■ FEELING DRAINED
■ EXPLORING 4.0L ENGINES
■ ABCS OF ABS
March 2014 TomorrowsTechnician.com
CONTENTS
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REAL WORLD.....................................12 What’s In Your Tank? Although cases involving contaminated gasoline are relatively rare nowadays, they still occur. Discover the common causes of fuel system contamination in this article from Gary Goms.
12 Babcox Blue
ENGINE SERIES................................16 Exploring 4.0L Service Opportunities The Ford 4.0L SOHC engine, the successor to the 60-degree V6 pushrod OHV 4.0L engine, went into production in 1997 for use in the Explorer and Mercury Mountaineer, and later other vehicle makes. Larry Carley takes a look at some of the service issues around this engine that put out only about 210 hp.
16 UNDER COVER.................................22 The ABCs of ABS and Friction Science In Part #1 of our Undercover series, we highlight the happenings the Hydraulic Control Unit and its influence with anti-lock brake systems. Then, we address the science of friction materials in our second Undercover feature that begins on page 27.
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TomorrowsTechnician.com
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Career Corner: Entering the Workforce
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Finish Line: Auto Show Poster Winner
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Service Advisor: Diagnosing Parasitic Draw
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Tech Tips: Indirect TPMS Systems
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NASCAR Performance
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Report Card:
Maserati Alfieri Concept
Editor:
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Tomorrow’s Technician (ISSN 1539-9532) (March 2014, Volume 13, Issue 2): 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 March 2014 | TomorrowsTechnician.com
HOME OFFICE 3550 Embassy Parkway Akron, Ohio 44333-8318 330-670-1234 FAX 330-670-0874 www.babcox.com PRESIDENT Bill Babcox bbabcox@babcox.com 330-670-1234, ext. 217 SALES REPRESENTATIVES: Roberto Almenar ralmenar@babcox.com 330-670-1234, ext. 233 Bobbie Adams badams@babcox.com 330-670-1234, ext. 238 Doug Basford dbasford@babcox.com 330-670-1234, ext. 255 Don Hemming dhemming@babcox.com 330-670-1234, ext. 286 Sean Donohue sdonohue@babcox.com 330-670-1234, ext. 206 Jim Merle jmerle@babcox.com 330-670-1234, ext. 280 Glenn Warner gwarner@babcox.com 330-670-1234, ext. 212 John Zick jzick@babcox.com 949-756-8835
Career Corner
By AutoProJobs.com staff
WHY YOU’RE SPECIAL TO TODAY’S WORKFORCE
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he saying, “You can’t teach an old dog new tricks,” is becoming more relevant in terms of expanding business in the technological world. Aged workers may have a difficult time adapting to the constantly changing environment, and in this day and age, technology is not a mere suggestion like a new paint job, but a necessary tool like a tire that keeps your vehicle rolling. Though many negative connotations come with hiring a new graduate over a more experienced, older worker, new graduates like yourself will become beneficial in the long run. For example: • For starters, new graduates may be willing to trade off a lower starting salary for more vacation days or time-off days – which can reduce costs at a small shop. • Recent graduates are eager to work because they have just spent many years preparing for the work world. • New hires like to prove to themselves that they can succeed, which means they will want to work hard. That hard work then turns into taking on more tasks, which translates into more work getting done. They will take care of shop owners’ day-to-day tasks, giving them more time to devote to other matters, such as expanding or improving their overall business. • Another benefit graduates offer is their schedules; they are flexible, because generally they don’t have many outside distractions, which also
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plays into more work getting done. • Along with the possibility of increasing profitability and the efficiency of completing day-to-day tasks, new graduates can also provide a fresher outlook on certain aspects of business. They can offer an outside perspective and their opinion of how the business compares to others in the area or country. Their new ideas can alter shops and create more revenue over time, reiterating why graduates are a worthwhile investment. • The obvious benefit of hiring new graduates is their knowledge of technology. Today, we live in a generation where it is crucial to adapt to the system. New graduates have grown up in this time, so you already have extensive knowledge and experience with new technology. Explain during an employment interview that your skills would be helpful in converting a shop owner’s dated facility into a modern workshop. You can help make this a smooth transition and can quickly learn and possibly adapt the business’ computer applications. Hiring a new graduate would also increase the diversity in a shop, which allows for balance. A shop should not just have one type of employee, but a medley of people who specialize in different things. If a shop owner wants only older employees, ask him or her how would a vehicle operate with just older parts? Source: theundercoverrecruiter.com/hiring
5 Tips to
Spring Clean your Résumé
Ford R. Myers Offers Five Simple Ideas to Improve Your Resume so it Will Get Better Results If you find that your résumé isn’t getting the results you want, spring is the perfect time to clean it up. Ford R. Myers, career coach, speaker and author of “Get The Job You Want, Even When No One’s Hiring,” (www.getthejobbook.com) suggests the following five tips to freshen up your résumé this spring. 1. BE BRIEF: Less is Always More — Of the five main sections of a résumé - Personal Information, Career Summary, Professional Experience, Education and Affiliations or Professional Development — the Career Summary is where brevity counts most. “The Summary is a brief statement of who you are, where you’re ‘coming from,’ and what skills and expertise you have to contribute to an organization. All you’ll need to grab the reader’s attention are five or six lines of text highlighting the benefits and contributions you offer as a professional,” states Myers. 2. BE SPECIFIC: Résumés that get noticed focus on specific results. Quantify everything you can, including retention rates, sales numbers, profit margins, increases/decreases, performance quotas, time frames, numbers of people/projects, and so on. Whenever possible, use percentages, dollars and hard numbers. “Although individuals should be as specific as possible throughout the entire résumé, this “quantification” tip should be exercised most in the ‘Professional Experience’ section. Here is where your past jobs, roles, responsibilities and accomplishments are listed.
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It’s also where most employers and recruiters focus 90% of their attention. The information you present here, and how you present it, can decide the fate of your candidacy within about 10 seconds of scanning time,” explains Myers. 3. BE ACTIVE: Myers urges résumé writers to use strong action verbs at the beginning of every sentence and phrase. Words such as “create,” “launch,” “initiate,” “devise” and “conduct” have a lot more impact than a vague phrase such as “responsible for.” 4. BE SELECTIVE: Focus on information that is truly relevant to your career path and edit out the rest. “There is no need to focus on your after-school job or high school achievements if they are not relevant to the career you are looking for or if they are in your distant past,” says Myers. 5. BE HONEST: Myers warns job seekers to never lie on a résumé, “If you lie, you will always lose in the long run. Your résumé is a ‘living document’ that will be edited and updated through the course of your job search and your entire career,” adds Myers. “Taking a good look at it this spring, as well as the start of every season, will help you put your best foot forward.” Reprinted by permission of Ford R. Myers, a nationally known Career Coach and author of “Get The Job You Want, Even When No One’s Hiring.” Download your free bonuses now at www.careerbookbonuses.com. ■
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.
FORD/AAA SETS DATE FOR NATIONAL FINALS The national Ford/AAA Student Auto Skills competition, which fosters young people's interest in the automotive industry through a spirited nationwide competition with opportunities to win prizes, scholarships, tools and awards will be held June 8-10, 2014 in Dearborn, MI. Instructors are also eligible to win equipment, service publications, trophies and prestige for their schools. Opportunities with the Ford ASSET program will be available to many of the competition finalists. The 2014 grand-prize will be an all-expense paid trip to the Wood Brothers Racing facility where the students and instructor will work on race cars and learn from top automotive engineers. As part of the job-shadow experience, the winners will also attend a race as VIP. For more information, visit: https://autoskills.aaa.com
NAIAS Announces Poster Winners
Sixteen high school artists were recognized as prize winners in The North American International Auto Show (NAIAS) 26th Annual High School Poster Contest. This contest provides a unique opportunity for students to become involved in the annual auto show, while gaining experience in creative competition. Students created automotive-themed posters that met various contest requirements. Developed to engage the creative minds of Michigan's future artists, the 26th annual contest saw a record 73 high schools participate, submitting 989 poster entries. Some of the winners included:
Chairmen's Award Lindsey Simon 12th grade Romeo Engineering and Technology Center Washington, MI
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Best Theme Award Tiffany Teng 11th grade Novi High School Novi, MI
11th Grade Award, 1st Place Zoe Wilson Careerline Technical Center Holland, MI
State Farm Insurance Award Angelica Paparizos 12th grade Henry Ford II High School Sterling Heights, MI
The automotive-themed poster entries were judged by chairmen from the NAIAS, an automotive designer from General Motors, as a representative from State Farm Insurance.
To view all of the winning posters, visit: http://www.naias.com.
RICHARD P. SCHARCHBURG STUDENT PAPER AWARD COMPETITION In an effort to encourage research and writing effort among university students in the area of automotive history, the Society of Automotive Historians confers its annual award for the best student paper in the auto history field. The award is named for Richard Scharchburg, the late Professor of History at Kettering University, eminent automotive historian, and past vice president of the Society of Automotive Historians. Persons submitting papers must be enrolled at educational institutions (upper-class undergraduate or graduate level) at the time of submission. This competition is international in scope, but papers must be in the English language. Papers already published or scheduled for publication will not be accepted.
Manuscripts should not exceed 10,000 words, and should be double-spaced. An abstract is requested. Judging criteria include clear statement of purpose and testable hypothesis, accuracy and thoroughness of research, originality of the research, documentation, quality and extent of bibliographic resources, and writing style. a plaque and a cash prize of $500. Diagrams, graphs or photographs Submissions should be sent to: may be included. John A. Heitmann, Ph.D, Chair, Submissions must e-mail dated Student Awards Committee, by June 10, 2014. Department of History, University Upon recommendation of the of Dayton, judges, the winning paper will conjheitmann1@udayton.edu. ■sidered for publication in the Society’s Do you have an outstanding student or a Automotive History Review and the group of students that needs to be recognized winner will receive for an automotive-related academic achievement?
For more information on the paper, visit: www.autohistory.org/index.php/student-paper-award.
10 March 2014 | TomorrowsTechnician.com
E-mail us at
esunkin@babcox.com.
Real World
Adapted from Andrew Markel’s article in
WHAT’S IN YOUR TANK? Common Consumer Contaminations
A
lthough cases involving contaminated gasoline are relatively rare nowadays, they still occur. In many cases, technicians have replaced the fuel pump or mass air flow (MAF) sensor to address a P0171/P0174 “lean-condition” DTC with no result. In all likelihood, the technician didn’t consider the possibility that the vehicle’s fuel might be contaminated with E85 gasoline, diesel fuel, stale gasoline, or, to a lesser degree, sugar and water. The fact is that the first three fuel contaminants tend to lean out the air/fuel mixtures, while sugar and water generally cause intermittent cranking, no-start and
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stalling complaints. In total, and depending upon the percentage present in the fuel tank, contaminated fuel can mimic the symptoms produced by defective fuel pumps, fuel injectors and fuel control components like MAF sensors.
Lab Work Because organic chemistry is the study of incredibly complex fossilfuel hydrocarbon compounds left behind by living things, I will likely simplify to the point of error in the following text. Nevertheless, as the name implies, hydrocarbon fuels like gasoline are composed of hydrogen and carbon atoms generally obtained by refining animal-based fossil fuels
like crude oil. Oxygenated hydrocarbon fuels like ethanol and methanol include oxygen atoms in their chemical make-up and are obtained by fermenting a plant-based biomass. Since oxygenated fuels contain part of the oxygen needed for combustion, oxygenated fuels require less atmospheric oxygen to create a “stoichiometric” air/fuel ratio than does pure gasoline. During our discussion of the various fuels, I’ll use the term “stoichiometric” to indicate when all of the oxygen and hydrocarbons contained in an engine’s cylinders are completely consumed during combustion. We’ll also look at differences in specific gravity, heat output in British Thermal Units (BTUs) and octane rating. Specific gravity simply compares the weight of a fluid to the weight of an equal volume of water at room temperature. Since hydrocarbon fuels are lighter than water, their specific gravities will be less than “one.” BTUs are a comparative measure of heat produced by equal weights of hydrocarbons when combined with oxygen. Octane ratings are the tendencies of various hydrocarbons to self-ignite when mixed with a stoichiometric volume of air and compressed in a closed cylinder. Octane ratings are important because gasoline engines require a fuel that will not self-ignite under extreme levels of compression. In direct contrast, diesel engines require a fuel that will self-ignite under the same compression extremes. Consequently, the Research Octane Number (RON) of some diesel fuels is about 25, whereas the RON of most regular-grade gasoline sold in the U.S. ranges around 87 RON. Last, but not least, the lack of fuel volatility (Reid Vapor Pressure) becomes an important consideration
when diagnosing fuel contamination issues at freezing or sub-freezing operating temperatures. Major symptoms of contaminated fuel can include cranking no-start, hard starting, stalling, loss of power and poor fuel economy. Because symptoms of fuel contamination generally appear immediately after refueling, the fuel gauge needle pegged on full should always be a diagnostic “red flag.” And, because some drivers simply add fuel rather than topping off their tanks, it’s doubly important to ask if the vehicle has recently been refueled. With those precautions in mind, let’s look at some of the symptoms associated with the following fuel contaminants.
E85 Gasoline Although it’s hard to think of E85 gasoline as a fuel contaminant, it’s important to remember that E85 is designed for use only in flex-fuel vehicles. Because pure ethanol requires approximately 150% more volume to support stoichiometric combustion than does pure gasoline, some early flex-fuel vehicles use an ethanol sensor in the fuel line to estimate the volume of ethanol in the fuel. Later flex-fuel vehicles simply use data inputs from their air/fuel ratio sensors to adjust fuel injector pulse width to accommodate increased volumes of ethanol. Most flex-fuel vehicles can be identified by an exterior flex-fuel emblem and, in many cases, a yellow gas cap. Many motorists inadvertently top off their fuel with E85 because they are unaware that E85 gas pump nozzles are generally equipped with yellow covers. Immediately afterward, they begin experiencing leanfuel driveability symptoms such as hard starting and loss of power accompanied by a P0171 or P0174 DTC, depending upon the application. At this point, let’s note that “ethanol” and “methanol” are
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distinctly different alcohol compounds. Methanol is used in racing applications because its high latent heat of vaporization keeps the engine cool, and because it produces slightly more horsepower than gasoline. But, even with those advantages, methanol has a major tendency to corrode metal surfaces and degrade fuel hoses, Orings and other soft fuel system components.
Diesel Fuel Dilemmas Because the specific gravity or density of diesel fuel (0.825) is higher than gasoline (0.787), it contains about 15% more heat energy. Diesel fuel also contains wax-like paraffins that tend to “gel” in sub-freezing ambient temperatures and clog the engine’s fuel filters. And, since winterblended diesel fuels flow much better at low ambient operating temperatures, their effects as a fuel contaminant might vary at sub-zero temperatures. Another diagnostic issue with higher-density diesel fuel is that it doesn’t flow well through low-pressure fuel injectors found on gasoline engines. The symptoms of diesel contamination depend greatly upon the percentage present in the tank. A lower percentage might result in a minor power loss while, thanks to a lack of volatility, a greater percentage might result in a cranking, no-start condition after an overnight cold-soak. One basic test for diesel fuel is to place a few sample drops of gasoline on your fingertips and rub them together. If an oily residue is left, suspect diesel fuel contamination. If the cranking, no-start vehicle has fuel pressure, but acts as if it has a fuel delivery problem, try adding a substitute fuel like propane to the air intake. If the cylinders begin to fire, again suspect diesel fuel contamination.
‘Stale’ Fuel The symptoms of stale gasoline are caused by a loss of volatility, which means that the gasoline has lost its “lightend” components and will, therefore, not vaporize well enough to support ignition. Case in point, I was called to diagnose a vehicle with a poor cold starting and cold engine performance complaint. The symptoms would vary according to ambient temperature. The diagnostic “red flag” was a fuel gauge needle pegged on “full.” Draining the tank and installing five gallons of fresh gasoline resolved the complaint. Afterward, I discovered that the driver had filled his tank from an aboveground tank containing gasoline that was 1-1/2 years old. Exposure to extreme day/night temperature changes had long ago driven most of the highly
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volatile, “light-end” hydrocarbon components of the fuel into the atmosphere.
Criminal Contamination While many myths continue to circulate about how sugar in fuel tanks will ruin an engine, keep in mind that sugar will not dissolve in pure gasoline. It can, however, dissolve in trace amounts of water created by normal fuel tank condensation. Case in point, a high school teacher had his Isuzu Rodeo towed in for a cranking, no-start complaint. According to the teacher, his Rodeo had progressively run worse during the previous two weeks. It didn’t take long to discover that no fuel was flowing through the throttle body injectors. Removing the fuel tank revealed that the bottom of the tank was coated with a thick, cola-type syrup. Evidently, a disgruntled student had poured a sugar-based cola drink into the fuel tank, and from there it gradually migrated to the fuel injectors and stuck the fuel injector pintle valves closed. Although water contamination is rare, it can result from something as simple as using an old, rusty gas can to refuel a vehicle. In any case, small percentages of water will be absorbed by ethanol gasoline, while large percentages can absorbed by using an isopropyl alcohol additive. Greater percentages of water will quickly settle to the bottom of the tank or in-line fuel filter, where the fuel pump can pick up a few drops, causing an intermittent stalling or cranking, no-start complaint. Draining the contents of the in-line fuel filter is perhaps the quickest way of confirming water contamination. Testing on single-line fuel systems with no Schrader port or in-line fuel filter can be difficult. Here again, the best test procedure is to try starting the engine on a substitute fuel source like propane. If the vehicle starts, it most likely has a fuel contamination problem. ■
Engine Series
Adapted from Larry Carley’s article in
‘EXPLORING’ OPPORTUNITIES Service Notes to the Ford 4.0L Engine
T
he Ford 4.0L SOHC engine is the successor to the 60-degree V6 pushrod OHV 4.0L engine, and is the latest in a long series of engines produced at Ford’s plant in Cologne Germany. The SOHC version went into production in 1997 for use in the Explorer and Mercury Mountaineer, and later became an optional engine for the 2001 to 2011 Ford Ranger, 2001 to 2010 Mazda B4000, 2005 to 2010 Ford Mustang and 2005 to 2009 Land Rover LR3. Rated at a rather anemic 210 horsepower, the 4.0L SOHC V6 is not exactly a high output engine. It also has an unusual overhead cam drive setup. Unlike most other OHC V6 and V8 engines that drive both overhead cams directly from the crankshaft with a belt or chain, this engine has an intermediate jackshaft in the middle of the block where a pushrod cam would normally be located. A short timing chain on the front of the engine connects the crankshaft to the intermediate jackshaft. A second, longer timing chain behind the first chain connects the front of the jackshaft to the overhead cam on the left side of the engine. A third timing chain in the back of the engine connects the rear of the jackshaft to the overhead cam in the right cylinder head. There is also a balance shaft in the crankcase of engines used in 4x4 trucks, which is driven by a fourth chain directly off the crankshaft. Why Ford designed the cam drives this way is anyone’s guess. It probably allowed the engine to be shorter and more compact. But one of the unintended consequences of this foreand-aft split cam drive arrangement is that it makes the timing chains, guides and tensioners VERY difficult to replace — which makes for an expensive repair when a chain guide or tensioner fails on one of these engines (a common problem on high mileage engines, especially if the owner has neglected regular oil changes).
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TIMING TROUBLES Some of the early engines up through 2002 in the Ranger and Explorer have had a timing chain rattle problem due to the poor design of the original teflon chain guides. The noise is most noticeable when a cold engine is first started, and is usually loudest from 2400 to 3000 rpm. The same noise problem can also develop in 2003 and newer high-mileage engines as a result of chain guide wear. In some instances, the guide may break and disintegrate and spew debris into the oil pan. This may also cause one of the timing chains to break (typically the front left chain). Fortunately, the 4.0L SOHC is not an interference engine so a timing chain failure won’t bend the valves. But it does create an expensive repair for the vehicle owner. Ford issued a TSB for the timing rattle problem and released a redesigned “‘cassette”‘ (the timing chain, gears, guide and tensioner assembly) for the left front timing chain. This timing chain cassette can be replaced without having to pull the engine out of the vehicle. But, if the engine has a bad rear chain or guide, or a chain guide has failed and throws debris into the crankcase, you will have to remove the engine to make the required repairs. That includes removing the flywheel and flexplate so that the rear cam drive cassette can be replaced, and pulling the oil
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The 4.0L SOHC engine was found under the hood of many Ford and related SUVs and light trucks, as well as 2005-’10 Mustangs. pan so any debris in the oil pan and oil pickup screen can be cleaned out. You’ll also need a special tool kit (Ford or aftermarket) to hold the cams and tension the timing chains, and to prevent the crankshaft from rotating while you’re doing the cam drives. You’ll also need the proper puller to get the harmonic balancer off the crankshaft. The redesigned Ford primary timing chain service kit includes an improved chain tensioner and chain guide, chain, jackshaft and sprockets. Kit number 2U3Z6D256-AA is for balance shaft engines in 1999 to 2001 4x4 Explorer/Mountaineer, 2001 to 2002 4x4 Sport/Sport Trac and all 2002 Explorer/Mountaineer (except engine codes 2G-960-AA and 2G-964-AA). Kit number 2U3Z-6D256-BA is for non-balance shaft engines in 1999 to 2001 2WD Explorer/Mountaineer and 2001 to 2002 2WD Sport/Sport Trac, and all 2001 to 2002 Ranger.
Internal Issues If the head gasket is leaking, replacing the left head gasket can be done with the engine in the vehicle (assuming there is enough room to pull the head). But if the
right head has to come off, the only way to remove the head is with the engine out of the vehicle because of the rear cam drive on the right head. If the engine in your customer’s vehicle has a timing chain rattle problem, and the engine has less than 100,000 miles on it, doing an oil change and using a light viscosity, pure synthetic oil can sometimes quiet the noise. The lighter oil will flow to the timing chain more quickly following a cold start and reduce the noise somewhat. However, if the engine has a lot of miles on it (more than 100,000) or changing motor oils makes no difference, replacing the timing chain cassette(s) will likely be necessary to quiet the engine. As we mentioned earlier, this is a rather involved repair procedure so always refer to the Ford service literature for the step-by-step details. If you try to wing it as you go, you’ll likely be in for some unpleasant surprises along the way. The jackshaft drive gear and cam drive gear retaining bolts are TTY (torque-to-yield) and should not be reused. If you don’t replace these bolts with new ones, there’s a risk of breakage. The rear jack-
shaft bolt is also covered by a small circular plug on the back of the engine. It looks like a freeze plug but isn’t. The front left chain tensioner can be tricky to extract because of its close proximity to the thermostat housing and coolant sensors. You may have to remove the thermostat housing if you can’t get the tensioner out with a wrench or deep socket. The left (front) and right (rear) cam drive cassettes for this engine are different, and the design and quality of the parts can vary depending on the supplier. Some aftermarket One of the unintended consequences of the 4.0L’s suppliers buy their cam drive cassettes from the fore-and-aft split cam drive arrangement is that it makes same original equipment supplier that Ford the timing chains, guides and tensioners VERY difficult to uses, while others do not. Since this is a laborreplace and an expensive repair when a chain guide or intensive repair that should only have to be tensioner fails. done once, don’t try to save money on a noCourtesy: Cloyes Gears name part. Go with the genuine Ford replacement parts or parts from a quality-brand aftermarket company. longer. If you see a cylinder A short timing chain on Other “fun” parts to replace on this engine include with a shorter burn time, it the front of the engine the heated PCV valve on the back of the left valve would tell you that cylinder connects the crankcover. It’s out of sight and hard to reach with little is running lean or the spark shaft to the intermediclearance between the engine and firewall. plug gap in that cylinder is ate jackshaft. worn or set too wide. Drop-Ins Welcome On some 2005-’10 Mustangs with automatic At some point, some might argue that it’s transmissions, there can be cheaper and easier to simply find a good used an annoying vibration at idle, engine and replace the old motor rather than especially when the A/C is repair it. This might be a viable alternative IF you on. The problem is not the can find a good used low-mileage 4.0L SOHC V6 that can be swapped into your customer’s vehicle. engine, but an exhaust vibration. Ford TSB 05-8-6 says But, by the time many of these engines end up in the cure is to install a a salvage yard, they don’t have a lot of miles left damper kit to dampen the in them. A better option if your customer is willannoying vibration. The kit is ing to spend the money would be to install a P/N 5R3Z-5F240-A.
remanufactured engine. A reman engine from a reputable supplier should be completely reconditioned to original specifications and come with an extended warranty. Some suppliers offer a threeyear or 36,000-mile warranty with their reman engines. That’s a better deal than the 30-day guarantee many salvage yards offer (which doesn’t include labor!).
Trouble Codes If the Check Engine light is on and you’re doing misfire diagnostics on a 2006 and up Explorer, a new scan tool PID that’s available on these models is the actual burn time of each individual spark plug. By comparing the spark durations, you can quickly see if a spark plug is fouled or a cylinder has low compression because the burn time for that cylinder will be
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Final Notes The original equipment spark plugs are platinum with a 100,000-mile service interval. Make sure you install the correct replacement plugs because the ones for the 4.0L OHV pushrod engine are shorter and won’t position the electrode the correct distance into the combustion chamber. Though Ford diehards tend to stick with the original Motorcraft brand spark plugs, any brand of spark plug will work in these engines provided the plug manufacturer has a listing for the engine application. The plug gap is 0.054” on most applications. The crankcase oil capacity on the 4.0L SOHC V6 is 5 quarts, usually 5W-30 for the older vehicles and 5W20 for the newer ones. Refer to the vehicle owner’s manual for the recommended viscosity. ■
Undercover
THE ABCS OF
Adapted from Andrew Markel’s article in
ABS & ESC
WHAT’S HAPPENING INSIDE THE HCU
T
he Anti-lock braking system (ABS) computer or Hydraulic Control Unit (HCU) is a node on a high-speed Class 3 Controller Area Network (CAN) vehicle bus. This means that the diagnostic information can be typically accessed through the OBDII Diagnostic Link Connector (DLC). The ABS controller/modulator is the heart of any ABS or Electronic stability control (ESC) system. The modulator gets the brake pressure from the master cylinder. Inside are the valves and solenoids that control the pressures to the wheel. During normal operation, the pressure from the master cylinder goes through the HCU unaltered. ABS is the foundation of the ESC system. ESC systems add software and sensors like Yaw, steering angle and even control of the throttle to keep the vehicle under control.
A basic ABS four-channel system will have eight solenoids (4 isolation/4 dump) or two for each wheel. Some systems will have more solenoids or valves to isolate the master cylinder from the HCU. ESC systems will typically have 12 or more.
APPLY When the master cylinder applies pressure, it goes directly to the wheel because the outlet/dump solenoid is closed. This is a normal braking event. The unit is in a “passive” state.
HOLD If the system senses a wheel is locked, the inlet/isolation solenoid is closed to prevent any more pressure from the master from reaching the wheel. The wheel might start to turn.
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RELEASE If the wheel does not start to turn, the outlet/dump valve will open. This will release or bleed off the hydraulic pressure that is holding the wheel. The wheel will now rotate.
REAPPLY Since pressure from the master cylinder has been bled off, the pump in the HCU will spool up and apply pressure. The outlet valve is closed and the inlet valve is opened. The pump applies pressure to the wheel. If the wheel is still outside the wheel slip parameters, the cycle will start over. This happens very quickly. The operation of the solenoids and pump will cause a “kick back� or pulsation in the pedal.
HCU Mechanical Problems Mechanical issues with the HCU are rare, but they can happen. Valve seats and pintles can become stuck or not seat properly due to debris, corrosion or contaminated brake fluid. If the inlet/isolation valve is stuck open, it will not affect normal braking in any way. It will only hurt the ABS system. This could lead to a pulling condition during ABS activation. If an outlet/dump valve is stuck open in one circuit, this could
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cause a pull condition during normal braking. This is due to the loss of brake pressure at a wheel. Typically, this is not discovered until brake hoses, calipers and other parts have been replaced.
Testing Solenoids Electrically Sometimes a stuck or defective solenoid or pump will set a code.
Where You Find ESC For all 2012 model year vehicles, stability control is standard. For model year 2008, the majority of vehicles sold were sold with ABS and optional stability control. Most of these systems have something in common, sensors that measure the dynamics of the vehicle and the intentions of the driver. These systems depend on a multitude of sensors that measure wheel speed to pressure sensors in the modulator body. But, three sensors on a stability control system can sense the condition of the shocks or struts on a vehicle. These include yaw, pitch and steering angle sensors.
A solenoid has a resistance between 2 and 8 ohms. On some units, it is impossible to access the individual solenoids. Testing of the unit with a scan tool with bi-directional control might be the best way to confirm the condition of the HCU. Most vehicles equipped with ESC will have 12 valves or solenoids in the HCU. Eight solenoid control the wheels. Four additional solenoids can block off the master cylinder and allow the pump to send pressure to a specific wheel. Understeer is a condition where the wheels are turned, but the vehicle continues to travel in a straight line. This is sometimes described as a push. The ESC computer would see this event through the sensors. The wheel speed sensors in the front typically read slower than the rears. The computer would also see that the steering angle is greater than the intended path. The ESC system needs to intervene before the event occurs. It needs to Teves Mark II Hydraulic System (2 Solenoids/2 Valves per channel) anticipate the problem and correct as the vehicle travels. The APPS or throttle pedal position sensor shows the This is what the ESC sees during an understeer driver is off the gas and the brake pedal is not pressed. event. The SAS angle is at +52Âş, this means that the The deciding information for the system is in the customer has the wheel turned to the right at a signif- wheel speed sensor inputs. Between the front and icant angle. Even with the steering wheel turned, the rear, there is a 6 to 9 mph difference between the yaw and accelerometer read like the vehicle is going front and rear speeds. The front wheels are traveling straight. slower than the rears. â–
26 March 2014 | TomorrowsTechnician.com
Undercover
Adapted from Andrew Markel’s article in
THE SCIENCE OF FRICTION
UNDERSTANDING THE EFFECTS OF THE ROTOR AND PAD
C
ontamination always has negative connotations. For brake pads, it has dual meanings. First, it can mean contaminated friction surfaces that alter friction levels and performance. Second, it can mean contamination to the environment from brake dust. In this article, we will attempt explain both issues because both forms of contamination start when a brake pad is pressed into a rotor and friction is generated.
the exposed friction material and bits and pieces are being torn or sheared from the rotor and pad. Some particles become part of the friction surface or the rotor while others are cast off to stick to wheels and eventually be washed down the drain and maybe into rivers and streams. The bottom line is that for the brakes to function, the rotors and pads have to wear. Even a brake rotor’s metallurgy can determine how a pad wears.
Friction and Dust
The Secret Sauce of Friction
Friction is the force resisting the relative motion of elements sliding against each other. In the case of cars and trucks, it is the brake pads pushing against a rotor that changes kinetic energy into heat. If you could mount a microscope on a brake pad, you would see bits and pieces of the pad and rotor breaking away from the surfaces as they contacted the rotor. As this is happening, the heat is physically and chemically changing
How the components in the friction material shear, break and interact during braking can determine a pad’s
TomorrowsTechnician.com
27
This is what a transfer layer looks like to the naked eye.
friction level, noise and wear characteristic. A brake pad may require up to 20 different raw materials. Some raw components of a friction material are abrasive, while other components lubricate. Some components, like structural fibers and resins, hold the pad together, while other components tune the friction levels through various temperature ranges. Tuning the components in a brake pad mix is like tuning a graphic equalizer on a stereo for the best sound. This is the black art of friction material formulation and why some pad manufacturers protect their recipes like Coke and KFC’s seven secret herbs and spices.
Two Types of Friction So friction is friction right? Wrong. There are two types of friction when it comes to brakes. Abrasive friction is the breaking of bonds of both the pad material and the cast iron of the disc when the caliper pushes them together.
28 March 2014 | TomorrowsTechnician.com
Adherent (or adhesive) pad material forms a very thin transfer layer of pad material on the surface of the rotor. The two surfaces are the same materials and generate friction by breaking or shearing the bonds in the pad. Abrasive friction is the wearing of the pad and rotor to change forward motion into heat. Both components wear. Semi-met pads and some non-asbestosorganics use this type of friction. Adherent (or adhesive) pad material transfers a very thin layer of pad material onto the surface of the rotor. Ceramic and some NAO pads use this type of friction. The transfer layer is bonded to the rotor’s surface and cannot be washed away by water or wheel cleaners. The only way to remove it is by removing it with a brake lathe or abnormal heat. The layer is always being worn and replenished by the brake pad during braking. These pads produce dust. Adherent friction is easier on rotors, but the pads become
the primary wear component. With this type of pad, it is critical to machine the rotor with the correct surface finish and follow the recommended break-in procedure so the transfer layer can be established. With both types of friction, it is critical for the rotor to have minimal runout. Abrasive friction materials will wear away at high spots creating disc thickness variation and pulsation. Adhesive or adherent friction material could deposit the friction material unevenly and cause brake judder.
Bad Stuff Why do some pads use components that could be considered harmful to the environment and people? Part of the answer is that
the effects on the environment of some components were not fully realized until a few decades ago. Copper is used in brake pads as an abrasive, but two states (Washington and California) have legislation limiting its content in brake pads. Copper performs several functions: it adds structural integrity to the brake pad material, reduces fade so that brakes remain effective through extended braking events, transfers heat efficiently, and helps brakes be more effective in cold weather. Copper also has properties that help prevent brakes from squeaking and shuddering. But the brake dust from these pads is the leading cause of copper contamination in lakes and streams.
The same can be said about asbestos. This naturally occurring fiber is a great structural fiber that resists heat. However, in the 1970s, scientists found that the dust caused cancer and asbestosis in technicians. Most friction material companies stopped using it, or never touched the asbestos at all because it put not only their customers at risk, but also their own employees. Some components are not harmful during manufacturing, but during the heat of braking, they can change and even combine with other elements and oxidize.
cleaner and not compressed air, you should be fine. But, always check the MSDS sheets for any product used in your shop; this includes brake pads. The main focus of the new laws in Washington state and California is protecting the environment. Much of the dust that is emitted into the air is blown onto areas
next to the road, or is washed into the storm drains when it rains. Most storm drains flow directly to creeks, rivers and marine waters without wastewater treatment. Copper and other harmful materials can hurt and kill small marine animals and even render some fish without a sense of smell. â–
How harmful is this stuff? There is no need to purchase a Haz-Mat suit to work on brakes. As long as you use common sense practices, like using a liquid brake
A friction material has many different components. Kevlar fibers help to give the brake pad structure under high temperatures.
TomorrowsTechnician.com 31
Service Advisor
Adapted from Scott “Gonzo” Weaver’s article in
HUNTING DOWN CAUSES OF
PARASITIC DRAW
I
n the past, I’ve always hunted down parasitic draws with my multimeter set on the amperage scale in series with the battery cable, along with jumper leads to open and close the connection, so I could watch for the amperage drop. I also needed to know what a safe level was in order to see the actual draw (or lack of). Some techs use a dead-man switch attached to the battery post instead of jumper wires. For me, it’s whatever I have handy at the time, and time is money so the quicker I can get to the source of the problem, the better that is for my bottom line. Sometimes, these draw tests can take hours to complete, depending on what module you’re looking at and the length of time it takes to power down (Sleep Mode). I find it not only awkward, but a little confusing, to have all of these devices on an adjacent worktable or balancing precariously on the edge of the fender. It wouldn’t be the first time I’ve knocked something over and had to set it up all over again. I want to get in there, find out what’s wrong, inform the customer, and get the job done. And, it almost never fails that I’m the guy who will pick up the meter and find the amp fuse is blown because I never bothered to switch the leads back over before putting the meter away. I’m usually aware of this only after I’ve got everything all set up and ready to start my amperage
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draw tests. When this happens, it’s time to slow down, take the meter apart, remember where I hid the extra fuses so I wouldn’t lose them and then have to start over all again. The other thing you need to properly perform the draw test is determine the correct values for each system’s parasitic draw. I find it a lot easier to watch the meter values dropping off to their sleep mode when I have a pretty good idea as to which module it is. But this requires me to stand over the meter and be ready to pull fuses (if needed) at a moment’s notice, all of which is time consuming, involves lots of connections that have to be working correctly, as well as a lot of patience on my part. With too many variables, something can, and usually does, go wrong. When it does, I think there has to be a better way.
Causes of Draw In most cases, excessive parasitic draw runs down a battery if the vehicle is parked at least 3-5 days. Excessive parasitic draw is generally caused by interior lighting remaining on, modules not timing out correctly and poorly engineered aftermarket electronics. While modules on most vehicles time out in about two hours, some might require longer periods. Most auto manufacturers now list normal parasitic draws for their various lines. The rule of thumb for parasitic draw is about 20-50 milliamperes (mA) of current with all modules timed out and accessories turned off. — Gary Goms I really would like to have a way to at least isolate the offending circuit quickly, efficiently and accurately without all these hassles. How about a way I can see the draw without disconnecting anything? No pulling fuses, no need for a dead-man switch and no need for that temperamental amp meter hook-up, which we all (me included) forget to switch back when we check voltage the next time
34 March 2014 | TomorrowsTechnician.com
we need the meter. Well, there is… Before parasitic draw testing, it was the tried-and-true old test light method between the battery post and cable. While it wasn’t precise as far as voltage or amperage, it was accurate enough and it got the job done. If the test light was even partially lit up, there was a draw. I never worried about the actual amount; it wasn’t as important as the “where is it.” So, how about a way to locate these draws in a late-model car and not worry so much about the exact values; just find the problem and leave all that technical mumbo-jumbo aside. There is a way, and all it takes is your voltmeter. Start with a good multimeter (DVOM) with an mV scale (millivolts) and a couple of good test leads with sharp, pointed ends. Put the meter on the millivolt scale and your test leads on the two test points on the back of the suspected fuse, and then measure the voltage. Yes, put the negative lead from your meter on one of the fuse test terminals and the positive lead on the other. (On some fuses, these little test spots on top of the fuses are quite small, so this is where the sharpened points of the test leads will help out.) A good practice session for this method is to try this on a car that is working. Find the dome light fuse and watch the meter. If there is no current flow across the fuse, the meter will read a flat zero. If there is a current flow in the fuse, you will measure a steady voltage drop of some sort from the time the door is opened to the time the dome light finally goes off. It doesn’t matter what the voltage is, just that it is there. The reason this works is that all circuits have some resistance in them. This resistance to current flow
causes a minute change in the voltage readings from the source to the load itself. Current flow also creates heat, heat increases resistance and current flow through this resistance is seen on your meter as a voltage drop. Any voltage measured across the fuse then indicates some current flow. If you get a small, fluctuating voltage, you’re probably not on the fuse test points. This is where those sharp test probes really help out again. There should be either no voltage at all, or some sustained voltage level that will be constant. Just like any other testing method, practice makes perfect, and trying this out on a car with no problems is a good way to see how this whole thing works.
Some mV meters are so sensitive BATTERY that you may even see a fluctuating voltage reading as you get close to CHARGING the fuse, or in the air around the cir- TIPS cuit when it’s not hooked to anyDo not turn the thing. If so, try touching the two charger on until leads together before you hook it both leads have up. If all is well, the meter should been connected to read zero voltage at that point. the battery. Connect I prefer this method to the amp positive to positive, meter testing method. During the and negative to process, I’m not disconnecting anynegative. Do not reverse the connections as doing so may damage thing, I’m still looking at a voltage drop (not amperage) and I’m less the charger and battery. likely to screw up another amp fuse Slow-charging at 6 amps or less is best because it develops less in my meter. I’ve even had success heat inside the battery (which can damage cells and increase evapowith this by starting at the MAXI ration). A slow charging rate will also break up the sulfation on the fuse, then following the wiring diabattery plates more efficiently to bring the battery back up to full gram to break it down even further charge. until I found the source of the draw. “Smart chargers” also work well because they automatically adjust The only time I start pulling fuses is the charge rate to the battery’s state of charge. Most start out with after I’ve gotten the draw isolated to one section of the wiring diagram or a charging rate of 15 amps or higher, then taper off the charging fuse box. I’m not concerned so much rate as the battery charge comes up. Fast-charging a battery saves time, but risks overheating and damwith accurate values or amperage aging the battery. If using a fast-charger, don’t use the highest setloads, just where the draw is originatting. Use the “boost” setting only when cranking the engine. ing. The fact that I’m seeing voltage on the meter in a circuit that shouldRefer to the battery’s reserve capacity (RC) rating to determine n’t have any current movement is charging times and rates. The charging rate (in amps) multiplied by enough information for me to susthe number of hours of charging time should equal the reserve pect that this circuit is the culprit. capacity of the battery. (Example: a dead battery with a RC rating of This is as close to using the old 72 will require charging at 6 amps for 12 hours.) test light method as I’ve ever found. Mind you, the reason the test light worked at all is for the same reasons this test works. The presence of any load requires both positive and negative to create current flow. Thus, the reason the test light lit at all. Give it a try; I’m sure you’ll be impressed. Good hunting! ■
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Performance has a new address
Tech Tips
Adapted from Larry Carley’s article in
PRESSURE POINTS I INDIRECT TPMS MAKING A COMEBACK
ndirect Tire Pressure Monitoring Systems (TPMS) are the systems that do not have air pressure sensors inside the tires. Rather, they detect a low tire by comparing relative wheel speeds via the Anti-lock Brake System (ABS) wheel speed sensors. When a tire loses air, its diameter decreases slightly. Older indirect TPMS are not as sensitive to changes in tire pressure as direct systems that actually monitor the air pressure inside the tire, but they are not as expensive either. An indirect TPMS is a relatively affordable add-on to a vehicle if it’s already equipped with ABS. Even so, the vast majority of vehicles that have TPMS use direct systems rather than indirect. Federal law requires the TPMS to alert the driver if the pressure inside a tire has dropped more than 25% below the recommended inflation pressure. The same rules apply to direct and indirect TPMS. Many vehicles abandoned indirect systems for direct systems to meet the federal mandate. One of the weaknesses of older indirect systems is that they may not turn on the warning light if all the tires are underinflated by a similar amount. If the recommended pressure is 32 psi, but all the tires are 24 psi (down 25%), the system won’t know there’s a problem because all the tires will be rotating at the same
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March 2014 | TomorrowsTechnician.com
2007 Volkswagen Jetta
speed when the vehicle is being driven. New systems are taking advantage of better wheel speed sensors and modules to make indirect systems work. Indirect TPMS began making a comeback in 2011 on all Audi models. The highly popular Honda Accord switched to indirect TPMS for the 2013 model year. The 2013 Mazda CX-5 is now also using an indirect TPMS. Some of the VW Golf platform vehicles have switched to an indirect TPMS. Most of these models have the optional ABS and stability control system. But even the newer systems suffer from the inability to read the tire pressure when the vehicle is sitting still.
Indirect Applications Indirect TPMS applications include: • Audi 2011-2014 • BMW X5 2002-2005 • Buick LeSabre 2000-2005 • Buick Lucerne 2006 • Buick Park Avenue 1998-2005 • Buick Regal 1999-2004 • Buick Rendezvous 2003-2007 • Chevy Impala 2000-2005 • Chevy Monte Carlo 2000-2005 • Ford Freestar 2004-2005 (some also have direct TPMS)
• Ford Windstar 2001-2003 • Honda Accord 2013-2014 • Lexus LS430 2004-2006 • Lexus RX330 2004-2006 • Mazda CX-5 2013-2014 • Mercedes C-Class 2007 • Mercedes SLK 2005-2007 • Mercury Monterey 2004-2005 (some also have direct TPMS) • MINI Cooper 2004-2007 • Oldsmobile Alero 1999-2000 • Oldsmobile Aurora 2001-2003 • Pontiac Aztec 2003-2005 • Pontiac Bonneville 2000-2005 • Pontiac Grand Am 1999-2002 • Pontiac Grand Prix 2004-2006 • Pontiac Vibe 2005-2007 • Toyota Corolla 2005-2007 • Toyota Matrix 2005-2006 • Toyota Solara 2004-2006 • Toyota Highlander 2004-2006 • Toyota RAV4 2004-‘05 • Volkswagen GTI 2007 and 2010 • Volkswagen Jetta 2005-2007
TomorrowsTechnician.com 39
Reaching for Reset Procedures All of these applications use a similar technology and strategy to detect a low tire, but there is no common reset procedure. Toyota is probably the best, with only one simple reset procedure for all of its indirect TPMS (though a slightly different procedure is used on the Lexus models). With so many different reset procedures, it’s important to make sure you’re using the right procedure for the vehicle you’re servicing. TPMS reset procedures may also be found in the vehicle owner’s manual (if it hasn’t been lost). Open the glove box and check the index in the owner’s manual for any TPMS information. 2003 Windstar
Audi Reset Actions
the RESET button until the flashing TPMS warning light goes off. Or, if it is not flashing, hold the RESET button until the light flashes three times. Turn the key off. Hold on though: The relearn procedure is not complete until the vehicle is driven at 19 mph or faster for at least an hour. You don’t have to do this, obviously, but your customer should be made aware of the fact that the TPMS reset procedure won’t be complete until the car has been driven awhile. During this time, the TPMS system may not be able to detect a low tire, so make sure all the tires have been inflated to the correct pressure before the vehicle leaves your shop.
2001-’03 Windstar Reset
1) Find the factory tire pressure specifications on the placard located on the doorsill on the driver's side. 2) Identify the tire that is low on pressure and fill it up according to factory specifications. 3) Put the key in 2005 Ford Freestar ignition and start the car, but don't turn the engine on. 4) Push the "Car" button located on the vehicle control panel. 5) A menu will pop up on the screen, scroll down and select "tire pressure monitoring." 6) Select "Store Curr. Tire Pressure" 7) The screen will then read, "tire pressures are being stored." 8) The tire pressure light should now be reset.
This TPMS system detects differences in inflation pressures in one or more tires. The system uses the ABS wheel speed sensors to monitor the rolling radius of the wheel and tire assemblies. If a difference in rolling radius is detected, the ABS module illuminates the LTW lamp located in the instrument cluster. 1. Press the “Tire Reset” switch for a minimum of three seconds. 2. The LTW warning lamp will flash three times indicating a reset has been initiated. 3. If the lamp illuminates always reset the tire pressure to specification before resetting the system.
Resetting Toyota
1. Hold the odometer reset button and wait for the “TIRE PRESSURE SET” light to illuminate. 2. Continue to press the button for three seconds, then release. 3. After three seconds, the low tire pressure
On Toyota applications, the reset procedure is fairly straightforward, though it actually takes much longer to complete. Turn the key on (engine off), then press and hold
40 March 2014 | TomorrowsTechnician.com
Indirect Reset for 2004-‘05 Freestar Vehicles Without Message Center
warning lamp will flash three times, indicating that the low tire warning system reset procedure is complete.
Freestar Vehicles With Message Center
2007 Toyota Corolla
TPMS Q & A Q: Can the Tire Type and/or Placard Value be changed if aftermarket tires or wheels are installed? A: The Tire Type (P Metric, LT Load Range C/D/E) and the Placard Value (Front Placard and Rear Placard, individually) are stored in the receiver as calibrations and can be revised on some vehicles through flash reprograming. Since the under-inflation threshold is calculated as a percentage of the placard; correcting the placard values when different tires are installed will bring the vehicle back into compliance.
1. Press and hold the SETUP button and wait for the message center to display “RESET FOR SYSTEM CHECK.” 2. Then press the RESET button and wait for the message center to display “HOLD RESET TO RELEARN.” 3. Press and hold the RESET button for three seconds. The message “HOLD RESET TO RELEARN” and the low tire warning lamp will flash three times, indicating the reset procedure is complete. • If the lamp illuminates, reset the tire pressure to specification before resetting the system. ■
Q: Can Tire Pressure Monitoring be turned off? A: No.Tire Pressure Monitoring is now a mandated safety system in the United States and cannot knowingly be disabled by an OEM nor an aftermarket service provider (49 USC 30101).
Q: Will a tire pressure sensor fit in every wheel? A: Stock wheels are designed to accommodate tire pressure sensors. Many aftermarket wheels also accommodate tire pressure sensors, but not all do. In some, the valve stem hole is placed in such a way (pointing straight into the middle of the wheel on some off-road wheels) that the motion detection components inside the sensor will not work correctly.
Q: Can the sensor be cleaned with a sharp pin? A: NEVER use a sharp object to clean the pressure port of the sensor; it can be damaged and lead to part failure. If the dirt/grime/obstruction cannot be removed with a cloth, replace the sensor.
Q: Why are dashes (" - - "), or a pressure value of 148 PSI (1020 kPa), sometimes displayed after a battery disconnect? A: These displays come up after a battery disconnect/reconnect because the system is waiting for updated pressure information to be sent from the tire pressure sensors. As each sensor transmits its information, the display is updated appropriately. Note that when dashes or 148 PSI (1020 kPa) are displayed after a battery disconnect/reconnect, the System Malfunction warning is NOT displayed because the system is still working properly, and simply waiting for updated information from the sensors. Driving the vehicle above 20 mph (32 km/h) for 2 minutes gets the sensors talking, and restores the correct pressure values to the display. It is also possible to restore the values by using a TPMS tool, using the "Activate" function at each tire to activate the sensor (it is NOT necessary to put the system into Learn mode, in this special case). TomorrowsTechnician.com 41
CrossWord PuZZle Tomorrow’s Technician March Crossword
ACROSS 1. Hourly repair-labor cost (4,4) 5. Auto-repair pro, briefly 9. Today's tires, typically 10. Roller-cabinet contents 11. Tire-puncture cause, perhaps 12. Hypoid lubricants (4,4) 14. Ratchet attachment 16. Shock-absorber ____ test 19. Rubber-to-rim contact point (4,4) 20. Uwanted brake or clutch contact 23. Off-roaders' route, often 24. Popular pickup size (4,3) 25. Valve clearance adjustment 26. Engine-hood supports (4,4)
DOWN
Solution at www.tomorrowstechnician.com
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March 2014 | TomorrowsTechnician.com
1. Valvetrain components 2. Electronic fault-finding system, briefly (1,1,1,1,1) 3. IRS and RWD component 4. Load ____, battery-diagnosis tool 6. Valve-seat deterioration 7. Radiator attachments 8. Oft-stolen dash items 13. Auto-lamp feature, maybe (1,1,1,4) 15. Tire casing 17. Diesels, V8s, etc. 18. Windshield wiper adjunct 19. Really write off a ride 21. Relationship between gears 22. Loose-piston noise
Track Talk NASCAR Trucks Get ShowroomSavvy Makeover for 2014 Trucks have gotten much truckier in the NASCAR Camping World Truck Series this year. The 2014 race truck designs have undergone the ultimate makeover – a new bodywork that more closely resembles the production vehicles they represent. “Each manufacturer has designed distinctly different trucks that they can use to promote their showroom models through their involvement with NASCAR racing,” said Robin Pemberton, NASCAR vice president of competition and racing development. “It's all about the
working relationships with the OEMs, the race teams and NASCAR to create a level playing field.” Toyota Tundras, Chevrolet Silverados and Ford F-150s have switched from the familiar, low-profile nose to much taller hoods featuring grille and headlight designs that are almost straight off the factory trucks. The new front ends give the trucks a more conventional profile than the slope nose models they replace. Above all, the new race trucks have a unique design
New look, same great racing: the truck body makeover means showroom-inspired models on track for Chevrolet, Ford and Toyota.
that will make it easier for fans to recognize their favorite model. “The truck has a new look that fans can relate to with their own truck at home,” said Chad Little, NASCAR Camping World Truck Series managing director. “The competitors have been happy with the new trucks and we expect to continue to have some of the best racing in NASCAR for our fans.” Extensive research and testing went into the development of the new bodies, with the goal of continued close competition while allowing specific features from each model. The introduction of the new truck bodies follows successful launches of race vehicles in NASCAR’s other two national series – the Gen-6 car last year in the NASCAR Sprint Cup Series and the new muscle-style models in the NASCAR Nationwide Series in 2010. “Kudos to NASCAR for
allowing us to get back to the roots of what the trucks are supposed to look like,” said Pat Dimarco, NASCAR program manager for Ford Racing. “They have vertical grilles, and that's what trucks are.” Former NASCAR Sprint Cup Series champion Brad Keselowski, also a team owner in the NASCAR Camping World Truck Series, appreciates the changes. “We need Ford to be able to have a truck that you can look at from the grandstands or watch on TV and say, ‘that looks like my brand new Ford F150,’” explained Keselowski. “That's important for the series and helps us keep the series healthy for a long time. The truck series is known for putting on some of the best racing. I wouldn't expect that to change one bit.” Check out the new-look trucks in person at a racetrack near you this season. Visit www.nascar.com for the 2014 NASCAR Camping World Truck Series race schedule.
Track to street: redesigned 2014 NASCAR Camping World Truck Series trucks now more closely resemble the look of their street counterparts.
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Report Card Maserati Celebrates 100-Year History with Concept Release At the recent Geneva International Motor Show, Maserati unveiled the Alfieri, a 2+2 concept car to celebrate the brand's 100-year anniversary.
The Alfieri is an exciting, but realistic and 100% functional prototype that says much about the design DNA of future Maseratis. In fact, the Alfieri could well be a door to the future of Maserati. The striking new concept bears the name of Alfieri, the most prominent of the Maserati brothers, and the engineering genius who founded “Officine Alfieri Maserati” in Bologna a century ago. The Alfieri was created at the Maserati Centro Stile in Turin by a small group of talented young designers led by Marco Tencone. The project was masterminded by Lorenzo Ramaciotti.
44
There is no doubt that the Alfieri concept represents the true essence of the Maserati brand. It is a sleek, Italian style 2+2 like the 1957 3500 GT, the 1959 5000 GT and the 1969 Indy before it, and clearly affirms Maserati’s racing DNA. Sportier in character than the GranTurismo, the Alfieri boasts proportions that might well be archetypal for a future true sport car and certainly hint at the brand’s stylistic intentions for the near future. “Maserati doesn’t change. Maserati is always Maserati”, as Ramaciotti puts it. The Alfieri
March 2014 | TomorrowsTechnician.com
is based on the GranTurismo MC Stradale chassis with a shorter wheelbase, giving it the proportions of a genuine supercar. Under the sleek body lies the transaxle platform of the Maserati GranTurismo. This 4.7L, naturally aspirated, V8 engine from Maranello develops 460 bhp @ 7,000 rpm and 520 Nm @ 4,750 rpm and gives the Alfieri a real driving force. Thanks to a special exhaust layout, the thoroughbred V8 also produces a breathtaking sound that made a real impression in Geneva when the concept was unveiled.
A six-speed, electro-actuated gearbox (MC Shift) is mounted in a single unit with the limited slip rear differential and connected to the engine via a rigid torque tube. The transaxle layout gives the Alfieri an optimized front-rear weight distribution with a slight predominance to the rear axle. Source: Maserati ■