apprenticeship. Though internships sometimes come with a bad reputation that entail running errands and getting coffee, they have proven to be very beneficial in securing a job after graduation. University officials and employers almost universally maintain that partaking in an internship before graduation is integral to finding meaningful employment in today’s job market. Since an internship increases your chances of becoming employed after technician school, it is crucial to approach it with the same tenacity as you would an actual job. The reason “actual” is used as an adjective there is because sometimes these internships come without

pay; however, experience trumps pay in this circumstance, like a Lamborghini trumps a 1970s Gremlin. Getting an internship/apprenticeship and getting a job require a similar process. First, you have to create a resume, detailing whatever traits you possess that will make you qualified to receive the job you desire. This resume should look professional and organized to project a “well-puttogether” image. Next, since you are in techniPlaces to Apply for Internships/Apprenticeships: cian school, your school will have • Parts manufacturers resources allowing you to browse • Raceways, drag strips through any internship opportunities • Automakers as well as any future job fairs. Going to a job fair can be very • Independent repair shops fruitful, as you are meeting with • Auto dealerships employers face-to-face. • Fleet/Taxi businesses This also means you will have • Trucking firms to talk face-to-face with an • Auto parts stores employer, so you should come • Lube/Oil shops dressed appropriately as well as • Municipality garages equipped with resumes and a • Collision shops short speech about yourself. • Farm/Tractor businesses

April 2014 | TomorrowsTechnician.com

Networking Another approach you can use is utilizing professional organizations or associations for your field, which will often have online job postings or postings in their offices. If they do not have anything posted, feel free to call the organization and ask if they provide any information regarding internship openings. The common saying, “it’s not what you know; it’s who you know” also proves to be appropriate in looking for an internship. Networking with friends, family and acquaintances can be immensely helpful because you can just simply inquire if any of them have heard of any openings or companies that offer internships. Specialized websites are also at your disposal, but if you choose this option, be cautious, as there are a lot of scammers on the sites. Lastly, for those who are creative or simply cannot find anything else they are interested in, you can create your own internship. Simply find a company you would like to work for, ask for a meeting and propose an internship. This method however requires extensive preparation involving an excellent wardrobe, outstanding resume and a plan outlining how you can help them and what you both stand to gain. Overall, you have to show them why they need you (emphasis on the need). Now, once you find an internship/apprenticeship, you have to make sure to secure it. Make contact, ace the interview, be persistent and proactive and finally accept the offer. All of this is easier said than done, but in today’s job market, you need every edge over your competitors you can get. Sources: U.S. News and WikiHow

Solid Career Choice The demand for skilled workers in the automotive repair industry is higher than ever and continues to grow each year. Based on a study by U.S. News, automotive technicians made the list for the Top 100 Best

6 April 2014 | TomorrowsTechnician.com

Jobs in 2013. The profession ranked No. 79 in the 100 Best Jobs and No. 19 in the Best Social Services Jobs. The study was based on three important factors: the number of available job openings, the opportunity for advancement within the field, and the ability for workers to meet their financial obligations. The top 100 jobs were chosen according to their ability to meet these qualifications. Job openings for auto technicians are out there. The study showed that automotive service technicians and mechanics held 723,400 jobs in 2010. That number is expected to increase 17 percent by 2020. The number of vehicles, especially later model cars and trucks that have a longer lifespan, has continued to increase as well. The longer a vehicle is on the road, the more likely it is to need servicing. Even if new vehicle sales rise in the upcoming decade, the demand for auto technicians at dealerships will increase as dealerships offer more incentives to have new cars serviced and maintained in their own service departments. The majority of technicians who graduated from technical schools are working for retail and wholesale automotive dealers, independent automotive repair shops, and automotive service facilities at department, automotive and home supply stores. Other technicians have found employment at gasoline service stations, auto leasing and taxicab companies. Only 18 percent are self-employed. The average salary for automotive service technicians and mechanics in 2012 was $39,060. Service personnel in Anchorage, AK, San Francisco and San Jose, CA, took home the largest salaries – a whopping $59,970. Note: The average full-time, yearly income in the U.S today is $40,352. There has never been a better time to start or advance your career in the automotive repair industry. Browse AutoProJobs.com for job openings that could help you land one of the top 100 best jobs in the U.S. Sources: U.S News & World Report, U.S Department of Labor, U.S Bureau of Labor Statistics ■

edited by Tomorrow’s Tech staff Each month, Tomorrow’s Tech takes a look at some of the automotive-related student competitions taking place in this country, as well as the world. Throughout the year in “Finish Line,” we will highlight not only the programs and information on how schools can enter, but we’ll also profile some of the top competitors in those programs. Because there are good students and instructors in these events, we feel it’s time to give these competitors the recognition they deserve.

Super Late Model Driver Jordan Ives Wins ‘Search For A Champion’ Sponsorship The third-generation driver won his first race at age four, and dreams of a NASCAR career. Jordan Ives won his first race at age four. Twelve years later, the Gladstone, MI, high school student has landed what might be the biggest victory of his career: the $50,000 grand-prize sponsorship in the “Search for a Champion” contest from Federal-Mogul’s Champion spark plug brand. Ives was one of 15 finalists from among nearly 400 grassroots racers who submitted videos describing how a Champion sponsorship would help them dominate the competition in 2014. More than 243,000 members of the “Performance Driven” Champion online community cast votes in the contest. “This is an unbelievable thrill – Champion is one of the racing world’s truly great brands, and being able to display their classic bow tie logo on our car will be an honor for our team,” Ives said. “Search for a Champion has generated a ton of excitement among the grassroots racing community, which includes thousands of drivers like me who are looking for a way to get to the next level.” Reaching the next level has never been a challenge for Ives, who won his first “official” race on a Big Wheel trike at Norway (MI) Speedway at age four. He began racing dirt bikes on ice the next year and graduated to junior sprint car competition – winning all but one race – at 11. It was at that point that his parents, Angela and Steve Ives, realized Jordan had the makings of a champion. His family tree has helped as well: Steve Ives is a former Super Late Model driver and Jordan’s grandfather, Roger, was a driver and team owner. “Anyone who watched Jordan’s video could see that he has the talent and commitment to be successful at any level of racing and his accomplishments back that up,”

April 2014 | TomorrowsTechnician.com

said Jessica Wynn, global digital marketing manager, Federal-Mogul Vehicle Components segment. “Our voters really responded to his story, and we are proud to provide the support he needs to take on new challenges in 2014.” Ives won eight Late Model races and was Norway Speedway’s “Rookie of the Year” in 2012. He was selected “Most Improved Driver” after finishing in the top 10 in points in Super Late Model competition in 2013. He plans to campaign his 2012 Chevrolet Monte Carlo Super Late Model car throughout the Midwestern U.S. this year. In addition to the grand-prize sponsorship, FederalMogul also awarded $5,000 sponsorships to each of the 15 finalists, for a total of $125,000 in grassroots support from the Champion brand. To see Ives’ video that led him to this win, visit http://alwaysachampion.com/search-for-a-champion. To learn more about Ives and to follow the success of his Champion-powered car, visit www.jordanivesracing.com, and connect with him on Facebook and Twitter (@IvesRacing). For more information regarding “Performance Driven” Champion spark plugs, wipers and chemical additives, as well as the Search for a Champion contest, go to www.AlwaysaChampion.com.

Student Contest: Future Engineers Challenged with Tire of Tomorrow The Goodyear Tire & Rubber Company issued a $15,000 challenge to future engineers in grades nine through 12 – try your hand at inventing the “tire of tomorrow.” The challenge, which offers a top prize of $7,500 to the high school group that produces the most innovative concept, was part of Goodyear’s 14th Annual Engineering Career Day event, which was hosted by The University of Akron, on April 12. Grant prizes to the runners-up are $5,000 and $2,500 to the second and third place teams, respectively. Goodyear expected more than 3,000 students, parents and teachers to The University of Akron campus for its day-long Engineering Career Day event. In addition to exposure to UA’s new landscape for learning, students interacted with representatives from more than 50 local organizations. The free event also served as a conduit of giving for Goodyear, which handed out more than $40,000 in

scholarships and grant awards to participants. “At Goodyear, our most valuable asset is the talent and skill sets of our people. Engineering Career Day showcases our dedication to fostering future engineers at a young age. Investing early is key to attracting and retaining young innovators. This event reflects Goodyear’s commitment to making STEM education exciting,” explained interim chief technical officer Joe Zekoski. “We are pleased to welcome the participants of Goodyear’s Engineering Career Day to the University of Akron campus,” says George K. Haritos, dean of the College of Engineering. “I applaud Goodyear for their leadership in encouraging students in their interest in engineering. The U.S. can only benefit from enhanced interest in the field among middle and high school students.” To learn more about Goodyear’s Engineering Career Day, visit www.goodyear.com/careerday.

WIN’S WINNERS ANNOUNCED The Women’s Industry Network (WIN) has announced this year’s winners of the WIN Scholarship Program. Winners of the 2014 College Scholarships are: • Stephanie Baker, who will be attending WyoTech in Blairsville, PA, and • Suzanna Hernandez, who will be attending Southeast Community College in Lincoln, NE. These young women will also have the opportunity to be mentored by winners of the 2014 Most Influential Women awards being presented at the 2014 Educational Conference.

Winners of the 2014 High School Scholarships are: • Danielle Caballero, Judson High School, Converse, TX; • Megann Holbrook, Center of Applied Technology, North Severn, MD; and • Shelby Woods, Moberly Area Technical Center, Moberly, MO. “I am honored to be recognized by the Women’s Industry Network, and I am even more honored to be a member of this amazing organization,” said scholarship recipient Megann Holbrook. “With this association, I wish to make other women, not only working in the industry but customers as well, more comfortable tackling this male-dominated industry and giving them the basic knowledge to excel themselves.” The newly expanded WIN Scholarship Program is made possible by the support of WIN sponsors and by special events including the Scholarship Walk, held annually at the WIN Educational Conference, and sales of the “There’s A

10 April 2014 | TomorrowsTechnician.com

Place For You” recruiting poster. “We believe that we have an obligation to support young women who choose to enter our industry,” said Beverly Rook, co-chair of the Scholarship Committee. “By offering tuition scholarships to further their education, and having them mentored by other successful women in the industry, we feel that we are giving them a head start to a successful career.” The College Student Tuition and Conference Scholarship Awards are presented to students enrolled in a post-secondary collision repair technology program. Each scholarship recipient will receive a $1,000 scholarship to continue their post-secondary education in collision repair, a oneyear WIN Membership, plus waived registration fees and travel expenses to attend the 2014 Educational Conference being held this year at Paradise Point in San Diego, CA. The High School Tuition Scholarship Awards are presented to students enrolled in a secondary collision repair technology program who plan to continue their studies at a technical school or college. Each scholarship winner will receive a $1,000 scholarship to continue their post-secondary education in collision repair and a one-year WIN membership. For more information, visit: http://thewomensindustrynetwork.ning.com ■

Do you have an outstanding student or a group of students that needs to be recognized for an automotive-related academic achievement? E-mail us at esunkin@babcox.com.

Real World

Adapted from Carlton Banks’ article in carlton196100@yahoo.com

or this month’s Real Figure 1 World case, we will attempt to provide a plan of attack for communication issues on General Motors products with the Class 2 Protocol.

Our diagnostic journey begins with a 2004 Chevrolet Tahoe. This vehicle was tested at the EPA test facility in our area and it was determined that there is no communication with the PCM. Our subject vehicle is taken to a local repair facility to be evaluated. The first step there is to confirm the no communication issue. The technician uses a Tech 2 scan tool to access data and the scan tool is able to communicate with the Tahoe without a problem.

April 2014 | TomorrowsTechnician.com

So, he calls the EPA test facility to report that the vehicle does not have a communication problem. The state responds in a very pleasant manner and advises the tech that the vehicle must communicate with their equipment in order to pass the emissions test. It’s interesting

to note at this time that the state communicates on a generic level. The tech takes out his generic scan tool and finds that the vehicle does not communicate with it. The problem has been confirmed. The first step in our diagnosis is to review schematics for the communication lines. Figure 1 denotes the circuitry.

Figure 2

The PCM is denoted in Figure 2. Now we have a complete picture of what our testing will entail. A comb device will be removed out of the splice pack to take all of the modules on the schematic offline momentarily. See Figure 3. The modules will then be placed back online one by one.

Figure 3

A lab scope is placed on the data line to view the quality of the signal. A jumper wire will be used to place each module back online one by one to view the serial data quality for each one. The serial data line is a 0 to 7 volt pulse, which is pulse width modulated. Figure 4 on page 14 is an example of a known-good pattern for your review. The jumper wire was used to bring each module back online one by one, a pattern showing 0-7 volts was seen by all of the modules except one. If your guess was the PCM, you are incorrect! An example of the bad pattern is shown in Figure 5 on page 14 for your review and analysis. This pattern showed a range of 0 to 5.8 volts, this was below the threshold needed in order for proper communication to take place on this vehicle. The bad pattern occurred on the circuitry for the SDM or sensing and diagnostic module (airbag module). The airbag module circuitry was loading the circuit to this value, causing the

TomorrowsTechnician.com 13

Figure 4: 0 to 7 volt class 2 serial data – a known-good pattern. PCM not to communicate with the generic scan tool. The pin for the airbag module was taken off the bus and generic communication was restored. The vehicle then passed the emissions test, and the repair shop was advised to repair the airbag circuit.

This Pulling Codes case is now closed. Note: If you’re interested in reviewing websites that provide examples of known-good waveform libraries on a variety vehicles and vehicle systems, you can contact me at carlton196100@yahoo.com and I will provide you additional information. ■

Figure 5: A bad pattern showing a range of 0 to 5.8 volts.

14 April 2014 | TomorrowsTechnician.com

Engine series

Adapted from Bob McDonald’s article in

VENTURING INTO DURAMAX TERRITORY B ack in the 1990s, GM wasn’t making too many waves in the diesel truck market. The 6.2L and 6.5L engines had been around for sometime, but they were no match for the release of the Cummins 6BT in the Dodge truck in 1989 and the Ford Powerstroke in 1994. GM never really had a strong reputation for diesel design anyway. All we remember is the GM diesel engines were a clacking bucket of bolts that were plagued by many issues from the start of the late 1970s. GM’s goal at that time of the fuel crunch was to introduce an engine with great reliability and good fuel mileage. They weren’t interested in making power, just dependability. By the mid-1990s, GM was definitely behind in both areas and had to find a way to compete in a growing diesel market. But by 1999, GM didn’t even offer a diesel option in any of its mid-size trucks.

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Since 1976, GM and Isuzu have worked together as a joint venture on several projects. In 1996, the two automakers started working on a new mid-size diesel engine, and after two years of design, the Duramax was formed; production began in 2000. The engine design was a 90° V8, iron block, with aluminum heads, 32 valves, common rail injection. It was turbocharged and intercooled and produced 300 hp and 520 ft.-lbs. of torque. The engine was offered in GM mid-size diesel trucks at the start of 2001, and it brought GM back as a major player to the mid-size truck market by offering dependability, fuel mileage and quiet operation with plenty of power. The question that I often hear about the Duramax is “What kind of problems do you see with these engines?” I have to admit that these engines have a great reputation. While some problems have plagued

a few of the Duramax engines, there hasn’t been anycontrol module. For some reason, the Bosch injectors thing as detrimental as what other manufacturers have could not sustain life in the Duramax. The injectors would had to deal with. There are always going to be issues fail in three different ways — all related to the injector’s with anything that has to do with internal combustion. body becoming cracked. The best way to examine the Duramax would This can be seen with a scan tool and is known Generation I as an injector’s balance rate. The balance rates of be to break down the engines by their generation and evaluate issues of each. an injector are adjustments of fuel to the injector made by the ECU. The adjustments are Studying the Generations made by the ECU from fluctuations of There are five generations of the the crankshaft detected by the Duramax engine. The best way to crankshaft position sensor. The identify the generation is by the balance rates are given by the year, model and the RPO (reguvalue being a plus or a minus to lar production option) code. the volume of fuel per cylinder. So, if there is too much fuel for Gen I: Injector Issues a particular cylinder, the balance The first generation is known as rates for that cylinder would be the LB7. This was manufactured a minus. The ECU would be from 2001 to 2004, with the trying to take fuel away to coreighth digit of the VIN designated rect the imbalance condition. with the number 1. In the same fashion, if there were leaking With the LB7 being the first injectors and white smoke, the balance rate design, the integrity of the engine was for that cylinder would be a minus. great; the biggest problem was the fuel system. Another symptom of cracked injector failure would be A very common problem was injector failure. The fuel dilution in the engine oil. This would come from the engine incorporated the Bosch common rail fuel system, injector’s body being cracked externally, causing fuel to which was composed of the high-pressure fuel pump, leak into the crankcase. You have to remember that the high-pressure fuel rail, hard lines, injectors and electronic injectors of the LB7 were under the valve cover. The hard

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lines come from the high-pressure fuel rail and went through the valve cover. So if the injectors were leaking externally, fuel dilution could happen fairly quickly and go unnoticed because the engine would operate fine. There have been some injectors leaking externally so badly that the crankcase had filled with so much diesel that it was coming from the rear main seal. The particular truck I was working on with this condition was dripping diesel fuel from the rear main seal without the engine even running in the parking lot. The last form of injector failure was a hard start condition when the engine was hot. When the engine was cold, the vehicle would start fine and drive normally without any noticeable problems until the owner decided to stop somewhere like the store to get some fuel. When the owner would try to start the vehicle, the engine would spin over, but never fire. The injector’s body was cracked on the return side, causing the fuel pressure that was entering the injector to be returned to the fuel tank. The vehicle would literally have to sit for several hours and cool down before the engine would restart. The heat from the engine would cause the crack in the injector body to expand open. That’s why the engine will start fine when cold and struggle to crank when warm.

years/100,000 miles to seven years/200,000 miles. This did not, however, remedy the problem. Bosch went through several designs before there seemed to be a cure. The biggest problem came when customers had their injectors replaced under the seven-year/200,000-mile warranty. Then several years later, after the truck was out of warranty, the injectors failed again. This of course angered many customers because there was still a problem and now they were going to have to pay for it. But, if the other injectors didn’t last very long, this would be an ongoing problem for the owner. The injector replacement in the LB7 Duramax is labor intensive. With the injectors being under the valve cover, a lot of the components of the top of the engine have to be removed in order to access them. It’s always advised that if there are several injectors causing problems, it’s better to replace them all because of the amount of labor that it takes to get to the injector. The average cost of an injector replacement on the LB7 is generally around $4,000 to $5,000. The replacement process takes between 10 to 12 hours of labor and the injectors cost around $350 each.

Increased Warranty

In the middle of 2004, GM released the second generation of the Duramax, with the RPO code of LLY, with the eighth digit of the VIN designated as number 2. The LLY

With so many injector failures between 2001 and 2004, GM extended the injectors’ warranty from five

Gen II: Heat Exhaustion

TomorrowsTechnician.com 19

was in production from 2004.5 to 2006, and was made with 310 hp and 605 ft.-lbs. of torque. There were several reasons for the change: the injectors changed design and were now on the outside of the valve covers, providing easier access, and the EPA was tightening down on emissions standards for diesel engines in order to reduce NOx gas. The LLY incorporated the use of an EGR (exhaust gas recirculation) valve. When engine conditions would reach a certain criteria determined by the ECU, the EGR valve would open to let exhaust gas to be reintroduced into the intake manifold. Oftentimes this would cause a buildup of soot in the intake system due to the exhaust gas displacing the oxygen, which would cause cooler combustion; the cooler combustion inside the cylinder formed soot. In order to reintroduce exhaust gas into the intake of a diesel engine, the exhaust gas has to pass through what is known as an EGR cooler. A diesel engine exhaust temperatures can be much higher than gasoline, reaching as high as 1,200° F. Before the exhaust gas reenters the intake at this temperature, it has to be cooled. The EGR cooler is more or less a small radiator that is a part of the engine’s cooling system, which as the hot exhaust gas passes through the cooler will cool the exhaust gas before reaching the intake manifold. Over a period of time, the EGR coolers will fail, causing the engine coolant to enter the intake manifold. This will often result in loss of coolant with steam emitting from the tailpipe. The LLY suffered from overheating. When Duramax incorporated the use of the EGR cooler, the cooling system of the engine was not upgraded. When towing with the LLY up steep grades on a hot summer day, owners often noticed that the cooling system could not sustain the engine’s temperature and would overheat. One of the other features of the LLY was the use of VNT (variable nozzle

20 April 2014 | TomorrowsTechnician.com

Generation II

Generation III

turbo). The VNT was where the turbocharger could change the speed of the turbo by altering exhaust pulses to the turbine wheel. This created better spool time and more boost for the engine off idle and would also change spool at the turbo when the engine was at cruising speed for the use of less boost. This is more or less letting the turbo make boost when there is a demand. The VNT was sometimes responsible for the overheating issues of the LLY because of the more restricted exhaust system. Some overheating issues did result, however, in head gasket failures, which could damage the entire engine.

Gen III: Cooling Upgrades

In 2006.5 through 2007, the Duramax changed generation (third) again to the RPO code LBZ. Under the LBZ, the Bosch fuel engine management system also changed. This time, the fuel system used a new 32-bit controller along with seven hole injectors. The fuel pressures increased from 23,000 psi to 26,000 psi. Fuel sprayed directly onto the glow plugs for faster starts. The glow plugs were also independently controlled from the use of a controller for more efficiency during cold starts. The block was redesigned with more integrity along with the pistons and rods for the increase in horsepower to 360 and 650 ft.-lbs. of torque. The cooling system was upgraded with the use of a bigger radiator and fan along with a bigger EGR cooler. Owners of an LLY Generation IV can upgrade the cooling system of their vehicles by installing the radiator and fan along with the fan shroud from an LBZ. The Allison transmission also changed from 5 speed to a 6 speed. The additional gear in the transmission reduced cruising speed by 200 rpm.

Gen IV: Welcome the DPF From 2007 to 2010, the (fourth) generation of Duramax changed again to RPO code LMM. The eighth digit of the VIN is designated with the number 6. The LMM makes 365 hp and 660 ft.-lbs. of torque. Because the emissions stan-

dards for diesel engines were changing for lower NOx along with the higher injection pressure, further increases gas, the LMM incorporated the use of a DPF (diesel parengine efficiency. ticulate filter) in the exhaust system. The DPF is a device Final Notes that is located behind the catalytic converter that traps With more than 10 years of engine operation, the soot coming from the engine. The DPF is monitored by the engine’s ECU by the use of Generation V Duramax is a proven player in the mid-size diesel world. The engine design has always been on the pressure sensors located in the exhaust syssame platform with only improvements to the integrity tem. When the DPF becomes clogged of the design as power was increased. And. with soot, the ECU will actuate fuel injection changes were made as the injectors on the exhaust emissions reductions became greater. stroke, which will dump raw fuel There have been some unusual failures into the DPF. The fuel ignites in the such as broken rods or pistons, but exhaust system, which burns away very few accounts. The biggest the soot from the filter in the problem was the injector flaws DPF. This was an effective way from the LB7. This was the most to rid soot from the tailpipe, major failure that put a bad taste but causes more fuel consumpof Duramax into owners’ mouths. tion. Other than this, there are Gen V: occasional mechanical failures Accommodating Piezo that can often be associated with Injectors any engine design. Parts For 2011 to the present, the (fifth) over time become tired, it’s generation of the Duramax is curjust related to what the vehirently RPO code LML. Horsepower cle is used for and how much maintehas been increased to 397 along with nance is performed. torque to 765 ft.-lbs. The LML incorporates Keep in mind that the repair costs of the the use of urea injection. Urea injection is an Duramax aren’t cheap. The parts will be competitive to exhaust after treatment, which further reduces emissions. other brands of diesels, but the labor is not. The labor Urea is injected downstream of the turbo, which becomes associated with the Duramax, depending on what the a catalyst for NOx gas. repair is, can be intensive. Also, the fuel injection has changed to accommodate Take for instance a blown head gasket repair, the labor the use of piezo injectors and injection pressures reaching for both head gaskets on a Duramax will be around 35 29,000 psi. Piezo injectors incorporate piezo crystals that hours, compared to a Ford 6.0L that takes around 22 are used to create movement of the injector’s pintle, hours. So, be prepared to put in a few more hours in the which is faster than the traditional electromagnet. This, shop on this diesel. ■

22 April 2014 | TomorrowsTechnician.com

Service Advisor

Adapted from Gary Goms’ column in

KEEPING ‘CURRENT’ ON IGNITION COIL CHANGES

uring the past century, ignition coil config- sures tend to increase the voltage requirement at the urations have evolved from oil-filled canisspark plug. ter to epoxy-filled to e-core to waste Primary Circuit spark and to the most modern coil-onAn ignition coil primary circuit includes the battery plug or “pencil” coils. Whatever the convoltage or B+ terminal attached to a 12-volt current figuration, an ignition coil creates a spark by transsource and a ground or B- terminal attached to a forming amperage into volts. power transistor that controls primary current flow. To To illustrate, an oil-filled ignition coil might require create a spark, the power transistor is commanded by about 4 amperes of current at 12 volts to produce 2030 kilovolts (kV), while a modern e-core or coil-on-plug the Powertrain Control Module (PCM) to form a magnetic field in the coil by grounding the primary circuit. configuration might require about 7 amperes of curCoil “saturation” occurs as the magnetic field is rent at 12 volts to produce 30-60 kV of high-intensity formed. The PCM then commands the power transisspark. Keep in mind that, because many different factor to interrupt the primary circuit and collapse the tors affect the voltage multiplication process, the ultimagnetic field, which then creates an ignition spark. mate voltage output will vary according to design and The primary circuit on-time is generally referred to operating conditions. as “dwell angle” on distributor ignitions and “duty See Photo 1. cycle” on distributorless ignitions. Dwell angle and Whatever the configuration, an ignition coil has duty cycle begin when the primary circuit is grounded three parts: a primary circuit, a secondary circuit and a and ends when the primary circuit is interrupted. soft-iron core. A magnetic field is created around the While some import electronic ignitions mount a soft-iron core when an electric current flows through power transistor directly onto the coil, the power the primary circuit or winding. When the current flowtransistor in most ignitions is incorporated into a ing through a few hundreds of turns of primary winding is interrupted, the resulting magnetic field collapses into many thousands of turns in the secondary winding. By “cutting” the magnetic field many thousands of times, the secondary winding multiplies or transforms low battery voltage into the voltages needed to create an ignition spark. Keep in mind that the actual output voltage of the coil depends upon the air/fuel (A/F) ratio and the running compression of the engine at the spark plug gap. In Photo 1: Most technicians are familiar with oil-filled (center), epoxy-filled (left), general, lean A/F ratios e-core, waste-spark and pencil-type (right) ignition coils. and high cylinder pres-

April 2014 | TomorrowsTechnician.com

separate ignition control module (ICM). To further simplify ignition hardware, most modern configurations incorporate the power transistor or primary ignition “driver” into the PCM. Because most modern ignition systems are capable of producing secondary voltages up to 60,000 volts or 60 kV, the ignition systems are programmed to reduce coil operating temperatures by reducing the duty cycle or “ontime” at idle speeds, and also by increasing the duty cycle at high engine speeds. This feature increases coil life by reducing the coil’s internal operating temperature.

Secondary Circuit The secondary circuit of a distributor ignition system is comprised of the secondary ignition coil windings, distributor cap, distributor rotor, spark plug cable and spark plug. Distributorless systems have eliminated the distributor cap and rotor, but have retained the spark plug cable. Toyota, among others, often utilizes a “hybrid” wastespark ignition on V-block engines. In this configuration, the ignition coils on one cylinder bank are mounted directly onto the spark plugs, and the spark plugs on the opposing bank are connected to the coils by ignition cables. In contrast, a dedicated COP ignition system mounts the coil directly onto the spark plug. Obviously, the COP system has the least number of components to fail.

IGNITION COIL REPLACEMENT TIPS • Coils should not have any visible damage and the boot should be fully seated. While assembling coils to the engine, if you notice any visible damage like a cracked coil housing, broken anti-rotational tabs or broken connector, disregard that coil. • Never remove or disassemble the boot from the coil. • Do not scratch the HV towers or the coil housing. • Never strike any part of the ignition system with a tool or other object. • Never use hammers or other striking devices to install the plug wire to the coil HV tower. Installation of the plug wire to the coil HV tower should be done by hand. • Don’t apply any non-approved material to the surface of the HV tower, which mates with the high-voltage secondary leads. • Do not permit paint or other sprayed materials to be sprayed onto the electrical connectors. • Always apply the specified torque to the specified mounting thru-bolt. • Do not support the ignition system by the wiring harness or plug wire. • Never force-feed the engine wire harness mating connector into the coil connector. Always ensure the mating connectors are entirely seated and the locking mechanism is engaged. A snap should be heard/felt upon a good connection. ■

26 April 2014 | TomorrowsTechnician.com

Under the Hood

Adapted from Bob Howlett’s article in

KEEPING YOUR COOL ON VW WATER PUMP REPLACEMENT

e bought another loaner. It’s a 2003 Volkswagen Jetta that’s loaded with heated leather seats, heated power mirrors and the 1.8L turbo engine. It’s got the premium stereo and it’s my favorite color, black. It only has

2 28

April 2014 | TomorrowsTechnician.com

125,000 miles on it and it’s current on its timing belt and other services. I thought we were going to have to do a minimum of service to get it ready to use as a loaner, until I noticed the temp gauge reaching for the red. We all know why we recommend doing the water pump and all the rollers when we sell timing belt services. We even have a nice display to show our customers how it all works, and 90 percent of the time our customers will take our advice and do the complete service. Occasionally, someone will say, “Don’t do the water pump; I’m going to sell the car.” Guess what I bought? The water pump impeller is plastic on many Volkswagens. It gets brittle and can break into

pieces or spin freely on the shaft and not push any coolant. We checked the sensor, felt the radiator and had a strong suspicion that was the case with our new loaner, but how do you tell without removing the pump? Since the car had overheated, we were going to replace the thermostat, and with the thermostat removed, you can reach in and feel the water pump impeller and verify if it’s broken or loose. This article will show you how to remove the stat, check the water pump and replace the pump, if necessary. As with all repairs involving cam and crank timing or alternator removal, we will disconnect

the battery. To reach the thermostat, you do need to remove the alternator, so let’s get started.

DIGGIN’ IN 1. Remove the two engine shields. Quick screws hold in the top shield and front shield (see Photos 1 and 2). 2. Disconnect the intake duct at the throttle body (see Photo 3), remove the four torx bolts and then remove the throttle body. We had to key the car on after we pulled the throttle to roll up the windows. That makes it necessary to run adaptation on the throttle after we are done, so roll the windows up before you disconnect the battery. 3. To remove the alternator, we had to first remove the serp belt (see Photo 4) and belt tensioner, so remove the serpentine belt and the three bolts that hold the tensioner on.

4 4. Remove the two bolts that hold the alternator on and then remove the alternator, or just move it forward out of the way. We could now see the thermostat cover (see Photo 5). 5. Once you remove the thermostat cover, you can pull the thermostat (see Photo 6) and check the pump impeller. Reach into the block and toward the front of the engine to feel the impeller. It’s usually very apparent if the impeller is loose or broken. 6. So, it turns out that we do

6 have a broken impeller and have found the source of our overheating, so now we have to remove the timing belt and replace the water pump. We will also install our new thermostat, but we won’t reinstall the alternator or throttle body until after we use our airlift and verify the thermostat O-ring is seated and won’t leak. Now let’s start on the water pump.

“We removed the one nut holding the power steering reservoir in, clamped off the hoses and removed the front hose.” 7. Unplug the coolant level sensor, and then remove the two screws and the two hoses to get the reservoir out of the way (see Photo 7). One hose is underneath the reservoir, so be careful when flipping it over (see Photo 8). The

plastic can be brittle and crack if you’re too rough. 8. The power steering reservoir needs to be removed next. We removed the one nut holding it in (see Photo 9), clamped off the TomorrowsTechnician.com 29

10 hoses and removed the front hose. We laid it near the firewall to get it out of the way. Feel free to completely remove it, if you desire. 9. Before removing the right upper motor mount, raise the car and access the crank pulley 11 and lower timing cover. Remove the RF wheel (see Photo 10), then the intercooler duct (see Photo 11), and then remove what VW calls the belt cover. The intercooler duct is held in by only one nut (see Photo 12) and two clamps (see Photos 13 and 14). 10. The right-side motor mount needs to be removed next. Volkswagen recommends using a cross bar to support the engine from the top, but that can really get in the way. So, we use a good jack with a large rubber pad (see Photo 15 on page 33) to support

» Spotlight #1 Cause of Water Pump Failure is Contamination Cooling systems in today’s vehicles are prone to problems if not properly maintained. Maintenance includes flushing and filling the system whenever the water pump is replaced with a new, manufacturer’s recommended coolant mixture. Saving a few pennies today will end up costing you dollars tomorrow if preventative maintenance is ignored and contamination sets in. In fact, contamination is the number one cause of water pump failure. A water pump’s internal housing will look shiny and new after many years and miles of use if the cooling system is well maintained and functioning properly. When contamination is present, the inside of the pump’s housing may appear tarnished and dark-gray or a there is visual evidence of corrosion, rust, discoloration and deposits adhering to the interior cavity of the water pump. In fact, one of the most common signs of system contamination is the formation of rust and corrosion. System contamination can come from not flushing the cooling system thoroughly and refilling it with the wrong coolant mixture, or replenishing with old or used coolant. Harmful deposits from deteriorating cooling system components or excessive sealant flaking can also cause system contamination. Rust contamination can result from many different scenarios, most of which start with water. Water is different from state to state, city to city, and house to house. Based upon the amount and types of minerals contained within it, water can be hard or soft. Vehicle manufacturers typically recommend mixing coolant with distilled water. Minerals and metals found in city and well waters may not blend well with the coolant,

causing reactions that result in rust formation within the cooling system. The ratio of water to coolant is critically important. Too much or too little of either liquid will lessen the effectiveness of the coolant’s protective properties. Today’s engines are built with several types of metal, some of which are susceptible to rust. Coolant does more than change the freezing point of the liquid in the system; it also prevents rusting and lubricates moving system parts. Rust formation in the cooling system can quickly destroy a water pump’s seal, block small passageways, and cause a multitude of failures in other cooling system components as well. This is why a flush and fill using the proper coolant mixture is so important when servicing a vehicle’s cooling system. For more cooling system information and helpful videos, visit WaterPumpU.com.

ASC Industries, Inc./Airtex FREE Tech Support: 1.800.253.6009 ext 1300 www.WaterPumpU.com m.WaterPumpU.com

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the engine before we remove the mount. Be sure the lift is sitting on the safety before putting the jack under the car. Remove the two bolts (see Photo 16) that hold the side bracket to the mount and the

three bolts that hold the mount in (see Photo 17). 11. Remove the two clips (see Photo 18) that hold the upper timing cover on, and then remove the bracket to which the engine mount was attached. There are three bolts (see Photo 19) that hold it on and you may have to raise the engine slightly to get it out of the way. 12. There arenâ&#x20AC;&#x2122;t really any special procedures to do a timing belt on this model, so just line up the timing marks. We put a dab of TomorrowsTechnician.com 33

Wite-Out on the marks so itâ&#x20AC;&#x2122;s easier to see them (see Photo 20). We then remove the four Allen bolts (see Photo 21) that hold the crank pulley on, and the four bolts that hold the lower timing cover on (see Photos 22 and 23). We can now see the timing belt, tensioner and roller and the water pump (see Photo 24).

â&#x20AC;&#x153;Volkswagen recommends using a cross bar to support the engine from the top, but that can really get in the way. So, we use a good jack with a large rubber pad to support the engine before we remove the mount.â&#x20AC;?

13. Normally, we are installing all new parts so we can unbolt the tensioner and just take the belt off. A new tensioner comes collapsed, so once the new parts are installed and we make sure the timing marks are aligned, we just pull the pin (see Photo 25) on the tensioner and we’re good to go. It’s important to check the engine code to make sure you get the correct parts because VW and Audi made several variations of the 1.8L and 2.0L motors. 14. We will reuse all of our parts (except the water pump) because they were installed 20,000 miles ago, so we need to collapse the tensioner (see Photo 26) to remove and reinstall the belt. The factory tool part number is T10092. It’s basically a 5mm x 0.8 bolt that is 60 mm long and a large washer. Either works well. Slowly screw the bolt in until the belt slides off the water pump.

“What’s most important is to educate your customer about the importance of doing the complete job.”

36 April 2014 | TomorrowsTechnician.com

15. Remove the three bolts that hold the water pump in and remove it. We can see the impeller came out in pieces (see Photo 27). Clean up all the mating surfaces and install the new pump (see Photos 28 and 29). Hook up your airlift and make sure the thermostat and water pump won’t leak (see Photo 30). If everything checks out OK, refill the cooling system and double check for leaks. We don’t want a comeback because of a pinched or cut O-ring. 16. Everything looks leak-free, so we reinstalled our timing belt and checked our marks (see Photo 31). Unscrew the tensioner to tension the belt, and then rotate the engine over two times and recheck the marks. If everything lines up, reinstall the lower timing cover and crank pulley (see Photo 32). Install the belt cover and intercooler tube and make sure the rubber couplers and clamps are secure. Even a small leak can give you driveability problems and a check engine light. Torque the wheel and let’s finish putting it all back together. 17. Reinstall the upper engine mount-

ing bracket and the upper timing belt cover. Install the engine mount and bracket and hook up the power steering reservoir and coolant reservoir. 18. Reinstall the alternator and serpentine belt tensioner and belt. 19. Put the throttle body back on and hook up the air duct. We put the engine covers back on and we are ready to start it up. The car runs great and I’m ready to send it out as a loaner. We’ve done hundreds of these water pumps over the years and there are many variations of timing belt setups, depending on manufacture date, engine code and where the car was made. That’s why it’s so important to get the engine code when looking up the parts. The code is usually stamped on the cylinder head and is also on the engine sticker on the timing cover. You can also get it by running the VIN number. What’s most important is to educate your customer about the importance of doing the complete job. They may remember the low price they paid, but will quickly forget your recommendation to replace the water pump, or your warning that they will have to pay the labor again should the water pump fail. Worse yet, the tensioner or a roller could fail and cause a catastrophic engine failure a year after the timing belt was done, and you know who would get the blame for that. So, get a timing belt display from one of your sup-

32 pliers and save some worn out or broken parts to show your customers. It’s easy to sell the complete job with a little show and tell.

About Bob Bob Howlett joined the Swedish Solution crew in 1985 and bought the business four 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. ■

TomorrowsTechnician.com 37

Undercover

SHOCKING EVIDENCE D Adapted from Gary Gomsâ&#x20AC;&#x2122;s article in

Tips on Choosing the Best Ride Control for Customers

uring the fall of 1989, when I was working as a mechanic for an off-road desert racing team, we raced the famous Mint 400 held in Las Vegas. At that time, the 400-mile road course consisted of bumps, jumps and basketball-sized rocks just waiting to break a suspension system. About 50% of all vehicles entered would fail to finish the race. Standard for that day, our desert truck was equipped with three shock absorbers per wheel, which would theoretically reduce operating temperatures by distributing the load among three soft-valved shocks. By mid-race, our truck came into its pit stops with the shock absorbers so overheated that the polyurethane bushings were literally melting out of the shock mounts. Worse still, as

April 2014 | TomorrowsTechnician.com

the shock absorbers began to fail, so would the leaves in the truckâ&#x20AC;&#x2122;s leaf-spring suspension. Despite the suspension problems we experienced during the race, we were lucky enough to win our class. But, the lessons I learned about the importance of matching the shock absorber to its application endure to this very day.

Hydraulic Shock Absorbers A shock absorber is designed to dampen oscillations in leaf or coil springs by enclosing a piston and rod assembly inside a cylinder filled with oil. The shell or casing generally mounts on the axle or control arm while the piston rod assembly mounts to the frame. The piston contains valved metering orifices designed to allow the oil to flow more easily to one side of the piston than the other, which allows a shock absorber to compress more easily than it will extend. This general ratio or rate is ideal for absorbing bumps in the road and controlling the rebound rate of the unsprung weight of the axle and wheel assemblies. See Photo 1.

Photo 1: The top of a MacPherson strut assembly is mounted in a bearing plate that allows it to pivot.

Each shock absorber valving system is designed to accommodate variations in vehicle weight, speed and road surface. This allows engineers to create a smooth ride at low speeds while, at the same time, allowing them to control suspension rebound at higher vehicle speeds. Because shock absorber valving systems can be quite a bit more complex than I’ve described, we’ll leave it at that. Although the technology was popularly introduced around 2002, many high-end vehicles incorporate computer-controlled magnetic active shock absorbers into their suspension systems. These shock absorbers use magneto rheological (MR) fluid, which means that the viscosity of the fluid increases when a magnetic field is applied to the fluid. This feature allows manufacturers to instantly increase shock absorber firmness to accommodate a high-performance or emergency-driving situation. Many high-end vehicles also incorporate an air bag into the shock absorber assembly to compensate for additional loads on the suspension system. Most of these systems use a height control sensor that enables a chassis module to sense a variation in suspension height. The module then adds or subtracts air pressure via an electrically operated air compressor and valving system to correct suspension height or compensate for body roll. A distant cousin of the OE-air suspension system is the stand-alone “air shock,” which is a popular aftermarket solution to temporarily increase the load-bearing capacity of a vehicle’s suspension system.

As many older import vehicles age, their air shock systems become more failure-prone and more expensive to repair. In these situations, some companies supply conversion shocks designed to convert air shock systems to conventional shock absorbers. In addition, some companies rebuild the very expensive shock absorbers used in some high-end vehicles. In any case, economical remedies are available for keeping some of the older, high-end vehicles in service.

tube shock is easily damaged and that they can be more expensive to manufacture in gas-charged versions. See Photo 2. Dual-tube shock absorbers are most commonly used as original equipment because they are less susceptible to damage and because they have more oil capacity. The

downsides are a smaller piston area and a greater sensitivity to foaming the oil. On the other hand, both shock designs can be charged with nitrogen to reduce oil foaming. Neither the single- or dual-tube design is inherently superior, with both having their applications in modern vehicle ride control.

Single & Dual-Tube Shocks Modern hydraulic shock absorbers are manufactured in single and dualtube designs. In the single-tube design, the shell casing doubles as the cylinder in which the shock piston rides. The immediate advantages of a single-tube design are that the piston area is generally larger and that the shock absorber will dissipate heat much faster. The disadvantages are that the single-

Photo 2: This coil-over-shock system still uses an upper control arm assembly to maintain correct camber angle at the wheel. TomorrowsTechnician.com 41

Type of Suspension Shock absorbers are designed to fit short/long arm (SLA) or “dual wishbone” suspensions, MacPherson strut suspensions, coil-over shock suspensions and solid-axle suspensions. Keep in mind that the difference between MacPherson and coilover shock suspensions is this: the coil-over design essentially is an SLA configuration using an upper control arm to control wheel camber angle, while the MacPherson design is a single control arm version that uses the shock absorber itself to control wheel camber. See Photo 3.

Wear Rates Because shock absorbers wear very gradually, and because modern OE shocks are far more durable, it’s tough for most service technicians to properly evaluate the need for new shock absorbers. The time-honored rebound test, in which the technician jounces the suspension by hand, is the simplest method. In this test, good shock absorbers will dampen the rebound within one extension cycle. But, let’s keep in mind that, when the operating temperature increases on a high-mileage shock, the shock’s dampening capacity is greatly reduced. In many cases, test-driving the vehicle on a familiar road course is the best indicator of shock absorber performance. If the vehicle sways too much navigating corners, dives excessively during braking or bottoms the suspension too easily on bumps, the shock absorbers obviously need to be replaced. During a physical inspection, always measure vehicle suspension height. If the vehicle leans or one corner of the suspension rebounds differently than the others, the fault is likely with the shock absorber. Any shocks leaking raw oil from the piston rod seal should be replaced, as should badly dented shocks. Evidence of frequent contact

Photo 3: Servicing coil-over shock assemblies is similar to servicing conventional MacPherson struts.

Photo 4: These shock absorbers were replaced because the frame bumper pad to the right was frequently contacting the axle.

between the rubber rebound bumpers mounted on the frame and the control arm or axle are also subtle indicators of worn shock absorbers. Extreme combi-

nations of worn shocks and out-of-balance tires will cause wear at the center of the tire tread. Similarly, if a shock absorber has lost its gas charge, the vehicle will exhibit an uneven suspension height and additional tire wear on that wheel. And, if an accurate wheel alignment still produces scrub-related tire wear, worn shock absorbers might be at fault because the shocks can no longer maintain correct suspension geometry. See Photo 4. In any case, most shock absorber wear becomes evident between 60,000 and 120,000 miles. If the vehicle has more than 100,000 miles on the odometer, it’s nearly a sure bet that new shock absorbers, either conventional, coil-over or struts, will restore like-new ride control. When selling new MacPherson struts, it’s generally more time- and cost-effective to install new spring and strut assemblies than to disassemble the old strut for a cartridge replacement. Similarly, when selling conventional shock absorbers for heavy-duty or off-road use, it’s more cost-effective to look at a performance shock absorber that includes bellows that protect the piston rods from abrasive damage and high-performance polyurethane bushings designed for high-impact driving conditions.

dard suspensions. If a match isn’t made with the application, expect a premature shock absorber or spring failure. Regardless of application, it’s important to sell a quality shock absorber, especially if the owner intends to keep his vehicle. Unlike the cheaper lines, a quality shock absorber has features that will maintain its dampening capacity for another 60,000-100,000 miles. And, because mis-matched shock absorbers can produce quirky ride control and handling qualities, it’s important to always sell any type of shock absorber in pairs and, preferably, in sets of four. ■

Choosing the Best Option As most veteran under-car technicians know, choosing the correct ride control is often more subjective than objective. To illustrate, the average “tuner” enthusiast might like firm ride control for rally-type driving. In contrast, Grandma might want a shock absorber that didn’t shake the icing off of the cake she just delivered to her church social. Farmers and ranchers want a shock that won’t buckle under a load of hay, while recreational vehicle owners want a shock that will reduce vehicle bounce and sway when towing a fifth-wheel camper trailer. As I learned in our off-road race two decades ago, it’s important to match the shock absorbers with the suspension system. Stiffer springs require different valving than do softer springs. Increased vehicle loading requires a firmer shock absorber design. Off-road vehicles equipped with lift kits require shocks with greater travel than do stanTomorrowsTechnician.com 43

Tech Tips

Adapted from Bob Dowie’s article in

CUTTING THROUGH THE HUBBUB ON

KIA 4WD/AWD SYSTEMS

n the past 15 years, Kia fourwheel-drive (4WD) and all-wheel drive (AWD) systems have evolved from vacuum hubs and manual shifting transfer cases to fully electronic systems that use magnetic clutches for push-button operation. While you may never have to replace the entire transfer case or transmission on the popular Sportage and Sorento SUVs, you will have to replace hubs, sensors and solenoids on your customers’ vehicles. In this article, we’ll start with the early systems on the 2000 Sportage.

The most common complaint you’ll encounter is no 4WD operation, which can usually be traced to problems with the vacuum-actuated front hubs. Kia requires that the driver shift the transfer case into fourwheel-drive, choosing either high- or low-range gearing. The driver must then flip a switch that opens a vacuum-control valve, sending vacuum to the locking front hubs and engaging them to the drive axles. If there’s a weak link in the system, it’s the hubs. The hubs can cause a couple of problems. The first, and most common, is no engagement. Many times, these troubles can be traced to the vacuum supply, rather than a mechanical problem with the hubs themselves. The first step is to be sure you have vacuum at the hubs with 4WD engaged and the engine running. If not, work backward looking for the vacuum leak; a convenient test point is the “T” fitting by the master cylinder where the lines branch off to the left and right sides. This “T” is downstream of the control solenoid and vacuum storage tank, so if you have vacuum here, you should have it at the hubs. Many times, the problem is as simple as broken or disconnected vacuum hoses leading to the hub. But, there have been reports of problems with the steel lines running to the wheels. Over the years, these lines can rust, restricting flow and, in the worst cases, causing leaks. There are updated parts available, and Kia has issued a TSB on the subject, but line replacement can be a tedious task. Many techs report good success with alternate methods of repair, but you’ll have to make the choice as to

April 2014 | TomorrowsTechnician.com

what’s the best course of action for your situation. Another problem you can run into with the hubs involves engagement when it’s not called for. Usually described as a noise, in this case the hubs are sticking, and the wheels are engaging and disengaging the drive, the axles and front differential while the transfer case is in the two-wheeldrive position. Many times, simply backing up the truck will take care of this problem, but often it’s an indication that the hubs should come apart to be cleaned and lubed. Depending on the condition of the original units, replacement hubs may be in order. In the case of the Sportage, road grime that’s finding its way into the hub through the previously discussed vacuum system can cause this problem. If the 4WD isn’t used very often, the broken or disconnected vacuum lines could have been overlooked for quite a while.

Replacement Hubs Should you find yourself in the position where replacement hubs are required, or if the customer values reliability over convenience, consider changing over to the almost-bulletproof aftermarket manually operated hubs. These units provide a low-cost alternative to the automatic units and, while they require the driver to lock the hubs when 4WD is anticipated or required, many customers find it an attractive alternative. If you do go with the manual hubs, be sure to seal any of the vacuum fittings to prevent debris from getting into the hubs, and disconnect the supply solenoid to prevent a manifold leak when 4WD is selected. It’s

Commonization of 4X2 and 4X4 designs. Illustration courtesy of The Timken Co.

also a good time to service the wheel bearings or, at the very least, make any bearing adjustment that’s required. The rest of the 4WD system on these vehicles presents more service opportunities than diagnostic challenges. Be sure to figure on changing the fluid in both differentials as well as the transfer case when doing a major service on a Sportage. Of course, any work on the hubs will have you also checking the brakes.

4WD & AWD On LateModel Kias Looking at the later-model 4WD Kias, we see them moving away from locking hubs that engage the 4WD, and moving toward systems that de-couple the 4WD differential from the primary drive. After a short hiatus, the reinvented Sportage was back on the market in 2005. Kia made big changes, one of which was going with a lighter duty, crossover-type FWD platform vehicle that engages the rear wheels to provide AWD as needed with a drivercontrolled, lock-up option. By looking at various sensors, the control unit decides when torque will be delivered to the rear wheels and at what percentage. By looking at individual wheel speeds and throttle

position, brake input and steering angle, the control module will send a command to the rear differentialmounted coupler, applying the appropriate pressure to the internal clutch pack for the given conditions. While the coupler handles the varying load, the continuously engaged, transaxle-mounted transfer case does the job of keeping the driveshaft spinning. If the conditions require 4WD operation, the driver can choose to lock into FWD, providing the maximum 50/50 split to both axles. Designed for low-speed operation, the control unit will begin to disable the lock at 18 mph, and, at 25 mph, the lock system is fully disabled. As speeds come down, the lock feature will re-engage. Being speed dependent, if there is a problem with the wheel speed sensors, the lock option is disabled.

serviceable items in the coupler are the bearings. If you’re faced with a blinking 4WD lamp on the dash, or a suspect a problem with the system, it will be difficult to go much further without a scan tool that has enhanced software that will give you access to codes and data. Even with the very good information on the free Kia service information site (www.kiatechinfo.com), you would be hardpressed to have a successful outcome without the tooling. With the transfer case mounted to the transaxle, when it comes to maintenance on the system, it’s easy for an inexperienced tech to think they share lubrication. That is not the case with the Kia and it’s important that the fluid level in the transfer case be checked and replaced on the same interval as you recommend for the transaxle. ■

Searching Codes When it comes to potential problems, most will be mechanical issues, noises or vibrations. Instead of two CV axles there are four, and you have to consider the driveshaft as the shakes and noises are diagnosed. The wheel bearings and hubs are no different than what we see on any 4WD or AWD vehicle. The only TomorrowsTechnician.com 45

CrossWord PuZZle Tomorrow’s Technician April Crossword

ACROSS 1. Camshaft protrusions 4. Recall reasons 8. Radiator liquid 9. Uneven carburetion term 10. Acorn or castellated fasteners 11. Ignition irregularities 13. Car-wax label creature 15. Uplifting service-bay sights 18. Bendix-drive components 19. Shop's claim on repaired car 22. US crash-test agency, briefly (1,1,1,1,1) 23. Motorcycle stunt 24. Often-upgraded dash items 25. Items with M+S designation

DOWN

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1. Fastener anti-loosening device (4,3) 2. Turbocharger ____ gauge 3. Diagnostic device, ____ tool 4. Clean car to nth degree 5. Drive-thru lane purchase (4,4) 6. Automotive lingerie (3,4) 7. Detailed design description, briefly 12. Labor-charge system, sometimes (4,4) 14. Alignment adjustment, perhaps (4,3) 16. Dash-gauge adjuncts, often 17. Piston tops 18. Preps panel pre-paint 20. Serpentine belt pulley 21. Tire-carcass reinforcing band

New Multi-Speed Tire Changer Introduced Ranger Products, a division of BendPak Inc., offers the new R980ATF that is a variable-speed model that performs masterfully on a wide variety of wheels, including virtually all OEM and performance tire and wheel configurations. The R980ATF is equipped with a powerful variable-speed motor and gear box that work systematically at multi-speeds, allowing operators to match turntable rotational speed with varied tire and wheel combinations. Ergonomic controls are sensibly placed to minimize excessive reaching or bending, resulting in more jobs per day. This tire changer services wheels up to 25” in diameter. Visit rangerproducts.com.

April 2014 | TomorrowsTechnician.com

Performance has a new address

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Performance has a new address

Report Card

Judging by one of Nissan’s latest concepts, the box-shaped racers look of years past is back “in” again. Some have even described the IDx NISMO — an ultra-sporty model of the future — as one that looks as if the vehicle leapt directly from a driving simulator. According to Niassan, its IDx NISMO used the distilled heritage of Nissan’s basic box-shaped racing vehicles like the Datsun 510 and married it with various intriguing new details. This resulted in a car that appears to be timeless and moored in a place all its own. The IDx Nismo concept debuted at the 2013 Tokyo Motor Show last year had a pretty unexpected following. It was also presented in the Nissan display during the 2014 North American International Auto Show in January. One of the hallmarks of box-type racecars is speediness conveyed by a reverse-slanted nose. On IDx NISMO, this frontal design element is embellished by an aura of seriousness communicated by the use of carbon panels. Side mufflers provide a pleasing exhaust note. The car also has contemporary touches such as front/rear and right/left aerodynamic spoilers and a lightweight 19-inch wheel and 225/40 tire package. Not limited to being inspired just by racing cars, IDx NISMO was born from a refined combination of the freedom to borrow liberally from memorable vehicles of yesteryear and the present, in addition to whatever was felt exudes “cool.”

By Ed Sunkin, Editor

The number 80 on the IDx Nismo signifies the automaker’s 80-year anniversary.

To meet the high expectations for a powertrain equal to the task of propelling such a formidable car, one proposal from Nissan’s engineers is the combination of a high-performance, eco-friendly 1.6L direct-injection turbocharged engine, together with a sporty CVT with 6-speed manual shift mode and synchronized rev control. The result is no less than an appealing mix of racing heritage with the finest of modern knowhow. Scanning the IDx NISMO interior reveals racinginspired crimson Alcantara seat

covers that entice the eyes, complemented by Spartan-looking meters and gauges that animate the racecar ambience. The lustrous metal surfaces contrast with the bright red suede trim that is augmented by blue stitching. ■

See more on the car at Jay Leno’s Garage https://www.youtube.com/watch?v=rV2Rg3zH5EY#t=17

April 2014 | TomorrowsTechnician.com