Tomorrow's Tech, September 2014

■ ANALYZING HALL EFFECT

■ TIMING BELT REPLACEMENT

■ AIR RIDE SYSTEMS

September 2014 TomorrowsTechnician.com

CONTENTS IIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIII

REAL WORLD......................................10 Talking Telematics

Automotive technology is undergoing a revolution that will transform the driving experience as we know it today. Larry Carley explains how telematics technologies are making today’s vehicles more connected, safer and more interactive with their passengers and environment, and as a result, will help shape how you service them.

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ENGINE SERIES.................................20 Time for a Change

The first step in timing belt replacement is selling the job.

For many years, the industry standard for belt replacement was 60,000 miles. Those of us with more experience can even remember when 30,000 miles was the norm.

Discover how over the years, the materials and processes used in timing belt manufacturing have allowed OEMs to move the interval to 90,000 miles or more.

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UNDER COVER..................................30 Contaminated Brakes?

In this article from Brake & Front End editor Andrew Markel, we will attempt explain the issues associated with brake contamination that result when a brake pad is pressed into a rotor and friction is generated. And, as long as you follow common sense practices, you should have no problems servicing these components.

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TomorrowsTechnician.com

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Career Corner: Job Search Tips

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Finish Line: Scholarship Winners

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Component Connection: Air Ride Systems

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Service Advisor: Hall Effect Sensors

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Tech Tips Temperature and TPMS

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TT Crossword

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TT Classifieds

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Report Card:

Chevy’s American Dream Car 56

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Tomorrow’s Technician (ISSN 1539-9532) (September 2014, Volume 13, Issue 6): 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 September 2014 | TomorrowsTechnician.com

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 805-845-1400 Fax-805 324-6015

Career Corner

By Libby Melhus, http://autocarecareerhub.com

Automotive Technician Job Interview Questions One of the biggest mistakes job hopefuls make is to not prepare for the job interview.

There are a number of reasons why it seems so easy to put off this task. It can feel trivial to spend time reviewing how you’ll answer questions about yourself when, after all, you should be the expert on yourself.

The truth is, applicants that don’t practice for the interview end up not performing well. Hiring managers can tell if you’ve prepared, and they notice when you don’t have a clear answer, trail off or take a long time to answer a question.

If you’re an automotive technician looking for a job, take some time to review these questions before you go into a job interview.

What about this garage makes you want to work here?

How do you ensure that each vehicle inspection and repair is done thoroughly?

Before you apply for a position at a repair shop or dealership, do a little research on the business first. And, determine what are the reasons why you would want to work there. For example, maybe you are impressed that it is a clean, modernized shop with the latest diagnostic and service equipment.

Photo courtesy of Casey’s Independent Automotive Repair Inc., Vancouver, WA.

Describe a time when you dealt with a difficult client. How did you handle the situation, and what would you have done differently?

How do you manage projects?

What would you do if you noticed a co-worker stealing services and parts from the shop?

a job interview. When you prepare for these answers, be sure that you’re using specifics and not answering with a generic answer.

Tell me about yourself and your experience.

What is your biggest weakness?

What are your career goals?

Where do you see yourself in five years?

What is the most recent skill that you have learned to make you a better auto technician?

Don’t forget to prepare for the “softball” questions as well. Even though these questions are easy to think about, they can really trap an automotive technician in

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What do you know about this company?

Have you ever been caught off guard by an interview question? Tell us about it and e-mail us at esunkin@babcox.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.

Mitchell 1 Names Jonathan Hladney 2014 Automotive Technology Outstanding Student

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onathan Hladney from Brackenridge, PA, was recently named the 2014 Mitchell 1 Automotive Technology Outstanding Student during the North American Council of Automotive Teachers (NACAT) conference held in Greenville, SC. Each year, Mitchell 1 recognizes one U.S. or Canadian high school senior for outstanding achievement in automotive technology and auto shop repair scholastics.

Hladney received a $2,500 scholarship, a check for $500 and roundtrip airfare and accommodations for himself and a guest to attend the NACAT conference.

Hladney graduated from Highlands High School in National Heights, PA. in June 2014. While in school, he received the National Technical Honor Society award twice, was a member of SkillsUSA and was employed as an apprentice technician at Spitzer Toyota/Scion in Monroeville, PA. He attends the Rosedale Technical Institute in Pittsburgh, where he is enrolled in the automotive technology program, and is expected to graduate in March 2015. His ultimate career goal is to open his own automotive repair shop.

James K. Truxal Named 2014 Mitchell 1 Educator Of The Year James K. Truxal of New Carlisle, OH, was named the Mitchell 1 2014 Educator of the Year during the North American Council of Automotive Teachers (NACAT) conference held recently in Greenville, SC. Each year, Mitchell 1 recognizes one of the nation’s top teachers for excellence in automotive repair instruction. Truxal will receive a

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one-year complimentary subscription to Mitchell 1’s ProDemand diagnostic, estimating and repair information software for the school where he teaches. He was also presented with a check for $500 and a recognition certificate.

Truxal has been an associate professor of automotive technology at Sinclair Community College in Dayton, Ohio, since 1994. In addi-

September 2014 | TomorrowsTechnician.com

tion to maintaining his ASE Master and Advanced Level Specialist certifications, he participates in ongoing training to maintain his GM and Honda certifications, allowing him to teach in the GM Automotive Service Educational Program (ASEP) and the Honda Professional Automotive Career Training (PACT) programs. He is currently the coordinator for the

Honda PACT program at the school. In addition, Truxal serves on numerous committees at Sinclair Community College, as well as committees at other schools and community organizations. He has also participated in the SkillsUSA regional contests and the Miami Valley Tech Prep Showcase.

Prior to teaching, Truxal worked as an ASE-certified technician and shop foreman at various dealerships and automotive shops. In 1986, he was honored as one of the top 40 GM certified technicians in the U.S. in their Chevy Performance Challenge.

In addition to an associate

degree in automotive technology from Sinclair Community College, Truxal holds a bachelor’s degree in general studies and a master’s degree in education and applied professions from the University of Dayton.

In his community, Truxal serves as team captain of the United Way campaign, as a sexton and adult Sunday school teacher at his church, and volunteers his time to ride with the Patriot Guard Riders, providing escort services for military and first responders.

For more information on Mitchell 1 products and services, visit the company’s website at www.mitchell1.com.

2014 IS A RECORD-SETTING YEAR FOR STUDENT SCHOLARSHIPS The Class of 2014 set a new record in the scholarships awarded through the Global Automotive Aftermarket Symposium (GAAS) scholarships, University of the Aftermarket (UAF) scholarships and collaborating organizations at the automotivescholarships.com website: 295 awards for a total of $320,050. The previous record set in 2013 was 250 awards for $264,050. This year’s recipients include 241 U.S. students and seven Canadian students.

“The academics of these recipients are outstanding,” said Pete Kornafel, chairman of the GAAS scholarship committee. “Of those recipients who reported high school grade point averages (GPAs), 81 percent had GPAs of 3.0 and 47 percent had GPAs of 3.5 or higher. Of those recipients who reported high school class rank, 72 percent were in top half of their class.” He also noted that 49 percent of the applicants are already enrolled in post-secondary programs, and 83 percent of those have GPAs of 3.0 or higher.

“Perhaps most important to the automotive aftermarket’s future, 83% of the U.S. recipients are training to become technicians,” Kornafel noted.

By completing a single application at the automotivescholarships.com website, students can be considered for multiple scholarships. A total of 34 of the 2014 scholarship recipients received two awards, and five recipients received three awards.

“One outstanding applicant received a total of four awards and also achieved a first in the history of this

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scholarship program: the first-ever ‘father and son’ scholarship winners,” Kornafel said.

Matthew Bisbee, a U.S. Army veteran, is the four-award winner. He is currently enrolled in the collision training program at Lake Superior College, Duluth, MN. Bisbee’s son, Courtney, also a scholarship winner, is enrolled in the automotive service technology program at Lake Superior College.

Sara Mohon, another multiple scholarship winner, received the largest total awards at $8,000, which includes a $5,000 award from the Car Care Council Women’s Board. She is a Ph.D. candidate in automotive engineering at Clemson University.

“We are accepting applications for the 2015 awards now at www.automotivescholarships.com,” Kornafel said. “I urge all industry professionals to promote this one-stop site for students planning to pursue aftermarket careers.

Scholarships are available for two-year technical college programs and vocational schools and four-year collegeprograms.”

Applications can be submitted online at the Scholarship website, www.AutomotiveScholarships.com.

The deadline to apply is Tuesday, March 31, 2015.

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

By Larry Carley, Babcox Media Technical Editor

TALKING TELEMATICS: T

A Tesla vehicle was used for demonstrating onboard navigation and infotainment capabilities of tomorrow’s vehicles during a recent Telematics Conference in Novi, MI.

TOMORROW'S CONNECTED CAR elematics is a broad term that describes all of the technologies that are making today’s vehicles more connected, safer and more interactive with their passengers and environment.

It includes navigation, infotainment, smart phone connectivity, V2V (vehicle-to-vehicle), V2I (vehicleto-internet) and M2M (machine-to-machine) communications, driver-assistance technologies and even autonomous (self-driving) controls.

Automotive technology is undergoing a revolution that will transform the driving experience as we know it today. As one engineer said, ”We will see more change in the next 5 years than we’ve seen in the past 50 years!”

Safety has always been a driving factor in bringing new technologies to production vehicles (think airbags, anti-lock brakes, stability control and tire pressure monitoring). Government regulations have made many safety features that were once optional mandatory on today’s vehicles, and it seems likely that this trend will continue with respect to emerging telematics technologies.

Connectivity is a current trend that will continue to expand thanks to faster 4G connections that are just now being built into today’s vehicles. Faster connections allow more data to travel in both directions (from the vehicle to the outside world,

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and from the outside world into the vehicle).

The proponents of “Big Data” say this will create all kinds of new information sharing, vehicle control and marketing opportunities for auto makers, tech companies and the government as vehicles become more and more integrated into the “Internet of Things” (IoT).

The NHTSA (National Highway Traffic Safety Administration) is currently formulating rules that will define how the next generation of vehicles will communicate with each other, smart traffic control systems and the internet. Standards are being developed for V2V, V2I and M2M communications so all of these systems can speak the same language and share data.

V2V offers tremendous potential because it allows automakers to develop ADSS (Advance Driver Safety Systems) that can reduce accidents and improve the flow of traffic. V2V allows vehicles within a certain radius to communicate their direction and speed with other similarly equipped V2V vehicles (which is essential for V2V to work!).

Unlike optical systems or radar, V2V can see around corners and is unaffected by weather.

It’s based on short-range radio frequency communication. Two vehicles with V2V approaching a blind intersection can detect each other, warn their drivers and automatically brake if either driver

fails to react in time to avoid an accident.

V2V also allows vehicles to interact with roadside traffic controls such as stop lights and speed limit transponders. Smart traffic controls can monitor traffic at intersections to keep the light green longer for the direction that is currently experiencing the highest volume of traffic.

No more waiting for a red light to change if there is no cross traffic.

V2V may also allow fast moving “trains” of vehicles to interconnect so they can speed along expressways spaced closer together without fear of a multi-car pileup. The old rule of leaving a car length of space for every 10 mph (which nobody pays any attention to anyway) becomes unnecessary with this next generation adaptive cruise control (such as Cadillac’s Super Cruise system that is currently under development). When it is combined with lane departure control, it will essentially allow hands-free driving in many situations.

Another advantage of V2V and V2I communication is that traffic information can be collected by using vehicles as a “group sourcing” input. If roads are getting icy or traffic is slowing due to an accident or congestion, the information can be instantly relayed to other vehicles or a smart grid traffic control system.

THE CONNECTED CAR Most vehicle manufacturers offer some type of connectivity system such as GM’s OnStar system. Volkswagen offers its new “Car-Net” system on all 2014 models.

According to one market report, 40 percent of new vehicle sales today is being driven by the connectivity and infotainment features that are available on a given vehicle. If the vehicle doesn’t offer it, the consumer doesn’t want it.

The Connected Car Forum (CCF) says that over 50 percent of all new vehicles sold worldwide in 2015 will be connected, either by embedded telematics systems or via smart phone integration.

Within 10 years, virtually all new cars will include connectivity as a standard feature — even in entry level

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vehicles. Currently, 28% of all U.S. vehicle owners have Bluetooth connectivity in their vehicles.

Many people today, particularly the younger generation, don’t want any disruption in their connectivity when they are driving. They want the same connectivity in their $40,000 car that they already have on their $200 smart phone.

The challenge for automakers is figuring out whether its better to simply link a consumer’s smart phone to their vehicle, or to offer the same capabilities within the vehicle itself. Some say the connected car has become nothing more than a very large wearable device.

The average American driver spends roughly an hour or more every day in their automobile commuting, running errands and driving here and there. When they’re behind the wheel, they want a certain amount of connectivity to the outside world, including music, news, weather reports, traffic information, maps, navigation assistance, roadside assistance (should they need it) and the ability to receive and respond to call calls, texts and tweets from friends, family and co-workers.

All of these things increase the driver’s workload and contribute to distracted driving.

Some states (such as Illinois) have passed laws that ban the use of hand-held devices while driving. If you’re going to make or receive a call, it must be with a hands-free setup.

Some of the current smart safety systems, such as adaptive cruise control, blind spot warning, lane departure warning and collision avoidance warning/automatic braking, are all intended to assist the driver and make the driving experience less harrowing (especially in heavy traffic). But the capabilities of these simple addon systems pale in comparison to a vehicle that can drive itself.

AUTONOMOUS CARS Autonomous vehicles that are aware of their position and surroundings, and are fully capable of driving themselves with or without a human driver behind the wheel have been on the road for several years — not as production vehicles, but as test mules for the coming generation of production cars that will have self-driving capabilities.

It’s not as far off as you might think. Engineers at the Telematics Conference held this summer were seriously discussing the first autonomous vehicles being in production within 10 years — or even less! The question is not “if,” but “when” this technology will become a production road-ready reality.

Google has been running their fleet of autonomous test vehicles in California for several years and racked up millions of miles of real-world driving — without incident. Google’s latest concept for an autonomous vehicle doesn’t even have a steering wheel or pedals.

It’s essentially an automated cab. Realizing that selfdriving car technology is advancing rapidly, several states have enacted laws governing the use of autonomous vehicles on public highways.

The cars are legal but, they still have to have a human driver behind the wheel as a failsafe backup in case something goes wrong.

Volvo is putting a fleet of 200 autonomous vehicles on city streets in Sweden to test how they perform in a variety of real world settings. Volvo is also testing cars that not only park themselves, but can go seek out the closest available parking spot entirely on their own after they have dropped off their human passengers.

One of the reasons self-driving cars are coming is because robotic drivers don’t make the same kinds of mistakes that human drivers do.

They are not easily distracted. They don’t fiddle with a cell phone or put on their makeup while driving. They are not susceptible to road rage if somebody cuts them off in traffic or gives them the one finger salute. They obey every stop sign, traffic signal and posted speed limit, and they always signal before changing lanes or making a turn.

They also come to a full stop at every stop sign, and don’t proceed until it is safe to do so, and their all-seeing digital cameras and sensors maintain a constant vigil of what’s going on in front of, beside and behind the vehicle at all times. They can see and recognize the

bicyclists, motorcyclists, pedestrians and animals who may be in their path, and they can steer and brake to avoid unexpected obstacles in the road. In short, they can drive better than most human drivers.

One of the big questions that has yet to be resolved with respect to autonomous vehicles is the issue of liability.

Who’s responsible if an autonomous vehicle is involved in an accident and who do the lawyers sue for damages? The vehicle manufacturer? The OEM supplier who provided the driving controls? The vehicle owner?

Until this issue has been sorted out, the auto makers are proceeding cautiously with plans to offer “enhanced” driving aids, such as fully automatic braking, cruise control steering and complete vehicle control, as production options or standard features.

Most of the automatic braking systems that are currently available are speed limited to slower speeds, primarily for legal reasons rather than technical limitations.

REMOTE DIAGNOSTICS AND REPAIR OPTIONS The connected car of today already incorporates the ability for an outside source (such as GM’s OnStar) to monitor the health of the vehicle, to perform remote diagnostics and to send service reminders when scheduled maintenance is recommended. Next generation connected cars will do even more.

The ability to seamless download software upgrades for everything from the powertrain control module to any other onboard module will be part and parcel of keeping the vehicle up-to-date and safe. Recall notices and possibly even software corrections that can address electronic-relates problems that arise can be sent directly to the vehicle with no need to schedule a service appointment.

Predictive analysis using the operational data generated by the vehicle itself can be analyzed to accurately predict when certain repairs (such as a brake job) might be needed. When the repairs are scheduled (from the vehicle), the dealer is notified so they can have the parts on hand when the vehicle arrives, hopefully minimizing any delays that might prevent the vehicle from being repaired in a timely manner.

One thing the auto makers are taking a hard look at is ways to tie their vehicles more closely to their dealer network via telematics, not only by remote diagnostics and vehicle monitoring, but by offering vehicle owners additional services and features (including non-automotive related services such as enhanced onboard infotainment, shopping directions, shopping discounts, you-name-it).

The idea is to make the vehicle an integral part of the consumer’s digital life, and in doing so, form a closer link between that customer and their brand.

The challenge for the aftermarket will be to develop new telematic tie-ins of their own so they don’t find themselves disconnected from the connected car. ■ TomorrowsTechnician.com 13

Component Connection

Adapted from Andrew Markel’s article in

BREEZING THROUGH AI R R I D E SYSTEM CHECKS

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hen an air ride system fails, it can fail in a big way. It is a rarity that just one component fails. It can be a cascade of failures that can lead to a huge repair bill. Make it a point to inspect the system before a health check turns into an autopsy.

The first signs of a failing system maybe a compressor that runs a little longer than expected or blown fuse.

These are symptoms of a problem with the system, but they are also a problem on their own.

Air Compressors When a compressor runs more than normal, it can cause debris to enter the system. It can also increase the amount of moisture in the system. Both can damage valves and other sensitive components in the air ride system.

Most passenger and light truck compressors are a diaphragm-type that supplies an oil free air supply to the springs.

A piston-type compressor is

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available for custom systems.

The compressor is designed for intermittent service to inflate the air springs. Running the compressor for extended periods can over heat the compressor and damage the diaphragm or piston. It is very important to ensure that the source of air for the compressor is clean and as dry as possible.

Another thing to remember is that most compressors are not in the cleanest of environments. Most are mounted under the vehicles where they can be subjected to road spray.

Most systems have a dryer that is connected to the compressor outlet to absorb the water entering the system.

The dryer contains a moistureabsorbing desiccant such as silica gel. The desiccant can hold a given amount of water and once the desiccant is saturated with water, it will allow water to pass into the system.

The dryers that are installed on most systems do not have an indicator that will show when it is saturated and no longer able to absorb water.

An additional dryer with a moisture indicator can be added to the original equipment dryer.

Some are not serviceable and are incorporated into the compressor unit. They have a limited life and any compromises in the system can lead to an early demise.

Some systems have air reserve tanks or accumulators located in the most inconvenient locations, like below the C-pillar or next to the frame rail. If the system experiences a catastrophic failure of the compressor or air bladder, replacement or flushing of the reserve might be required.

The health of the entire system depends on the quality of the air supply. It is rare for just one component of an air suspension to fail.

Mechanical and Solenoid Valves There are various combinations of both mechanical and solenoid valves.

The function of the mechanical or solenoid valve is to exhaust air from the spring(s). Each spring can have a valve. For the Lincoln air suspension system, there are five solenoid valves — one for each air spring or strut and one to exhaust air from the system.

Most valves are used for a pair of load-assist springs. The compressor unit contains a one-way check valve to isolate it from the springs or a reservoir. The Lincoln compressor has a combination one-way check valve and exhaust solenoid valve to inflate or exhaust the springs individually. Whether the valve is mechanical or solenoid, it needs dry air to operate properly.

Plastic line is used to transport air in the system in sizes 1/4”, 3/8” and 1/2”. Most fittings are push-on O-ring type ranging in size from 1/8” to 3/8” Male NPT.

Air struts for some import vehicles can have even more complex valves, air chambers and accumulators on the strut body to keep the suspension taut under certain conditions. These types of struts will have both an air and electrical connection to control the valves on the strut and the hydraulic valves of the dampener.

Lines It is a common practice to flush the lines of a transmission after it has failed internally. The same is true for air ride systems. Lines of a damaged system can hold moisture and debris from a failed compressor.

Not flushing the lines can lead to the premature failure of a new component including air struts and shocks.

Flushing the line with compressed air should remove any debris.

NOTE: Do not use brake cleaner; the solvents could damage the lines.

Air Bladders Air bags and bladders are not the weakest link in the system. Advances in the synthetic materials that make the air bag make the air chamber resistant to leaks and tears.

Internal damage caused by compressor debris can cause a leak in the air bag. Also, oil from the compressor may cause damage to the internal surfaces of the bladder.

This can weaken the spring and cause it to fail.

Remember: Nothing is worse than a comeback or having to warranty a repair you already performed.

Besides hurting your shop’s bottom line, it hurts your reputation with the customer and your suppliers. Piecemealing out an air suspension repair by replacing the next failed component is not fixing a vehicle. â–

Engine Series

TIME FOR A CHANGE T Adapted from Bob Dowie’s article in

Babcox Blue

Honda/Acura Timing Belt Replacement Intervals iming belts have been around long enough that most drivers are well aware that they need to be replaced at a scheduled interval – whether they have attended an automotive tech school like you or not.

Though your future customers know that timing belts need replaced after so many miles, they may not know why. It may be up to you to explain the catastrophic consequences an engine will experience should the belt be overlooked and left in service until it fails.

This month, we’ll take a look at replacing the belt on the V6 Honda/Acura engine, pointing out some details that may make the next job go easier for you.

The first step in timing belt replacement is selling the job. For many years, the industry standard for belt replacement was 60,000 miles.

Those of us with more experience can even remember when 30,000 miles was the norm.

Over the years, the materials and processes used in timing belt manufacturing have allowed Honda to move that interval to 90,000 miles and 105,000 miles. I use the 90,000-mile mark as my signal. As a customer’s vehicle nears this indicator, remind him or her that the belt needs to be replaced.

When pricing the job, don’t overlook additional and necessary related sales. The timing belt drives the water pump on these engines.

Although very reliable, I would consider it a bad bet to think the pump will last 180,000 miles. The same thing goes for the drive belts.

Be sure to include replacing them as part of the 90,000-mile service on the four-cylinder vehicles; it’s easily overlooked when the car is equipped with a timing chain.

Service Steps I’ll go through the timing belt replacement steps here, but this is not intended to replace the service information available in your class or eventual shop. One of the most frustrating things for any shop owner is when techs don’t

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take advantage of available service information.

1. Get started by disconnecting the battery and removing the accessory drive belt. On power steering-equipped cars, the pump or pulley has to be removed to gain access. Some techs will remove the pulley and leave the pump in place, while others will opt

to disconnect power steering lines and remove the pump. Either way will work, but if you opt to pull the lines have some shop rags handy to catch any fluid that escapes to avoid messing up your work area.

See Photos 1 and 2.

2. As you remove the belts, spin anything that rotates to ensure the bearings are in good shape, and source any needed parts before reassembly.

3. Next, bring cylinder number one up to

Photo 1

Photo 1 and 2: Remove and cap the power

steering line before removing the pump. Some techs prefer leaving the pump in place and removing the pulley to gain access.

Photo 2

Photo 4: Crank tool with breaker bar.

TDC by lining up the white mark on the crank pulley with the pointer on the front cover. Loosen the crankshaft bolt; this can be a challenge without the proper tool to hold the crankshaft.

This hex-shaped tool (see Photo 3) fits inside the crank pulley with an opening that provides access to the crank bolt. With the break- Photo 3: er bar or handle of the tool Crank holding tool. against the cross member, you can apply the needed loosening torque with a breaker bar and extension (see Photo 4).

4. While you’re there, take a close look at the crank pulley for any signs of wear or separation. It’s not a very common problem, but if you’re ever chasing a report of a noise in the timing belt area, or a slipping belt noise when the belts look good, these pulleys have been known to separate.

Look closely with the engine running to see if the outer ring (where the drive belt rides) is running true to TomorrowsTechnician.com 21

Photo 5: Crank marks are in line for TDC on cylinder number 1. the hub. If it’s wobbling, more investigation is warranted.

5. Next, support the engine to remove the right-side engine mount bracket. Remove the dipstick tube if it’s in the way, and the previously loosened crankshaft pulley.

6. Remove the timing belt covers. If the model you’re working on uses a timing guide plate, remove the plate from the front of the crankshaft

Photo 6

Photo 7

sprocket, making note that the concave side is facing outward.

7. With the covers removed, be sure you have number one cylinder on TDC. With the lower, outer cover removed, align the dimple on drive pulley with the mark on the oil pump (see Photos 5), while confirming that the cam pulley marks are in line with the marks on the inner covers (see Photos 6 and 7).

8. Before the belt is removed,

Photo 8: Any sign of leakage at either style of tensioner should lead to replacement. your service information will instruct you to hold the tensioner in place to prevent it from extending as the belt is removed. To accomplish this, there is threaded boss provided that lines up with the tensioner pivot arm. The bolt to do the job is also provided as one of the L-shaped bolts that secure the battery. Grind a slight point on the bolt and install it only hand-tight. You’re not trying to compress the tensioner, but rather just hold it in place. This step can be a time saver if you’re planning to reinstall the timing belt you’re

Photo 9: New sealed-style tensioner with installation pin installed.

removing. Since the bolt holds the tensioner in place, it won’t be necessary to remove and retract the tensioner.

9. Relieve the tension on the timing belt by loosening the timing belt idler pulley bolt and pulley, and then remove the timing belt. There are two styles of tensioners used on the V6s — one is sealed, while the Photo 10a: Slowly tighten the vice other has a service bolt on until the pin can be installed. the backside. With the tensioner removed, if it’s the sealed unit, slowly apply pressure until the service pin can be installed (see Photos 8, 9, 10a, 10b and 10c).

10. If you have a tensioner with the service bolt, clamp it in the vise by one of the

Photo 10b: Auto tensioner before removal. Note how far the tensioner has extended to compensate for belt wear.

Photo 10c: Tensioner installed with the pin in place.

mounting ears with the service bolt facing up.

Remove the service bolt and, using a flat-bladed screwdriver in the hole, turn the screwdriver clockwise to retract the tensioner to install the U-shape stopper (retaining) tool (see Photo 11). Take care to prevent spilling the oil.

Note: If either style of tensioner shows any signs of leakage, it should be replaced. Neither one is very expensive and always keep in mind that the client is expecting this job to hold up for 100,000 miles.

11. With the belt removed, you can now remove the fasteners and replace the water pump.

Before you do, don’t forget that you removed the dipstick tube, so if you didn’t seal the hole before, now is the time to be sure you don’t allow coolant to enter the crankcase. Either temporarily install the tube or find a plug that will do the job. An unopened “witch’s hat” from a bottle of gear oil or tube of silicone will do the job.

12. When it comes time to install the timing belt, reinstall the tensioner with the pin or stopper tool in place, loosely install the idler pulley using thread locker, and then install the timing belt in a counterclockwise direction following this sequence: Crankshaft pulley, idler pulley, front camshaft pulley, water pump pulley, rear camshaft pulley and tension adjust pulley.

26 September 2014 | TomorrowsTechnician.com

Photo 11: Manual tensioner and stopper tool Note: Be sure the crankshaft and camshaft pulleys remained aligned with the marks on the back cover. To aid in this process, we use spring-loaded clips to hold the belts on the pulleys as the belt is routed. With the belt in place, tighten the idler pulley bolt to 38 ft.-lbs.

13. Next, remove the retaining tool or pin from the auto-tensioner. Install the engine mount bracket to the front of engine.

If you have a timing belt guide plate, install it with the concave surface facing out. Install the lower cover and crankshaft pulley.

14. Lubricate the pulley bolt and tighten to the

firm the marks are still in line when you stop at number one TDC. 16. If all is well, finish by installing the covers and other parts removed on disassembly. With everything buttoned up, all that’s left is to fill the cooling system with the proper coolant and bleed the system (see Photo 12).

Service Reminders You may encounter a problem with the power steering where it won’t bleed the air out of the system. This problem is often traced to the O-ring on the removed line allowing air to enter the system.

Depending on the condition of the fluid, it Photo 12: This simple tool makes filling and bleeding the cool- may be a good time to change the power steering fluid, and be sure that the screen ing system easy. in the bottom of the reservoir is clear proper torque; most go to 181 ft.-lbs., with certain while you are there. models using a torque-to-yield-type bolt (but you would Don’t forget the additional services, like spark have seen that in your service information before you plugs, filters and fluids that are due at the same started this job). mileage as the belt. At the very least, an oil change 15. Using the pulley bolt, rotate the engine by hand should be recommended. for a couple of revolutions, always in the proper direcYour customers are counting on you to take good tion of rotation. In this case, that would be clockwise. care of their car, and a big part of that is reminding This will let the tensioner extend, while letting you conthem when service should be performed. ■

TomorrowsTechnician.com 27

Undercover

Adapted from Andrew Markel’s article in

Contaminated Brake Pads COULD YOU BE INSTALLING TROUBLE?

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 to explain both issues because both forms of contamination start when a brake pad is pressed into a rotor and friction is generated.

FRICTION AND DUST 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 the exposed friction material and bits and pieces are being torn or sheared from the rotor and pad.

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September 2014 | TomorrowsTechnician.com

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.

THE SECRET SAUCE OF FRICTION How the components in the friction material shear, break and interact during braking can determine a pad’s 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 break- Some friction materials use a ing of bonds of both the pad material and the cast iron of the different material for the bottom layer of disc when the caliper pushes them together. Adherent (or the pad. 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

32 September 2014 | TomorrowsTechnician.com

This is what a transfer layer looks like to the naked eye. wear. Semi-met pads and some non-asbestos-organics 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 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.

A friction material has But the brake dust from many different compothese pads is the leading nents. Kevlar fibers cause of copper contamihelp to give the brake nation in lakes and streams. pad structure under The same can be said high temperatures. 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.

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 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

34 September 2014 | TomorrowsTechnician.com

laws in Washington state and California (which are also being reviewed in other states) 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.

ice as soon as possible. This replacement depends on your ability to fabricate a reliable replacement.

The number of times you are confronted with a damaged line will guide your decision to buy the tools or to purchase a replacement.

The investment in tools to properly fabricate a universal line can range from $200 to $500.

LINING UP BRAKE LINE REPLACEMENT The brake lines on vehicles produced from the late 1960s to current should last from 8 to 10 years or more. Lines exposed to excessive road splash and debris can corrode and fail in a much shorter time.

Use of improper tools, such as locking pliers, can damage the surface coatings on a line or fitting that can cause the corrosion to accelerate. Corrosion between the flare nut and the tubing can cause the nut to seize on the tube. The use of a good penetrating agent can loosen the nut and prevent damage to the tubing.

There are three types of flare nuts used on brake tubing. The most common is the SAE 45ยบ flare, which can have both U.S. and Metric threaded nuts. The 37ยบ AN/JIC flare is used on many performance applications. The ISO flare can have both U.S. and Metric type flare nuts. It is referred to as the bubble flare.

Options for replacing a corroded or damaged brake line: (1) Order a aftermarket replacement line; (2) Fabricate a replacement from a universal components.

Option one is the best solution if the owner can allow the vehicle to be out of service until the part can be obtained.

Option two is for the vehicle that needs to be returned to servTomorrowsTechnician.com 35

TUBING Stainless steel is used on some vehicles, but the majority of vehicle brake and fuel lines are mild steel tubing that is called Bundy tubing.

And, the majority of replacement lines are Bundy tubing.

Bundy tubing is cheaper than stainless steel, but it is a little easier to bend, flare and install. It can also be coated to avoid corrosion and abrasions. But, the coating can flake off. Stainless steel will not rust, but it is harder and not as forgiving as mild steel.

Bundy tube is a double-walled low-carbon steel tube. It is manufactured by rolling a copper-coated strip and heating to 720 degrees, while the seam resistance brazed by a process called a Bundy weld.

The copper and brazing coat the inside and the tube is sealed. It was invented by Harry Bundy in Detroit. The first car to use it was the Ford Model T. Over time, the brake fluid can corrode the copper and steel. If the brake fluid ages and the corrosion fighting chemicals break down, a system can corrode internally at a very fast rate.

Some brake fluid tests measure the amount of copper ions in the fluid to determine the condition.

Once the copper is gone, the mild steel goes fast.

Is there a way to make brake or fuel lines last longer? YES. First, replace your brake fluid to protect the internal part of the brake line. Second, move South. If not driving in the snow or on roads treated with salt and de-icers isn’t an option, you can take the time to wash your car regularly with an undercarriage sprayer. â–

36 September 2014 | TomorrowsTechnician.com

Tech Tips

WIRING SCHEMATICS MotoLOGIC® Repair & Diagnostics, an advanced Web-based tool for automotive technicians, makes reading wiring diagrams easy by providing exact schematics and search functionality for OE/OEM content from most major manufacturers on the road today.

Wiring diagrams are used to troubleshoot automotive electrical systems and are typically a manufacturers’ preferred method of communicating detailed information in a condensed space. There is no better way to diagnose a problem than using OE/OEM content, as the level of detail is far superior to manual diagrams.

Understanding directional power flow and each manufacture’s use of symbols on an OEM schematic is imperative to working with wiring diagrams.

Jim Bates, a technical training specialist for Advance Auto Parts Professional, recommends that for technicians just starting out it is often easier to trace wiring diagram circuits backwards: start with the load or device in question and work back towards the power supply.

Your wiring diagrams will act as a map for power flow: most diagrams read in a clockwise format from top of the page to a point of termination at the bottom of the page.

Refer to each diagram’s reference guide (typically located to the left of the diagram) for more detailed information on the device or components being represented at each step in

the schematic. Reference numbers indicate specific components, their function within a circuit and their location in the vehicle.

For more helpful tips in reading electrical wiring diagrams, MotoLOGIC provides technicians with an in-depth, manufacturer-specific “How to Use Electrical Schematic” article featuring added illustrations.

MotoLOGIC is available from MOTOSHOP SM Technology Tools, a product portfolio from Advance Auto Parts Professional. For more information visit www.motoshop.com/motologic. ■

TomorrowsTechnician.com

37

Service Advisor

Adapted from Matt Dixon’s article in

HALL PASS H

Diagnosing Hall Effect CKP and CMP Sensors

all effect crankshaft position (CKP) and camshaft position (CMP) sensors are critical components of an engine management system.

The inputs they provide enable the powertrain control module (PCM) to determine engine speed and position including where a given cylinder is within the four-stroke cycle. Such information is vital to command ignition coils and fuel injectors in proper time and sequence. The data from these sensors also is utilized for other important functions including fuel metering, misfire detection, variable valve timing (VVT) control and more.

Although two-wire variable reluctance sensors producing an alternating current can still be found, the three-wire digital Hall effect sensor has become the most prevalent type on late-model vehicles.

Despite such importance, CKP and CMP sensor diagnostics are often misunderstood. This article will examine three-wire Hall effect CKP and CMP sensor operation, function and diagnostics.

Hall effect position sensors contain a magnet and electronic components, but, at a simple level, are switches.

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Figure 1

Figures 1 and 2: Voltmeter monitoring the CMP sensor signal wire. The ignition is in the run position. As the metallic feeler passes under the sensor, signal voltage is pulled low by the sensor.

When the feeler gauge is moved away, voltage remains at the 5 volts provided by the PCM. Figure 2

The switch is a transistor within the sensor. The functions of the three wires are sensor supply voltage, signal voltage and ground. Unlike their two-wire counterparts, Hall effect sensors require external power and ground to function. The transistor within the sensor connects or disconnects the signal circuit to ground. Voltage on the signal circuit is provided by the PCM utilizing five or 12 volts. A small level of current is passed through a magnetic field within the sensor, which is altered by a revolving metallic tone ring. The actual Hall effect is a change in voltage in relation to the change in magnetic field.

Hall effect voltage is processed using several electronic conditioning components to switch the transistor base. The result on the signal circuit is a digital high or low voltage signal. While positioned over a metallic section of tone ring, the transistor is switched on, resulting in a low-voltage state. When over an air gap, the transistor is switched off, resulting in a high-voltage signal state. A DVOM and a ferrous piece of metal such as a feeler gauge can be used to test basic functionality of a three-wire CKP or CMP sensor.

See Figures 1 and 2.

The tone ring provides a metallic pattern of slots that rigidly connect to the crankshaft or camshaft(s). The tone

TomorrowsTechnician.com 39

ring for the crankshaft can be an external plate located directly behind the harmonic balancer, be a part of the flexplate or flywheel, or bolted to the crankshaft internally. Likewise, a camshaft tone ring can be placed and attached using different methods. Location and placement choices have pros and cons.

For example, flexplates can crack around the center section often without the expected noise or other symptoms. Such a crack can shift the outer section containing the tone ring slots. This has a dramatic impact on timing and results in noticeable driveability issues.

See Figure 3.

The trend over time has been an increasing number of slots in the tone ring pattern. Each slot provides an engine position pulse to the PCM. Additional slots provide improved timing precision and misfire detection.

Often a CKP signature notch or groups of notches allow the PCM to quickly identify companion cylinders.

See Figure 4.

Figure 3: Upon close inspection of this flexplate, a crack can be seen forming around the center section of the plate. Once the crack makes it all the way around, actual crank position in the center can shift compared to the outside. If the CKP tone ring is utilized on the outer portion of the flexplate, measured crankshaft position will be incorrect.

40 September 2014 | TomorrowsTechnician.com

Figure 4: The tone ring can be a part of the flexplate. This flexplate features signature notches to quickly identify engine position.

Figure 5A

Figures 5A and 5B: Be careful of changing patterns even on the same engine year to year. These are both Dodge 2.7L V6 CKP and CMP scope patterns. The top (a) was taken from a 2001 model and the bottom (b) from a 2008. Though the crank pattern is obviously different and perhaps easy to spot, take a look at the cam pattern.

The top has a slot code pattern of 1-2-3-1-3-2 while the bottom is 1-3-1-2-3-2. This is important to consider during engine or head replacement using different parts.

Figure 5B

As the engine revolves, the CMP pattern enables the PCM to synchronize crank and camshafts and determine which cylinder is on which stroke. Unique signature patterns afford some engines the capability to start even if a CKP or CMP sensor fails. Other engines will not start at all. If the engine does start on only one sensor, it may experience long crank time, reduced power output, lower rpm limits and an illuminated MIL.

Tone ring patterns can change between model years on the same engine.

See Figures 5A and 5B. This is important when considering installation of used or remanufactured engines or parts. This can be more difficult to visually catch than one might think.

Incompatibility between CKP and CMP tone rings or the PCM family can result in a no start.

The number of CKP slots per unit

Figure 6: Honda scan tool screen shot showing misfire counters.

Engine misses are detected by the PCM using crankshaft acceleration or lack of it as measured by the crank position sensor. Such data is helpful in detecting misses or verifying a repair even without a corresponding code. of time provides the rpm value.

Rpm value is used for many items beyond the tachometer and rev limiter, including fuel pump relay control strategy. If the rpm value is lost, the PCM is programmed to deenergize this relay.

Rpm is also an often-overlooked value in load calculation. Fuel injection systems determine airflow based off of either rpm and mass airflow signal or rpm and manifold absolute pressure values. Correct air mass per unit of time is essential for accurate injector pulsewidth.

Engine rpm can also be compared with transmission input shaft speed to verify torque converter lock up.

Crankshaft position is used for timing functions including injector firing. Port injection systems typically pulse injectors during the exhaust stroke.

Gasoline direct injection systems pulse on the intake or compression

stroke depending on operating mode. Pulsing injectors on the wrong stroke can result in increased emissions and power loss. Base ignition timing and spark advance each depend on accurate position calculation.

An important spark advance input, the knock sensor, may only be monitored during certain degrees of crankshaft rotation.

With camshaft phaser VVT, the CMP to CKP relationship is used to determine if advance or retard commands have been carried out. A malfunction or slow operating system results in degrees of variance and a possible DTC. Crank position and acceleration is also used to detect misfire. When each cylinder is “up to bat” on the power stroke, the PCM expects to see an acceleration in crankshaft speed. A lack of acceleration is counted as a “strike” or misfire.

Enough misses in a group of revolutions result in a misfire code.

See Figure 6 on page 43.

There is one new function to mention.

Engine start-stop technology is appearing on conventional gasoline-powered vehicles to improve fuel efficiency.

When the PCM determines conditions are suitable for automatic engine shutdown, the PCM closely monitors and logs the CKP pattern. Crankshafts usually stop in one of a few places depending on number of cylinders. As the crankshaft comes to a rest there is no guarantee that it will only rotate in its normal direction.

Up until now, it was unnecessary to ever think about monitoring for reverse rotation. However, with automatic restart, it’s imperative to log exact crankshaft position for a rapid and seamless start.

Both CKP and CMP patterns are utilized along with upgraded PCM software to accurately log shutdown crankshaft position.

PCM, CKP and CMP sensor diagnostics can be confusing. Unlike a typical five-volt engine coolant

44 September 2014 | TomorrowsTechnician.com

Figure 7: CKP and CMP sensors often share supply voltage and sensor ground with each other and other sensors. An open or short in a shared circuit can bring multiple sensors to a halt. temperature sensor, CKP and CMP sensors utilize the ends of the voltage spectrum during normal operation.

There is no way to reserve a section for volts too low or too high types of failures. Instead, rationality is

Figure 8A

Figure 8B Figure 8: This 2012 Chrysler 300 6.4L V8 CKP sensor is revealed after the underbelly AERO shield and starter removal. Luckily there is an easier way to monitor it.

Figure 8C employed using a “tattletale” method. If either the CKP or a CMP sensor reports a toggling voltage pattern while the other(s) do not, the opposite sensor(s) is deemed to be inoperative.

P0335 no crank signal and P0340 no cam signal codes are set this way. Such rationality sounds simple enough but sometimes the PCM can be “tricked” into declaring the wrong failure. This is more likely during an intermittent failure.

Failures such as P0339 intermittent crank signal failure can be downright perplexing. Also, if neither CKP nor

CMP sensors are functioning, it is possible to encounter a no start without any codes. It should be mentioned that CKP and CMP sensors often share a PCM supply voltage and a sensor ground.

See Figure 7.

A short in one sensor can bring down all sensors on a supply voltage circuit as can a sensor ground open.

Monitoring key-on sensor supply voltage is a logical step during a no start. If sensor voltage is not detected, checks need to be repeated with different sensors disconnected.

Whether diagnosing a CKP or CMP sensor code, no start or other driveability issue, a two- or more channel oscilloscope is a powerful tool.

Many scopes feature a recording function that is extremely helpful in catching glitches. One reason for this is the extremely large number of switches. If a CKP tone ring has 34 slots and the engine spins at 2,500 rpm, then 85,000 slots pass by per minute. A glitch is sure to be felt in vehicle operation, but no other tool is likely to catch it.

The scope is also valuable in determining correct camshaft timing. Just a few degrees of CKP to CMP variance can result in codes and driveability issues.

Without a known-good picture, it’s difficult to interpret the image with complete confidence.

Online resources such as the International Automotive Technicians Network (iATN.net) feature a waveform database that can be helpful. Deciding to tear into an engine for a suspected cracked flexplate or sheared off cam to sprocket dowel pin is easier done with a knownbad pattern.

While scope images can save time compared with component disassembly, scope hook up is best

TomorrowsTechnician.com 45

Figure 9: The easier way. After removing a few trim clips, the cowl can be pulled back to access the PCM on the 300C. The PCM is often, but not always, the easier choice in getting to the CKP or CMP signals.

performed using the easiest access point. Some vehicles have a starter, manifold or other obstacle in the way of sensors. In such cases, the PCM is an easier access point.

See Figures 8A-C and 9.

Obtaining an accurate connector pin out is necessary to tap into a sensor signal at the PCM. Care needs to be taken with fragile connector covers and while backprobing the circuit. Terminal inspection and wiggle tests are legitimate, but collateral damage

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46 September 2014 | TomorrowsTechnician.com

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resulting from rough handling is best avoided.

Scan tools have mixed value for CKP/CMP sensors.

CKP/CMP variance can be a helpful value in spotting timing chain stretch or related component wear. Many tools also offer a crank/cam relearn feature.

Though the specifics of this procedure can vary, it generally resets a correlation value in the PCM. Service procedures often call for a relearn after replacing sensors, timing chain/belts, tensioners or resetting cam timing.

The relearn procedure may be necessary for the misfire monitor and may require driving the vehicle. Somewhat less helpful if not deceptive are datastream values such as CKP and CMP present/not present or SYNC true/false.

I have experimented with intermittently interrupting and manipulating CKP/CMP signals while monitoring such PIDs. The scanner sometimes catches it. Scan tools convert serial data and, depending on the specific tool and number of PIDs being viewed, the update rate may not be nearly fast enough.

These sensors are normally very reliable, however, they do occasionally fail without good explanation. Heat, vibration and mechanical shock are plausible suspects for the sensor, while wiring issues, terminal spread and occasional PCM issues account for remaining circuitry.

Some sensors last hundreds of thousands of miles while some fail right out of the box.

When replacing a sensor, first be careful not to drop it as the magnet or internal electronics can be damaged.

Also, follow instructions in regard to air gap. It is typically not adjustable, but be sure mounting surfaces are clean and fasteners are properly torqued. Some sensors come with a sticker on the end that gets removed as the tone ring spins.

I have tested increase of air gap using shims and found signal failure in as little as 0.100”. Without a doubt, CKP and CMP sensors collect vital information for the PCM. When one or more fail to operate, your customer will know there’s a

problem. As the big wheel keeps on spinning around, hopefully you’re ready to test these sensors to get the lowdown on why, and keep customer satisfaction switched on high.

Matt Dixon, who has written a number of technical articles for Underhood Service magazine, is an assistant professor at Southern Illinois University at Carbondale, IL. ■

TomorrowsTechnician.com 47

Tech Tips

KICKING THE TIRES ACCURATELY

In days gone by, many techs swore they could check tire pressure by just kicking the tires. We have come a long way since then.

Our tire-kicking method today is called a tire pressure monitoring system (TPMS).

Correctly setting initial tire pressure has now become more critical than ever. Why? Because even ambient temperature changes can alter tire pressure enough to cause the TPMS warning lamp to come on.

Tire temperature is dependent on “cold” tire pressure, ambient temperature, driving distance and speed, tread design and road surface temperature.

As the temperature of the tire changes, air in the tire expands and contracts, effectively changing the tire’s air pressure. “Cold” tire pressure is generally considered to be the pressure in a tire that has not been driven in the past four hours and has been parked outdoors.

The TPMS must be initialized accurately based on the tire’s “cold” pressure listed on the vehicle’s tire pressure label (usually located in the driver’s door opening).

When outside temperatures are significantly colder or warmer than the shop’s temperature and the vehicle has been driven in the last four hours, accurate “cold” tire pressure adjustments can prove challenging. Toyota offers a tire temperature-pressure compensation chart that can work on any vehicle but is much more useful on vehicles equipped with a TPMS. To get a precise pressure adjustment, you should consider the difference of the air temperature in the shop and the lowest ambient temperature that may be expected in the next few weeks (especially in winter).

Use the chart below to compensate for the current temperature of the tires when adjusting tire pressure.

Let’s practice using the three examples.

Example 1: Temperature Compensation – “Cold” Tires The vehicle has been parked overnight outside shop (vehicle has “cold” tires) and tire pressures are set to 31.9 psi. The shop’s inside temperature is 68°F and expected lowest ambient temperature in the local area is to be 14°F. 1. Subtract the expected lowest temperature (14°F) from the shop temperature (68°F) = 54°F. 2. Using the chart, find the intersection of the cold tire line at the point corresponding to 54°F and read the value on the tire pressure change axis. In this case, it would be about 4.9 psi.

3. The tires, including the spare tire, should be filled to: 31.9 + 4.9 psi = 36.8 psi.

Example 2: Temperature Compensation – “Warm” Tires The vehicle has been driven to the shop on surface streets for about 30 minutes (vehicle has “warm” tires) and tire pressures are set to 31.9 psi. The shop’s inside temperature is 68°F and expected lowest ambient temperature in your area is to be 14°F.

Example 2

Example 1 1. Subtract the expected lowest temperature (14°F) from the shop temperature (68°F) = 54°F. 2. Using the Chart, find the intersection of the warm tire line at the point corresponding to 54°F and read the value on the tire pressure change axis. In this case, it would be about 6.7 psi.

3. The tires should be filled to: 31.9 + 6.7 psi = 38.6 psi

Example 3: Temperature Compensation “Hot” Tires The vehicle has been driven to the shop on the highway for at least 60 minutes (vehicle has “hot” tires) and tire

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pressures are set to 31.9 psi. The shop’s inside temperature is 68°F and the expected lowest ambient temperature in the area is expected to be 14°F. 1. Subtract the expected lowest temperature (14°F) from the workshop temperature (68°F) = 54°F. 2. Using the chart, find the intersection of the hot tire line at the point corresponding to 54°F, and read the value on the tire pressure change axis.

In this case it, would be about 9.0 psi.

3. The tires should be filled to: 31.9 + 9.0 psi = 40.9 psi.

The next time you go to “kick the tires,” try using this handy tire temperature-pressure compensation chart.

Correctly adjusting vehicle tire pressures will help ensure that your customer’s TPMS light stays off and will provide them with a smooth-riding, safer-handling vehicle.

Source: ALLDATA® CommunitySM Automotive Diagnostic Team.

Tech Tip #2

Torque And Gap – Critical To Spark Plug Performance Once a relatively simple task for automotive technicians, spark plug installation on modern vehicles requires a great deal of precision and care. This is especially the case with late-model vehicles with high-tech engines that have very little tolerance for improper installation or use of spark plugs.

Apply the Proper Torque When installing spark plugs, a technician must be aware of the torque This spark plug was over-torqued. specification for that particular plug. All Bosch Spark Plug packages, for The contact marks, plug wear and example, specify a published footcracking on the ceramic insulator pound torque rating that needs to be indicate that it was installed using applied using a torque wrench. an impact driver rather than a It is important to remember that either torque wrench. over-torquing or under-torquing a spark plug will affect the quality of the installation and the performance of the vehicle’s engine.

If a spark plug is under-torqued, it will be loose in the cylinder and, as a result, combustion gases will be allowed to escape from the engine instead of working to power it. Furthermore, a loose spark plug can be damaged by engine This spark plug shows evidence of vibrations.

Many spark plugs that are submitted damage due to under-torquing. for warranty claims are damaged due to Because it wasn’t tight enough in under-torquing – which may not be the cylinder, the spark plug vibrated covered under warranty. itself loose and allowed combustion On the other hand, over-torquing a gas deposits to form around the spark plug has equally damaging plug. Additionally, the vibrations of effects. the loose plug in the cylinder evenIf too much pressure is put on the tually separated the ceramic insulaseat of the spark plug, it will damage tor from the shell and broke off the the insulator, the shell and other center and ground electrodes. components of the plug.

Such damage leads to premature failure of the spark plug and again, loss of engine performance – and is most likely not covered under warranty.

Submitted by: Tim Stumpff, senior product manager, spark plugs, Robert Bosch LLC. ■

50 September 2014 | TomorrowsTechnician.com

Track Talk Sickler Proving Passion Pays Off Someone once said, “it’s not where you start, but where you finish.”

Considering the path to his current career in motorsports, that person could have been talking about Jonathan Sickler.

For the last four years, Sickler has been an integral part of Rev Racing in the NASCAR K&N Pro Series East, where he serves as a finish fabricator and drives the team rig that hauls the Toyota racecars.

All those miles on the road and hours in the garage could take a toll on a person, but not Sickler.

“If you’re passionate about what you do and enjoy it, it doesn’t seem like work,” said Sickler.

Even if it doesn’t seem like work, the time and effort he and his team put in this year was well worth it.

In 2012, Rev Racing with driver Kyle Larson captured the NASCAR K&N Pro Series East crown using engines built by current Universal Technical Institute (UTI) students in the Spec-Engine Program. That victory marked the first NASCAR touring championship for Rev Racing and NASCAR’s Drive for Diversity initiative.

This season, Rev Racing has already scored three wins in the competitive NASCAR K&N Pro Series East division.

More than a decade ago, when Sickler was installing car stereos in Pinellas Park, Fla., NASCAR championship trophies were not exactly top of

mind. However, as he worked more with cars, he developed a passion for them, beyond the stereo component.

Taking on the same tasks, day after day, he was ready for a change, and knew that expanding his knowledge of cars was the first step.

NASCAR Tech grad and Rev Racing pit crew member, Jonathan Sickler, At 25, Sickler packed up his proves it’s not where you start, it’s where you finish. Photo courtesy of belongings, drove across the Scott Hunter, NASCAR Productions country and enrolled at UTIAvondale, and completed the 51-week Core Automotive career in the automotive indus- “It’s really competitive and Program. With a solid mechan- try is possible. hands-on experience is the difical foundation, Sickler was “Shops and race teams are ferentiator race teams are lookready for more, and “Race City, looking for qualified, skilled ing for.”

USA” and NASCAR Tech was and passionate individuals,” Sickler realizes how fortuhis next pit stop. said John Dodson, communi- nate he is to be in this posi“The curriculum was really ty/NASCAR team relations tion and wants others to know strong and I was at the age director at NASCAR Tech. that all things are possible. where I was mature enough to “Those are the types of gradu“Whatever you put into understand what I wanted to ates we turn out, and they get life you will to get out of it,” do and how I was going to get the job done.” he said. “If you work hard there,” said Sickler, who gradu“You have to have an educa- and believe in what you’re ated from NASCAR Tech in tion in automotive technology trying to accomplish, you can 2003. “The school provided a to get into racing,” said Sickler. do it.” platform for me to accomplish my goals.”

At 27, Sickler was not deterred f r o m reaching the pinnacle of the racing world, proving that no matter your age, a Sickler has helped Rev Racing capture three wins in the NASCAR K&N Pro Series East this season.

Photo courtesy of Getty Images Follow NASCAR Performance on Twitter and Facebook www.twitter.com/NASCARauto www.facebook.com/NASCARPerformance

CrossWord PuZZle Tomorrow’s Technician September Crossword

ACROSS 1. Service technicians (4,9) 8. Crankshaft bearing type 9. Recycled tire 10. Piston sealing device 11. Technical Service ____, a.k.a. TSB 13. Suspension component 15. Gasoline specification 18. Three-point restraint predecessors (3,5) 19. Coil-on-____ ignition system 22. Sidewall protuberance 23. Piston top 24. Exhaust manifold's heat ____ valve 25. Body-shop tools

DOWN

Solution at www.tomorrowstechnician.com

1. Alternator-output units 2. It follows drive, power or valve 3. Much-abused used-car-ad word 4. Automotive aficionado (3,3) 5. A in ABS 6. Seat belt's ____ reel 7. Auto-body style 12. EFI squirter 14. Service-bay tasks 16. Underhood power producers 17. Drivers' directional reversals (1,5) 18. Repair-cost component 20. Wiring problem, ____ connection 21. Check trouble codes

AVI To Provide Technicians with $1 Million in Free Training Fort Myers, FL — AVI (Automotive Video Innovations) is giving back to the automotive community that has given so much opportunity to the Florida-based video company.

To carry out that mission, AVI reports that it is pledging to give away 1 million dollars’ worth of training to students, technicians, shop owners or teachers with the desire to expand their automotive knowledge. The course is a collaboration of electrical and electronic systems education that covers everything from electrical theory to understanding circuits, meter usage, diagnostics and more.

Those who sign up will also receive free ongoing training tips, newly-issued training video notifications covering topics like ASE Test Prep, Hybrids, Diesel, HVAC, Management and more!

Simple Enrollment 1. Get Started Now: Sign-Up is free and the class is free. Visit http://aviondemand.com/million-dollar-giveaway to fill out the form and sign yourself up for an exclusive AVI OnDemand access pass.

2. Enter Your FREE Course: Either Log-in with your new credentials or existing users simply sign in.

3. Comprehensive and Interactive Content: Go to the “My Courses” menu at the top and find your free class.

Start viewing it right away!

Participants receive a satisfactory score on the knowledge assessment and earn a certificate after completing each course.

52

September 2014 | TomorrowsTechnician.com

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54

September 2014 | TomorrowsTechnician.com

Ranger Products, a division of BendPak Inc., is bringing another new tire changer to market. Their latest R80DTXF tire changer features an automatic bead lifter, variable speed turntable and bilateral bead loosener with direct hand-operated controls.

Other time saving tools include a traveling drop-center tool, top bead assist rollers, dual lower bead lifting discs and a nylon non-marring wheel restraint device – important tire shop tools designed to dramatically reduce effort, increase safety, and help minimize operator fatigue. It also features a large 31� capacity turntable with adjustable hardenedsteel RimGuard wheel clamps to help shops broaden their service range.

Visit www.rangerproducts.com for complete details.

DIRECT CLASSIFIEDS

Advertising Representatives Tomorrow’s Tech Roberto Almenar ralmenar@babcox.com 330-670-1234, ext. 233 David Benson dbenson@babcox.com 330-670-1234 ext. 210 Bobbie Adams badams@babcox.com 330-670-1234, ext. 238 Doug Basford dbasford@babcox.com 330-670-1234, ext. 255 Jamie Lewis jlewis@babcox.com 330-670-1234, ext. 266 David Benson dbenson@babcox.com 330-670-1234, ext. 210 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

TomorrowsTechnician.com 55

Report Card The Z06 rejoins the Corvette lineup in 2015 as the most capable model in the iconic car’s 62-year history. It stretches the performance envelope for Corvette with unprecedented levels of aerodynamic downforce – and it is the first Corvette Z06 to offer a supercharged engine, an eight-speed paddle-shift automatic transmission and, thanks to a stronger aluminum frame, a removable roof panel.

The new LT4 supercharged 6.2L V-8 engine is SAE-certified at 650 horsepower at 6,400 rpm and 650 lb-ft of torque at 3,600 rpm – making the 2015 Corvette Z06 the most powerful production car ever from General Motors and one of the most powerful production cars available in the U.S. For the first time since 1963, the Z06 is also offered in coupe and convertible models. In fact, building a modern Z06 Convertible was only enabled by recent technological advancements, according to Corvette chief engineer Tadge Juechter.

To maintain the Z06’s mass and performance targets, the LT4 engine was designed with a more-efficient, morecompact supercharger. Even with its integrated supercharger/intercooler assembly mounted in the valley between the cylinder heads, the engine is only about one inch (25 mm) taller than the Corvette Stingray’s LT1 engine – while delivering nearly 37% more horsepower and 40% more torque.

Supercharged Supercar

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By Ed Sunkin, Editor

A new 1.7L supercharger spins at up to 20,000 rpm – 5,000 rpm more than the supercharger on the Corvette ZR1’s engine, helps launch the Z06 Corvette into supercar territory.

The rotors are smaller in diameter, which contributes to their higher-rpm capability – and enables them to produce power-enhancing boost earlier in the rpm band. That boost is achieved more efficiently via a more direct discharge port that creates less turbulence, reducing heat and speeding airflow into the engine.

The LT4 engine also has several unique features designed to support its higher output and the greater

September 2014 | TomorrowsTechnician.com

cylinder pressures created by forced induction, including: Rotocast A356T6 aluminum cylinder heads that are stronger and handle heat better than conventional aluminum heads; lightweight titanium intake valves; machined, forged powder metal steel connecting rods for reduced reciprocating mass; a high 10.0:1 compression ratio – for a forcedinduction engine – enhances performance and efficiency and is enabled by direct injection; forged aluminum pistons with unique, stronger structure to ensure strength under high cylinder pressures; stainless steel exhaust manifolds that offer greater structure at higher temperatures; a lightweight aluminum balancer and a standard dry-sump oiling system with a dual pressurecontrol oil pump.

The supercharged LT4 is offered with a standard seven-speed manual transmission with Active Rev Match, or an all-new 8L90 eight-speed paddle-shift automatic transmission designed to enhance both performance and efficiency.

Source: General Motors ■