Tomorrow's Tech, November 2014

■ MAINTAINING LIBERTY

■ HANDLING HYBRIDS

■ READING BRAKE PADS

■ O2 SENSOR TIPS

November 2014 TomorrowsTechnician.com

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UNDER THE HOOD.................................16

The Power of Liberty In 2002, the Jeep Liberty was the first Jeep to use the two new Chrysler-developed Power-Tech engines — the 2.4L straight-4, (which was eliminated in 2006), and the 210-hp 3.7L V6. We take a look at timing belt replacement on the shortlived 2.4L engine.

16 UNDERCOVER.......................................24 Undercar Assesment By the time a vehicle is three to five years old, it may need its first brake job — and in most cases, that means replacing the front brake pads and the rear pads or shoes. In this issue, we provide guidelines on brake wear and tips on how to read wear patterns on brake pads.

24 Babcox Blue

REAL WORLD ................................................32

Handling Hybrids

Hybrid vehicles have been roaming our roads since the release of the Toyota Prius in 1999. This month, we take a look at diagnostic issues on the Honda Civic and the Ford Escape.

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Career Corner: Finish Line:

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Trade Show Tips

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Hot Rodders of Tomorrow

Student Sound Off:

MotoLOGIC Essay

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School of the Year:

Owensboro CTC

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Tech Tips:

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O2 Sensors

TT Crossword

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In The News...

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Report Card:

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Honda Type R Concept Editor:

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Coordinating Designer:

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Tomorrow’s Technician (ISSN 1539-9532) (November 2014, Volume 13, Issue 8): 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.

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Career Corner

TRADE SHOW 101

By Gina Kuzmick, managing editor Career Connection

FOR STUDENTS AND TECHNICIANS

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ndustry events such as trade shows and conferences are great resources to help you gain more knowledge as an automotive professional. But there’s definitely an art to mastering them. Keep these four things in mind to get the most out of your experience.

1. You get out of it what you put in. If you’re ready to set off for a show, use it as an opportunity to network and educate yourself as much as possible.

Sign up for some business or technical seminars, visit booths that you think are worthwhile, and attend some industry-specific social events to network with fellow professionals.

Photo by Hannah Schiffman Take advantage of being out of the shop or office, and make the most of your time! You’re there to learn, after all.

2. It’s not a vacation. Sweet! You get to go to Vegas or some other glamorous destination! But before you’re tempted to hit the pool, the slots or the bar, remember that you’re there for business. Plus, you never know who may see you out and about, so be sure to stay on your toes at all times.

3. Be wary of the freebies. While walking the floor, it can also be tempting to grab all the free trinkets in sight. But snagging a free pen or cookie without even saying hi to the company offering you these things is a tad bit impolite.

At least say hello … or better yet, drop by the booths that really interest you and chat with their employees for a few minutes.

Forging industry relationships is a huge perk of attending these events, so do everything you can to network.

4. Follow up. The experience doesn’t have to (and shouldn’t!) end after you return. Make follow-up calls with people you’ve met, and take the lessons you’ve learned back to the workplace. ■

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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.

SPLIT DECISION Hot Rodders of Tomorrow Engine Challenge to Continue at PRI This year, the Sixth Annual Hot Rodders of Tomorrow Engine Challenge Championships split into a Dual Championship format in which teams will compete at both the SEMA Show (Nov. 4-7, Las Vegas) and the PRI Show (Dec. 11-13, Indianapolis).

Champions compete again at the PRI Show against their Champs will be very exciting and showcase the tremendous skills of the these young builders, while offering a rewarding end to their hard work and dedication. The industry supported scholarships are a tremendous incentive for the qualifying participants and helps to offset the expenses of pursuing a career in the automotive industry.”

From each Dual Championship, two teams will emerge. These four teams will face off for the 2014 Engine Challenge Championship starting on Friday, December 12th , and two additional rounds on Saturday at the 2014 PRI Show.

Fifteen teams competed at the SEMA Show beginning with the first heat on Nov. 4. Heats continued through the 5th and 6th.

The top two teams with the best average times will move on to PRI Show to compete against the top two teams from PRI. “The Hot Rodders of Tomorrow Engine Challenge is a great program fueled by the young men and woman that compete in it,” SEMA’s Zane Clark, elaborated. As the SEMA Director of Education, he said he was excited about this year’s Dual Championship.

“The new format of having the SEMA Show

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“Ohio Technical College is proud to have been a sponsor of the Hot Rodders of Tomorrow Engine Challenge since the first competition at SEMA,” OTC’s Director of Enrollment Management, Tom King said. “It’s a great

opportunity to see young people learning and working as a team to prove themselves and we are excited to provide scholarship opportunities to these students again this year.”

Three million dollars in scholarship money is available to the 34 teams competing in the Dual Championship, thanks to Hot Rodders of Tomorrow partners Ohio Technical College (OTC), School of Automotive Machinist (SAM) and the University of Northwest Ohio (UNOH).

“The University of Northwestern Ohio is proud to be an active sponsor of the Hot Rodders Of Tomorrow Competition at the 2014 SEMA Show,” added UNOH’s Donald Lowden. “We are offering scholarships to the

talented students who place in the competition to help further their education in High Performance Technology. Good luck to all the participants.”

Each member of the winning team will receive $10,000 in scholarship opportunities from each college partners.

“The School of Automotive Machinists is happy to support high school students who are excited about the automotive industry” said Kim Klevenhagen, Director of Development at SAM. “We hope these students will continue their automotive training and go on to work in the motorsport industry.”

For more information, visit: www.hotroddersoftomorrow.com.

Source: PRI and Hot Rodders of Tomorrow

THIRD ANNUAL DETROIT AUTORAMA HIGH SCHOOL DESIGN COMPETITION UNDERWAY Now bigger and better for 2015, the "Detroit Autorama High School Design Competition 2015" invites participants to look to the future and design a next-generation Dodge brand vehicle for the year 2025, and include a 500word essay explaining what the Dodge brand means to them.

"The purpose of this competition is to expose students early in their education to the possibility of a career in automotive design while allowing us to connect with young talent and help to develop their artistic skills," said Mark Trostle, Head of SRT, Mopar and Motorsports Design, Chrysler Group LLC. "We're excited to once again team up with one of the leading design schools in the country, CCS, and the Detroit Autorama to bring the competition to a national level."

Student submissions must be hand drawn on a single sheet of white paper no smaller than 8-by-10-inches and no larger than 11-by-17-inches with the use of pencil, markers or paint. Contest entries must include the student's name, address, phone number, email, school name and address, and grade level. Any additional information regarding the design can be included on a separate sheet of paper.

The judging panel will feature designers from the Chrysler Group Product Design Office, including Ralph Gilles, Senior Vice President – Product Design, Joe

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Dehner, Head of Dodge and Ram Truck Design, and Trostle, along with industrial design faculty from CCS. Four finalists will be announced on Jan. 30.

Winners will receive their awards at a special presentation on March 6 at the Cobo Center in Detroit to help kick off the 63rd annual Meguiar's Detroit Autorama.

Detroit Autorama takes place March 6-8.

Known as America's greatest hot rod show, Detroit Autorama features nearly 1,000 exhibits of the most amazing hot rods, custom cars, trucks, vans and motorcycles from across North America.

For contest rules, prize details and other information, visit www.Facebook.com/DriveForDesign. Students can follow competition updates on Chrysler Group's Facebook (www.facebook.com/ChryslerGroup), Twitter (www.twitter.com/FCACorporate) and Instagram (instagram.com/FCACorporate) using the hashtag #DriveForDesign. All entries must be received at Chrysler Group's Product Design Office no later than Friday, Jan. 23, via U.S. mail or email (DriveForDesign@chrysler.com). ■

Do you have an outstanding student or a group of students that needs to be recognized for an automotive-related academic achievement?

E-mail us at esunkin@babcox.com.

Student Sound Off

Student Essayist Sees More Focus on Diagnostic Communication, Less on Guess

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hop tech students may not actually be able to predict the future, but MotoLOGIC® Repair & Diagnostics, a Web-based resource for automotive technicians, recently invited students to share their visions in the Future of Automotive Repair & Diagnostics Essay Contest (www.motologic.com/school). Students at NATEF/ASE certified schools were given the opportunity to submit an essay – 500 words or less – for a chance to win one grand prize package including: a check for $1,000; a one-year subscription to MotoLOGIC Repair & Diagnostics and a MotoSKILL ASE Test Prep Training Bundle.

The winning essay below on “The Future of Automotive Repair and Diagnostics” was submitted by Michael Guerrieri, a student at Elizabethtown Community and Technical College, Elizabethtown, KY.

“Industry diagnostics and repair has made leaps and bounds over the past 20 years, making it possible to minimize emissions, gain the ability to diagnose more easily and decrease labor times.

Scan tools have made a huge impact not only in component testing, but also in the diagnostic procedure itself. By simply navigating through user-friendly menus with the click of a few buttons, it is easier to see codes or view specific component functions. This method is significant change from counting light flashes on the vehicle’s dashboard while jumping the OBD connector, as done in the past. A mechanic can also monitor a component, such as an O2 sensor, that affects emissions, while the vehicle is running to make sure it cycles properly. This cuts down diagnostic time and gives the mechanic a substantial amount of new capabilities, for instance: manually turning a fuel pump on or off, thus alleviating the need to jump wires, disconnect or remove components. Ultimately, this makes the overall diagnostic process more efficient and easier when pinpointing problems.

MotoLOGIC Repair and Diagnostics is another great form of technology available today. In a matter of seconds, a technician can look for TSBs on a specific vehicle, labor times, wiring diagrams and repair information. For example: Perhaps the technician has to track down a broken wire somewhere in the harness.

Normally this would involve many hours and tests;

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however, using a reliable database like MotoLOGIC will provide a great pathway to find and repair the problem. Therefore, today’s technology saves the technician time, which results in getting a vehicle back to the customer sooner than allowed in the past.

An entirely new breed of automotive technician is evolving because of current changes in technology. As we move into the future, it will continue to change significantly. Technology is changing the hands-on approach that technicians have used for decades. Fading quickly are the days of diagnosing by ear or a quick flip of the throttle. An electronic scanner has become a tool that can be found in nearly every dealership/shop today.

Electrical components have replaced many of the old mechanical type, which has made the old “see, touch, hear and smell” method nearly useless.

Going forward into the future, I foresee wireless communication between technicians and vehicle diagnostic centers becoming mainstream. Vehicles will be pulled into a work bay and overhead and/or underneath the car there will be some type of electrical pad(s) (similar to inductive charging systems), which can communicate with a vehicle’s diagnostic system (similar to Bluetooth).

Feedback will be instantly displayed on a monitor or possibly a digital display that is integrated into a technician’s safety glasses. Diagnostics will become less hands-on as computer programs scan and correct adjustments independently. Telematics needing repairs or adjustments will be modified by the system as well, which makes it a one-stop-shop. The technician will still make hardware/component repairs, but ultimately the guesswork will be a method of the past.“

Because of his winning essay, Guerrieri’s school will receive $5,000 for use on classroom technology and a five-year subscription to MotoLOGIC. Nine runner-up award-winning submissions have also been selected, each receiving a $100 Visa Gift Card, a MotoSKILL ASE Test Prep Training Bundle and a one-year subscription to Tomorrow’s Tech.

For more information on MotoLOGIC or the services available from MOTOSHOP Technology Tools, a product set from Advance Professional, visit motoshop.com or follow MOTOSHOP on Twitter at @MOTOSHOP. ■

T t School of the Year

By Ed Sunkin, editor

Owensboro, KY, Technical Program Recognized as Seventh-Annual Recipient of National Award for Automotive Education Excellence Owensboro Community & Technical College in Owensboro, KY, was named the 2014 Technical School of the Year by Tomorrow’s Tech magazine and WIX Filters during a surprise ceremony last month for 100 students and instructors of the college’s Automotive Technology program.

OCTC is the seventh recipient of the annual program to find and name the best technician training school in the country. WIX and O’Reilly Auto Parts are title sponsors of the national award in conjunction with Tomorrow’s Tech and Red Kap, a supplier of work wear apparel.

“Owensboro Community & Technical College is a great example of an educational institution that is focusing on the future of an entire industry,” said Mike Harvey, brand manager for WIX Filters. “Specializing in automotive technology, diesel and alternate fuels, OCTC is exactly what we envisioned when we started the School of the Year competition – a highly skilled technical program dedicated to training the next generation of technicians.”

SCHOOL NOTES Owensboro Community & Technical College is a public, two-year, open admissions college accredited by the Southern Association of Colleges and Schools Commission on Colleges and is one of the 16 colleges that make up the Kentucky Community & Technical College System (KCTCS). The college values innovation, is focused on

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student learning, and is responsive to economic trends.

Most OCTC students are from the counties of Daviess, Ohio, Hancock and McLean in Kentucky, but many others travel from elsewhere in the state and southern Indiana, attracted by the Advanced Technology Center and other distinctive programs.

The school’s auto/transportation industry programs are focused on four areas: • Automotive; • Collision; • Diesel; and • a new Alternative Fuels program.

OCTC students celebrate the school’s achievement following the awards ceremony.

FUELED LEARNING According to judges for this year’s contest, it was the schools’ progressive efforts toward becoming a leader in alternative fuels education that helped solidify their spot as the top school in the nation for 2014.

“We’re not resting on what the technologies of today are, we’re looking forward, we’re looking toward alternative fuel technologies and the future of automotive,” said Dr. Jim Klauber, president of OCTC. Recently, OCTC was awarded a grant from the National Science Foundation (NSF) in the amount of $745,602 for support of a project entitled "Preparing Vehicle Technicians for Advanced Transportation Fuels."

The project, under the direction of OCTC’s Southeastern Campus Director Mike Rodgers, and automotive instructor Keith Nall, began September 1 and runs through August 31, 2017.

Partners in the program represent industry, government, and nonprofit organizations: ATech, Atmos Energy, ConsuLab, Cummins Crosspoint, Kentucky Clean Fuels Coalition, Kentucky Corn Growers Association, Kentucky Department for Energy Development and Independence, Kentucky Propane Gas Association, Kentucky Soybean Board

and Association, Kentucky Propane Education and Research Council and Owensboro Grain Company.

Klauber said the grant project demonstrates the potential to benefit society by preparing the 21st century workforce in Kentucky and the nation to be knowledgeable of the evolving technologies transforming the transportation industry by providing training in advanced transportation technologies and alternative fuels to community college students in OCTC’s automotive and diesel technology training programs.

It also benefits exposing high school students, particularly those underrepresented in science,

Bob Kreps, aka “Hummer Bob,” stopped by the event in his WIX Filters branded Hummer H2 to discuss the latest filter technology. technology, engineering, and mathematics (STEM), to the high-tech field of automotive and diesel technology through summer academy offerings, thus promoting a pipeline of diverse technicians.

The alternative fuel program is designed to provide training, leading to an industry-endorsed certification in alternative fuels technologies to current workers employed in transportation industries in Kentucky, as well as provide training in the automotive and diesel technician industry for high school and two-year college instructors who teach in STEM areas. The grant also is expected to promote increased public engagement and awareness of science and technology used in the transportation industry to citizens in Kentucky and surrounding states through hosting a National Alternative Fuel Vehicle Odyssey.

“This is the first program that we know of in the country to offer all the alternative fuel options which will allow the students to develop the advanced skill set needed for success in the transportation industry today,” said Rogers.

RECOGNITION AND GIFTS As the 2014 School of the Year, Owensboro Community & Technical College’s automotive program received: TomorrowsTechnician.com 13

Automotive and diesel instructor Lewis Nall, (LEFT) and Dr. Jim Klauber are presented with the School of the Year trophy.

• $2,500 donation to the school’s Automotive Technology program from WIX Filters.

• A uniform for every student from Red Kap; • Merchandise from O’Reilly and WIX Filters.

• Travel for the school’s instructors to Las Vegas to attend Babcox Media’s recognition dinner at the Automotive Aftermarket Products Expo (AAPEX).

“We pride ourselves on building an automotive program that provides our students with the skills and advanced training necessary for careers in an industry that is constantly evolving,” said Nall, who serves as the automotive and diesel program coordinator at OCTC. “Being named School of the Year is an incredible honor and we’re thrilled to share this with our students and our school.”

Rogers said the automotive industry is changing rapidly and he believes that skilled automotive technicians who train at OCTC are in the driver’s seat in today’s job market.

“Receiving this award says a lot of about the

Past School of the Year Winners: Owensboro Community & Technical College joins past School of the Year recipients Sinclair Community College, Dayton, OH, (2013); Clover Park Technical College, Lakewood, WA, (2012); Arapahoe Community College, Littleton, CO, (2011); Caddo Career & Technology Center, Shreveport, LA, (2010); Ohio Technical College, Cleveland, OH, (2009); and Waubonsee Community College, Sugar Grove, IL, (2008).

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Mike Harvey, brand manager for WIX Filters, explains to the auto/diesel students the impact of their career choice in the transportation industry. quality of instruction, the quality of our program and the quality of the college itself and in turn, it’s going to say a lot about our graduates that leave here going into the industry, Rogers said.

ABOUT THE CONTEST The School of the Year program is open to all high schools and post-secondary schools that have a subscription to Tomorrow’s Tech magazine. Of the 151 entries for this year’s contest, 46 were from different high schools, technical schools and colleges in four geographic regions of the US. Twenty schools were asked to submit a video highlighting their technical programs. Judges selected four finalists, or one from each region, from the video entries.

“Winning this national honor is quite an achievement,” said Dean Martin, publisher of Tomorrow’s Tech. “We continue to see remarkable improvements in automotive education programs throughout the country and Owensboro is no exception. It is our goal, along with the contest’s sponsors, to recognize the skills and knowledge future automotive service technicians are taking with them into the field.”

This year’s three runners-up are: • Assabet Valley Regional Technical High School, Marlborough, MA; • Iredell-Statesville Schools Automotive Technology Center, Troutman, NC; and • Lakes Region Community College, Laconia, NH. Each runner-up will receive a professional automotive tool set and $250 gift card from O’Reilly Auto Parts, as well as work shirts from Red Kap. ■

Under the Hood

LIBERTY POWER I Servicing Jeep’s PowerTech 2.4L Engine n 2002, the Jeep Liberty was the first Jeep to use the two new Chrysler-developed PowerTech engines — the 2.4L straight-4, (which was eliminated in 2006), and the 210-hp 3.7L V6.

The 2.4L I4 PowerTech is a Neon engine variant based on the Chrysler engine that was designed originally for the Dodge and Plymouth Neon compact car. The naturally aspirated 2.4L 4-cylinder PowerTech engine provided 150 hp (110 kW) and 165 lb.-ft. (224 Nm).

In its short life, the engine was available in the 2002-’06 Jeep Liberty (first generation), as well as the 2004-’06 Jeep Wrangler, but was discontinued when Jeep introduced the Compass and Patriot small crossovers.

While those two crossovers also received a 2.4L I4 as a base engine, these were of the Global Engine Manufacturing Alliance (GEMA) joint-venture engine architecture and should not be confused with the Neon/ PowerTech engine of the same displacement.

Although the 2.4L PowerTech engine was only available for a relatively short time, the engine is considered very reliable with no major problems associated with it.

2.4L PowerTech I4 Specs The 2.4L PowerTech is a double overhead

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camshaft with hydraulic lifters and four valves per cylinder design. The engine is free-wheeling, meaning it has provisions for piston-to-valve clearance.

However, valve-to-valve interference can occur if the camshafts are rotated independently.

Displacement: 144.0 CID (2,360 cc) Stroke: 3.82” (97 mm) Bore: 3.46” (88 mm) Power: 150 hp (110 kW)

Timing Maintenance Recommended timing belt replacement for the PowerTech 2.4L engine used in the Jeep Liberty/Wrangler is 120,000 miles. So, if you are seeing some of these vehicles with that kind of mileage in the shop or dealership you work at, it might be a good idea to talk to your customer on scheduling a timing belt replacement.

Timing Belt Replacement The following steps provide information on removal and replacement of the 2.4L I4 timing belt.

1. Remove the air cleaner upper cover, housing and clean air tube.

2. Raise the vehicle on a hoist.

3. Remove the accessory drive belts.

4. Remove the crankshaft vibration dampener.

5. Remove the air conditioner/generator belt tensioner and pulley assembly.

6. Remove the timing belt lower front cover bolts and the cover.

7. Lower the vehicle.

8. Remove the bolts attaching the timing belt upper front cover and remove that cover.

Note: For more on removing components mentioned in steps 4-8, refer to the 2003 Chrysler Service Guide.

Note: The crankshaft sprocket TDC mark is located on the trailing edge of the sprocket tooth. Failure to align the trailing edge of the sprocket tooth to the TDC mark on the oil pump housing will cause the camshaft timing marks to be misaligned.

10. Install a 6 mm Allen wrench into the belt tensioner. Before rotating the tensioner, insert the long end of a 1/8� or 3 mm Allen wrench into the pinhole on the front of the tensioner. See Figure 2.

Caution: When aligning crankshaft and camshaft timing marks, always rotate the engine from the crankshaft. The camshaft should not be rotated after the timing belt is removed because damage to the valve components could occur. And, always align the timing marks before removing the timing belt.

9. Before removal of the timing belt, rotate the crankshaft until the TDC mark on the oil pump housing aligns with the TDC mark on the crankshaft sprocket (trailing edge of sprocket tooth.) See Figure 1.

Figure 2 While rotating the tensioner clockwise, push in lightly on the tool until it slides into the locking hole.

11. Remove the timing belt.

Timing Belt Installation

Figure 1

1. Set the crankshaft sprocket to TDC by aligning the sprocket with the arrow on the oil pump housing.

2. Set the crankshaft timing marks so that the exhaust camshaft sprocket is half of a notch below the intake camshaft sprocket.

3. Install the timing belt. Starting at the crankshaft, go around the water pump sprocket, idler pulley and camshaft sprockets and then around the tensioner.

4. Move the exhaust camshaft sprocket counterclockwise to align

the marks and to take up belt slack.

5. Insert a 6 mm Allen wrench into the hexagon opening located on the top plate of the belt tensioner pulley. Rotate the top plate counterclockwise.

The tensioner pulley will move against the belt and the tensioner setting notch will eventually start to move clockwise. Watching the movement of the setting notch, continue rotating the top plate counterclockwise until the setting notch is aligned with the spring tang.

Using the Allen wrench to prevent the top plate from moving, torque the tensioner lock nut to 22 ft.-lbs.

(30 Nm). The setting notch and spring tang should remain aligned after the lock nut is torqued.

6. Remove the Allen wrench and torque wrench.

Note: Repositioning the crankshaft to the TDC position must be done only during the clockwise rotation movement. If TDC is missed, rotate a further two revolutions until TDC is achieved.

Do not rotate crankshaft counterclockwise as this will make verification of proper tensioner setting impossible.

7. Once the timing belt has been installed and the tensioner adjusted, rotate the crankshaft clockwise two complete revolutions manually for seating the belt, until the crankshaft is repositioned at the TDC position.

Verify that the crankshaft and the crankshaft timing marks are in proper position.

8. Check to see if the spring tang is within the tolerance window. If so, the installation process is complete

Figure 3

and nothing further is required. If the spring tang is not within the tolerance window, repeat steps 5 through 7.

9. Install the timing belt front covers and bolts.

10. Install the air conditioning/ generator belt tensioner and pulley.

11. Install the crankshaft vibration dampener.

12. Install the accessory drive belts.

13. Install the drive belt splash shield.

14. Install the air cleaner housing, upper cover and clean air tube.

Other Liberty Issues In 2008, Chrysler revised its 2.4L cylinder head bolt re-torque procedure. The information supersedes the previous technical bulletin, dated March 25, 2005. The previous bulletin should be removed from shop files.

The latest bulletin applies to vehicles equipped with a 2.4L engine built between Feb. 1, 2004 and April 5, 2005.

Whenever re-torqueing the cylinder head bolt(s), be sure to follow the torque sequence as outlined below.

If there are no external signs of damage to any parts, attempt the procedure below before replacing a cylinder head, cylinder head bolts or cylinder head gasket.

1. Using a 6� wobble plus extension friction ball and shallow socket and following the torque sequence loosen one bolt at a time to 0 torque and then torque that same head bolt to 60 ft.-lbs.

See Figure 3.

The Liberty was upgraded with the NSG 370 six-speed manual transmission in 2005.

2. Repeat step 4 for every head bolt, one bolt at a time in sequence.

3. Verify that each head bolt is at 60 ft.-lbs. before performing the next steps.

4. After all the head bolts have been verified to be torqued to 60 ft.-lbs., follow the torque sequence and turn the head bolts an additional 90° (1/4 turn).

5. Following the appropriate procedures to install the cylinder head cover.

Some or all of the technical information was provided by the Automotive Parts Remanufacturers Association (APRA).

More information and technical bulletins on vehicles equipped with a 150-hp 4cylinder engine are available through APRA. Visit: www.AutoBulletins.com.

Transmission Upgrade In 2005, the Jeep Liberty and Jeep Wrangler were upgraded with a NSG 370 six-speed manual transmission, (see above) replacing two five-speed manual transmissions previously used in these applications — the NV1500 and the NV3550 — in

an effort to reduce cost and complexity.

The new transmission is a member of the six-speed NSG 370 family, similar to the one used in the Chrysler Crossfire — the first six-speed for the Chrysler brand.

The NSG six-speed manual transmission provides a 4.46:1 first-gear ratio, versus the 3.85:1 and 4.04:1 ratios of the five-speed transmissions it replaces, for improved launch and traction.

Jeep said that the NSG 370 sixspeed manual transmission provides optimal shift quality, improved quietness and high quality. A new dual-ratio transmission shift-tower system allows packaging of the six-speed shift pattern within the existing Jeep vehicles, and it is tuned for optimized shift quality. For smooth operation, the first and second gears have triple-cone synchronization, the third and fourth gears feature double-cone, and the fifth and sixth gears single-cone synchronization.

Chrysler engineers also said the hard-finished gears allow for quiet operation, and the two-piece aluminum case with integrated clutch housing assures powertrain stiffness and light weight. The new first-gear ratio, combined with sixspeed step spread, allows optimization of axle ratios for fuel economy and performance.

Source: Chrysler Group LLC. ■

UnderCover

Adapted from articles by Andrew Markel and Larry Carley

UNDERCAR ASSESSMENT TIPS ON READING BRAKE PADS

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rake pads are considered a wear item because that’s what they do every time the brakes are applied. That’s why brake pads are not covered under most new car warranties. By the time a vehicle is three to five years old, it may need its first brake job — and in most cases, that means replacing the front brake pads and the rear pads or shoes. Rear brakes used to last two to three times as long as the front brakes, but no longer.

Electronic brake proportioning on late-model vehicles reduces stopping distances, but also makes the rear brakes work harder and wear faster than they once did.

Brake pads must be replaced when they are worn down to minimum thickness specifications, or when their built-in wear indicators scrape against the rotors.

If the pads don’t have wear indicators and are making a scraping noise, it means the friction material has worn away entirely and the pads are rubbing against the steel backing plates.

This can damage rotors very quickly and make it difficult for the vehicle to stop normally. Worn brake pads are dangerous, so repairs should not be postponed.

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Replacement brake pads come in a variety of friction materials. Follow your friction supplier’s recommendations as to what type of pads they offer for a vehicle application, and always recommend the best friction material available for your customer’s vehicle.

Ceramic Considerations There are three advantages of ceramic pads in certain applications.

First, since the ceramic materials offer stable performance under a wide range of temperatures, they can offer quiet performance.

Second, ceramic brake pads manage heat in the caliper better on some vehicles than some non-ceramic applications.

Third, ceramic brake dust does not show up on or stick to wheels like some other brake pad formulations.

This could be an important factor if you have an expensive set of custom wheels.

Premium brake pads typically offer the best wear resistance, superior noise control, increased fade resistance, more consistent pedal feel and optimum stopping power compared to standard or economy replacement pads. Some premium pads use different friction materials for the inner and outer pads to optimize braking performance.

Some premium pads have special surface coatings to control noise and friction while the pads are seating in. Some pads also have internal or external noise suppression shims, coatings or other special design features to dampen vibrations and the potential for brake squeal.

Some friction formulas (typically ceramic compounds) also reduce visible brake dust to help keep alloy wheels clean.

Talk to the customer and find out which features are most important to them, then recommend a set of replacement pads that best suit their needs.

An often overlooked item that goes with brake pads is disc brake hardware. This includes the shims, springs and anti-rattle clips that may be needed to replace missing,

damaged or severely corroded hardware on the vehicle. Many people don’t realize how important this hardware is for noise control.

Brake lubricant also is essential for lubricating the areas where the pads butt against the caliper mounting brackets, and for lubricating the caliper shims, slides and bushings.

Rotors don’t always have to be resurfaced or replaced when pads are changed — provided the rotors are relatively smooth and in good condition (no cracks and no hard spots or uneven wear that are causing pedal pulsations). They also must have adequate thickness to go another three or four years until the next brake job.

Otherwise, your customer will need new rotors, too.

Guidelines on Brake Pad Wear • Rotors should wear evenly. The plates of the rotor should wear at the same rate. If one plate is thinner, it will affect the thermal and structural properties of the rotor.

Always replace calipers in pairs.

Failing to do so can result in a braking imbalance or pull.

• If the pads and rotors have TomorrowsTechnician.com 27

been worn past recommended solves the problem. levels, inspect the caliper’s piston Now let’s take a look at some boot and the piston. Once the examples of pads and what you piston has been out so far, it may can deduce from inspecting not retract properly. them.

• Corrosion on the outside of a Even Wear caliper can extend inward to the Pads have equal amounts of bore of the guide pins and friction material, within 2-3 mm, squeeze the bushings.

Replacement of the caliper is rec- on both pads.

Cause: ommended.

• Brake caliper and connected • Brake wear should be the hydraulics are operating properly. same on both sides of the axle.

• The piston seal loses its flexibility as it ages. This will not allow the piston to return to its rest position, which can cause the brakes to drag and increase pad wear.

• Follow the recommended OE procedure to adjust the parking brake. Not doing so may result in overheated brake pads.

• Once a brake pad has been heat tortured, that signals the end of its useful life.

• All calipers should be inspected for wear and damage to the piston boots and seals.

Piston boots can be punctured by road debris or improper installation. A puncture will allow moisture and other corrosive material into the piston seal area, causing damage to the seal.

• Tapered pad wear is normal Even wear for some vehicles, especially for Solution: small, rear-floating caliper designs • Replace the brake pads. used on rear brakes. Check for a • Replace hardware including wear specification in the service abutment and anti-rattle clips. information.

• Service caliper guide pins and • Some vehicles equipped with slides. electronic brake distribution may have faster-than-normal rear Outer Pad Wear brake pad wear rates.

The outboard brake pad shows This is normal, in some cases. increased wear when compared The reason for this wear is to the inboard pad. because the rear brakes are used to control nose dive. If the wear Causes: is greater than expected, check • Outer pad is continuing to for TSBs. Often, the OEM will ride on the rotor after the caliper issue new software for the releases. hydraulic control module that

and bushings. Replace if necessary.

• Service the caliper slides and lubricate.

• Inspect the caliper for damage to the guide pin holes. Replace if they are damaged or corroded.

Inner Pad Wear The inboard pad shows increased

wear when compared to the outboard pad.

Causes: • Worn caliper piston seal is not allowing the piston to return to the rest position.

• Caliper guide pins and bushings are seized.

• Pads are seized in the slides.

Outer wear • Caliper guide pins and bushings are seized.

• Pads are seized in the slides.

Solution: • Replace the brake pads.

• Service the caliper guide pins

Inner wear

TomorrowsTechnician.com 29

• Piston has damage or corrosion.

• Problem with the master cylinder.

Solution: • Replace the brake pads.

• Inspect the hydraulic brake system and check for residual brake pressure.

• Service the caliper guide pins and bushings.

Replace if necessary.

• Service the caliper slides and lubricate.

• Inspect the caliper for damage to the guide pin holes and piston boot. Replace if they are damaged or corroded.

Replace if necessary.

• Service the caliper slides and lubricate.

• Inspect the caliper for damage to the guide pin holes. Replace if they are damaged or corroded.

Cracking, Glazing or Lifted Edges on the Pads The friction material on the pads is damaged physically and shows signs of thermal distress.

Glazed Causes: • Driver overused the brakes.

• Improper bedding/break-in procedure when the pads were installed.

• Defective brake pads.

• Hydraulic system problems are preventing the release of pressure.

• Caliper not about to release due to seized components.

• Parking brake not retracting fully.

Tapered wear Tapered Pad Wear Friction material is worn in a wedge pattern. This can happen horizontally or vertically.

Causes: • Errors made during the installation of the pads.

• Worn caliper guide pin bushings.

• One guide pin or slide seized.

Solution: • Replace the brake pads.

• Service the caliper guide pins and bushings.

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Solution: • Replace the brake pads.

Re-evaluate pad selection.

• Perform the recommended break-in procedure.

• Inspect the caliper for damage to the guide pin boots and piston boot. Replace if any signs of heat damage are present.

• Service the caliper guide pins and bushings.

• Service the caliper slides and lubricate.

• Inspect the caliper for damage to the guide pin holes. Replace if damaged or corroded.

• Adjust the parking brake.

Overlapping Friction Material The top edge of the pad overlaps the top of the rotor.

Causes: • The wrong rotor or pad is on the vehicle.

• Worn guide pins, caliper bracket or caliper.

DYNO DESIGNED When you are buying a brake pad, you are also buying the engineering and research behind it.

When an aftermarket brake pad manufacturer is developing or reverse engineering an application, rarely do they test on an actual vehicle.

This type of testing is expensive and time consuming. Also, the human element can change the results. A brake dynamometer can test brake systems in a controlled environment that mirrors the real world.

A brake dynamometer can run 24 hours a day and can measure the performance of a braking system over its entire lifetime.

Plus, would you want to be a brake pad guinea pig for 25,000 miles?

A brake dynamometer can be more sophisticated and larger than an engine dynamometer.

Brake dynamometers can simulate the conditions the brake system will experience in a much shorter time. This means that a brake dynamometer can simulate the mass, inertia and performance capabilities of a vehicle. â–

Solution: • Replace the pads. • Check rotor diameter with OE specifications.

Overlap TomorrowsTechnician.com 31

Real World

HANDLING HYBRIDS

Diagnosing Issues on Honda Civics and Ford Escapes Civic Duty The Honda Civic Hybrid is now in its third generation, with close to 225,000 cars sold to date since its introduction to the U.S. market back in 2002 as a model year 2003. The Civic Hybrid was Honda’s answer to the Toyota Prius, and was its second hybrid offering following its two-seat Insight that was introduced in 1999 as a model year 2000.

The first generation Civic Hybrids in the U.S. market are the 2003-’05 models, the second generation cars are the 2006-’11 models, and the third generation started with model year 2012.

The Civic Hybrid models are a different breed of hybrid than the more sophisticated Toyota Prius in that there is only a minimal full-electric mode of operation. Unlike the Prius that can start up and drive on battery power alone for a limited distance and speed, the Civic uses its Integrated Motor Assist (IMA) system primarily to boost engine power when extra oomph is needed to accelerate, pass or climb a hill.

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The electric motor produces only 13 hp in the first generation Civics, 20 hp in the second generation models and 23 hp in the third generation, so the amount of assist isn’t that much. The gasoline engine, by comparison, makes 85 hp in the first generation Civics, and 93 hp in the second and third generation cars, so most of the power that drives the car comes from the gasoline engine, not the IMA electric motor.

The IMA electric motor is attached to the engine’s flywheel, so the engine has to be turning for the electric motor to contribute power to the drivetrain (unlike a Prius, which can decouple its electric motors from the engine).

Consequently, there is no start-up electric-only mode of operation in a Civic Hybrid as there is with a Prius.

However, on the second and third generation Civic Hybrids, there is a full electric mode that may occur briefly depending on the charge level of the IMA battery while cruising under light load between 15 and 20 mph. When this happens, the engine’s cylinders are temporarily deactivated and the car is propelled by battery power alone to save fuel.

The first- and second-generation Civic Hybrids are powered by a 1.3L VTEC engine that can deactivate three cylinders (first generation) or all four cylinders (second generation) during decel to save fuel. The third generation cars get a

larger 1.5L VTEC engine, but the power output is the same as the previous models.

Honda Hybrid Batteries The number one problem with Honda Civic Hybrids has been the high-voltage IMA battery. The first generation cars use a 144-volt nickel metal hydride (NiMH) battery, while second generation cars use a higher voltage 158.4V NiMH battery. Third generation cars use a totally different kind of battery, a Lithium-Ion 158V battery that is about 30% more powerful than that in the previous models.

The problem with the first and second generation batteries is that they can fail prematurely for a variety of reasons. Undercharging is one, and overheating is another.

According to some sources, average battery life in these vehicles is only about seven years, and the second generation cars are worse than the first.

For the high-voltage IMA battery to last, it must be kept at or above a 50-60% State of Charge (SOC) most of the time. That means driving the car frequently enough to keep the battery charged (at least once every month). If the car sits for more than a month in extreme conditions like heat, the battery may get so low that it never fully recovers and eventually fails.

What’s more, if the battery sits fully charged (over charged 80%

SOC plus) for more than 90 days, it will often fail within a matter of months.

According to one report in the Los Angeles Times, more than 4% of the high-voltage batteries in 2006-’08 Honda Civic Hybrids have been replaced — a figure that’s unacceptably high according to the California Bureau of Auto Repair.

Many of the premature battery failure problems have been blamed on the driving habits of the vehicle owners: not driving the cars often enough or far enough to keep the battery fully charged. To address this issue, Honda came out with a software update to extend battery life.

Honda blames its premature battery failure problem on “frequent stopand-go city driving with the A/C on, especially during warm weather. This type of driving can leave the IMA battery in a low state of charge.

Over time, this can cause battery deterioration and failure.”

The Honda TSB software update (09-058 and more recently 10-034) essentially “detunes” the IMA system so it uses assist less often, and, thus, puts less load and stress on the battery. Some Civic owners have complained that their cars feel more sluggish or don’t get the same mileage after they’ve had the control software updated (which actually involves reflashing the IMA battery software, the PGM-FI engine control software and the

CVT transmission software).

If an IMA battery fails, it’s expensive to replace. Honda dealers are reportedly charging $3,000 to as much as $4,000 to replace batteries that are not covered by warranty — which is another issue in itself.

Replacement ‘Charge’ Civic owners who have had a hybrid battery call it quits have frequently encountered confusing and misleading information about their battery’s warranty coverage.

We looked into this issue and found that basically the battery’s warranty coverage will vary depending on the emissions certification of the vehicle, the state where it was originally registered, its VIN number, and its age and mileage since it was manufactured.

If a failed battery is still under warranty, Honda will replace it at no cost to the owner. If the battery is out of warranty, Honda sells “refurbished” batteries/plus installation (which comes with a oneyear warranty) or a new battery/plus installation (which comes with a three-year warranty).

Aftermarket refurbished batteries are also available from sources such as re-involt.com or hybrid-battery.com.

Most hybrid experts caution against replacing a dead battery with one from a salvage yard because chances are a used battery has been sitting in a discharged

TomorrowsTechnician.com 33

state for a long time and won’t last if it’s returned to service. The problem is that some NiMH cells discharge at a different rate than others. This upsets the internal charge balance of the battery and prevents the battery from recharging normally, which will eventually cause it to fail.

IMA Diagnostics Honda’s self-diagnostics cover the IMA system pretty well, and will usually detect most problems in the IMA system or battery. When such a fault occurs, the system will set a fault code and turn on the IMA warning light. So, if the IMA warning light is illuminated on a customer’s car, plug in a scan tool to find out what’s the matter. Some aftermarket scan tools can display IMA fault codes, but others may not have all of the codes or be capable of accessing all of the system data or self-tests.

People we’ve spoke to in the industry recommend using a Honda scan tool for diagnostics, such as the Vetronix Mastertech for 2003 models, or a Teradyne scan tool for 2004 and later models.

Any of the following codes usually means the car needs a new battery: P0A7E, P0A7F, P1435, P1446 or P1570. Other battery-related codes include: P1447, P1449, P0A9D, P0A9E, P0AC7, P0ACD, P1574, P0A27 and P0AE1. These codes indicate battery-related faults that may or may not require replacing the battery.

If you’re clearing codes with an aftermarket scan tool, the 2003 Honda Civic Hybrids have a quirk that requires you to clear the codes twice before the IMA warning light will stay off. These models may have P1440 and P1679 codes, which are false codes and can be ignored.

34 November 2014 | TomorrowsTechnician.com

If the hybrid battery in a Civic is discharged, the following tips are helpful for recharging it (since no highvoltage battery charger is available for such purposes): • Just start the car and let the engine recharge the battery.

• Remove the #15 fuse from the underhood fuse panel and run the engine at 3,000 rpm to fast-charge the battery.

• When all of the status bars on the dash charge indicator are illuminated, the battery is fully charged.

Battery Backup Something else to keep in mind about the Civic Hybrid is that it has a conventional 12-volt starter as a backup in case there is a failure with the high-voltage IMA system.

If the IMA battery has sufficient charge, the IMA electric motor on the flywheel will start the engine, otherwise the conventional 12V starter will kick in to crank the engine to life. The 12V starter is also used in extreme cold.

The high-voltage hybrid battery can be dangerous because of the potential shock hazard. There is one Honda-approved way to disable the high-voltage IMA system. Turn off the ignition and disconnect the negative ground cable from the conventional 12-volt battery in the engine compartment. This will disable the IMA controller and prevent it from routing high voltage into the IMA system.

Then, remove the back seat, remove the small switch cover on the battery pack and turn off the switch (down). Wait at least five minutes for the system’s high-voltage capacitors to discharge before working on the battery or other IMA high-voltage components.

If any work needs to be done on the hybrid battery junction board or control module, wear insulated gloves and use insulated tools.

For normal maintenance and repairs to non-IMA system components, there’s no need to disconnect the hybrid battery or disable the IMA system. Just make sure the ignition is off. Even so, avoid touching any orange-color-coded, high-voltage cables.

Other Civic Repair Tips • There have been few problems with the IMA electric motor on the back of the engine, but if you have to pull one, you’ll need a special puller to get it off.

• The engine in the Civic Hybrid requires 0W-20 motor oil. If a heavier-viscosity motor oil is used, it may adversely affect the operation of the VTEC valve

36 November 2014 | TomorrowsTechnician.com

control system. Not changing the oil often enough can also foul the VTEC valve control system and set a P1259 code.

• On first generation Civic Hybrids, the oil filter needs to be prefilled with oil before it’s installed.

Most technicians don’t take the time to do this, but not filling it can allow air to be pumped into the VTEC control system, causing a P1021 code to be set.

• Another common code on these cars is a P1491 EGR code. This can be caused by a buildup of carbon under the engine’s EGR valve. Cleaning the EGR port every 60,000 to 90,000 miles will prevent this from happening.

• The Continuously Variable Transmission (CVT) requires a special Honda fluid, and also requires a special relearn driving procedure if the battery has been disconnected or replaced.

• If a Civic Hybrid is experiencing a driveability problem and you’re not sure if it’s the gas engine or the IMA system, remove the IMA fuse and drive the car in gas-only mode. If the problem goes away, the fault is in the IMA system. If the fault is still there, it’s in the gas engine control system.

• On the second and third generation Civic Hybrids, a combination belt/electric drive A/C compressor is used. It requires a special insulating compressor oil: Sanden SE-10Y (P/N 38899-RCJ-A01). The A/C compressor works in conjunction with the engine’s idle stop system to keep the A/C going if the engine shuts off when the vehicle is stopped. Normally, the

engine stop system will kill the engine momentarily when the vehicle comes to a halt after being driven at 7 mph or faster.

However, the idle stop system won’t kill the engine if the car is suddenly braked (panic stop), when the engine temperature is too low (cold engine), when the defrosters are on, when there are

high electrical loads on the system, when ambient temperatures are too high and the A/C is running on the fourth or fifth highspeed setting, when the hybrid battery is too low, or when any IMA-related faults are present.

Adapted from Larry Carley’s article in Underhood Service.

No Escaping a Hybrid P1A10 Code on This Ford This tech article documents the code P1A10-Hybrid Powertrain Control Module-Battery Disabled found on a 2006 Ford Escape Hybrid 2.3L. See Photo 1.

Photo 1 Code P1A10 involves a possible interlock problem with the system.

Our subject vehicle was a former police vehicle purchased at an auction — for $1! — in very poor condition. It does not run or power up, and both cluster displays are blank.

The vehicle was brought into a local shop where a review of the parameter indicator data (PID) shows per a freeze frame that the interlock circuit was closed at the time of failure.

See Figure 1.

Figure 1

Figure 2 The battery pack state of charge is 0% and it appears that the vehicle may have been under water for a period of time.

See Figure 2.

A visual inspection of the battery implies that based on appearance, there may have been water in this area.

See Photo 2.

Photo 3

Photo 2 It’s interesting to note that Ford has indicated in their service information that this battery is water resistant.

Further review of PID data shows no interpretation by the system that any cell failure had occurred.

The information provided by Ford Motor Company indicated that the battery state of charge needs to be a minimum of 30% in order to begin a diagnostic game plan.

The data does show one more piece to this puzzle: this HV system was in limited operating strategy, the PATS (passive anti-theft system) has also been enabled.

A review of the schematic shows that this system has two inertia switches. One is located in the front of the vehicle and the other one is in

Photo 4

Photo 5 the rear of the vehicle.

We start by checking to see if the two switches have been opened. The inspection shows that both switches are closed. The switches were then checked for proper feed and ground.

The front switch showed 12 volts and a good ground, and the rear switch showed 2.24 volts and a good ground.

See Photos 3-5.

It was quite clear that the voltage was incorrect; the question was, what was causing this incorrect voltage level?

It was clear that we would have to work our way with a schematic, which would be our roadmap to possibly finding the fault.

Following the schematic, we inspected the wiring, which showed the problem — the main harness for the system was cut clear through (Photos 6 and 7).

Photo 8

system appears to be working as designed.

I checked with this owner several months later and the vehicle is being used on a daily basis with no signs of adverse operation.

This Real World Diagnostics case is now closed.

Adapted from Carlton Banks’ story in TechShop ■

Photo 6

Photo 7 After the harness was repaired, the vehicle started and ran.

A jump-start switch (Photo 8) was depressed so it could be used as a donor to promote the charging of the HV battery. This is achieved per a jump-start control module inside the high voltage traction battery.

If the battery reaches a state of charge of 30%, it can be driven. The charge state reached 52.3% and the TomorrowsTechnician.com 41

Tech Tips

Adapted from Gary Goms article in

sensors most often malfunction because their internal heater circuits fail or because their zirconia-based sensing elements eventually lose their sensitivity to rapid changes in the engine’s air/fuel ratio.

O

xygen sensors have been a part of O2 Terms Oxygen sensor diagnosis requires an intimate the automotive maintenance scene since 1976, when feedback fuel con- knowledge of oxygen sensor terminology. The earliest version of the oxygen sensor was originally trols were popularly introduced. By called a “lambda sensor,” because it could 1980, nearly every car and light detect when an air/fuel mixture varies from an truck was equipped with an oxygen sensor that ideal 14.7:1 weight ratio. Ideally, 14.7 parts of allowed their computer-controlled fuel systems to air mixed with 1.0 parts of fuel will completely operate in a “closed-loop,” “feedback” or “fuel control” mode.

Early single-wire zirconia oxygen sensors are usually replaced at 30,000-50,000-mile intervals or should be tested when a “maintenance” warning light is illuminated. Back in the day, early oxygen sensors often failed due to tetra-ethyl lead and silicon (dirt) contamination.

Early oxygen sensors also became contaminated with phosphorous contained in engine oil, glycol contained in engine coolant and vapors emanating from silicone gasket sealants.

See Photo 1.

Modern zirconia and air/fuel ratio (AFR) oxygen sensors last much longer because most of the above contaminants have been removed Photo 1: This badly contaminated oxygen sensor from gasoline, engine oil and gasket produces a biased signal that causes a rich condition sealants. Since vehicles are being after the engine enters closed-loop operation. driven much longer, zirconia and AFR

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oxidize, leaving only water and carbon dioxide. The term “stoichiometric” describes the state in which chemically perfect combustion is achieved.

In contrast to stoichiometric, Lambda indicates when the actual air/fuel mixture varies from the chemically perfect 14.7:1 a/f ratio. Lambda 1 indicates a perfect 14.7:1 a/f ratio, while a Lambda number of less than 1 indicates insufficient air supply. A Lambda number that’s greater than 1 indicates insufficient fuel in the cylinder.

See Photo 2.

them up to operating temperature. In modern vehicles, the PCM enters fuel control (closed-loop) as soon as the oxygen sensor begins sending a readable voltage signal to the PCM. Although operating strategies vary according to application, the PCM generally activates the oxygen sensor’s heater circuit during cold startups. Heated oxygen sensors generally last between 60,000-100,000 miles.

Zirconia O2 Sensors The sensing element of most oxygen sensors is composed of a zirconium dioxide thimble coated on both sides with a thin layer of platinum. As mentioned above, zirconia sensors must reach 600° F operating temperature before they begin generating a voltage signal.

In addition, the inside of the zirconia thimble must be exposed to oxygen, which reaches the thimble through a vented housing or through the sensor lead wire.

Although very little oxygen is required, a coating of engine oil or grease can reduce the availability of oxygen to the inner thimble enough to affect the sensor’s accuracy.

When the actual a/f mixture is rich, the sensor generates a 0.8 to 0.9-volt signal to the PCM. When the actual a/f signal is lean, the sensor generates a much lower voltage signal to the PCM. At stoichiometric or Lambda 1, the sensor generates about 0.450 volts.

When the oxygen sensor indicates “rich,” the PCM reduces the fuel injector pulse width. When the O2 sensor indicates “lean,” the PCM increases the injector pulse width. See Photo 3.

Photo 2: The coat of soot on this unheated oxygen sensor reduces its sensitivity to changes in the air/fuel mixture ratio.

Ideally, 14.7 parts of air mixed with 1.0 parts of fuel will completely oxidize, leaving only water and carbon dioxide.

Heated O2 Sensors During the early 1980s, many engines didn’t achieve fuel control (open-loop) until the coolant warmed to 160° F and the oxygen sensor warmed to 600° F. Since most exhaust pollution occurs during and shortly after a cold engine startup, oxygen sensors were later equipped with electric heaters to quickly bring

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Photo 3: The shield on this new Toyota oxygen sensor is clean. If fuel control is correct, the oxygen sensor shield should accumulate only a light coating of combustion by-products.

In many post-1996 OBD II systems, the zirconia sensor has changed from a thimble-shaped configuration to what is known as a “planar” or flat configuration.

The lanar design allows a much shorter warm-up time, is more reliable and is more accurate over its operating life.

But, in reality, the combustion process is seldom perfect because the fuel closest to the combustion chamber surface or between the piston and cylinder wall often doesn’t burn.

Consequently, a small amount of partially burned fuel in the form of carbon monoxide and unburned fuel in the form of hydrocarbons remains to form pollutants in the exhaust gas stream.

To more accurately monitor fuel control, the PCM in modern systems switches the air/fuel ratio from about 0.2 volts to 0.8 volts, which is very close to stoichiometric.

This switching process can easily be observed by using the voltage-graphing feature found on most scan tools.

In contrast to using a labscope, the graphing sample rate might be too low on a scan tool to provide absolutely accurate information. Nevertheless, the scan tool graph will indicate the voltage switching range and relative activity of the zirconia sensor.

When diagnosing any oxygen sensor, remember that outside air entering the exhaust system from an exhaust leak will obviously reduce an oxygen sensor’s indicated voltage output.

It’s also important to know that oxygen sensors can become rich or lean biased due to problems like sensor contamination and faulty sensor grounds. Remember that, regardless of how well it tests, a biased sensor will not produce a stoichiometric air/fuel ratio. So, if the sensor is questionable, it should be replaced.

In many post-1996 OBD II systems, the zirconia sensor has changed from a thimble-shaped configuration to what is known as a “planar” or flat configuration.

The planar design allows a much shorter warm-up time, is more reliable and is more accurate over its operating life.

On most current platforms, zirconia sensors are used downstream from the catalytic converter because the voltage reporting requirements are within the range of a zirconia sensor.

See Photo 4.

sensors are relatively few, a technician must be able to recognize this configuration when a diagnosis is required.

AFR Sensors Air/Fuel Ratio (AFR) sensors are used in engines operating at extreme air/fuel ratios from 12:1 to 20:1 or higher.

While AFR sensors are also known as “linear,” “broadband,” “wide-band” and “lean” air/fuel ratio sensors, each of these design variations are generally applicationspecific and can generate a slightly different data stream.

Although an AFR sensor is basically two zirconia sensors or “cells” mated together in planar form, the AFR sensor uses an entirely different operating strategy than a conventional zirconia sensor.

To remain within the scope of this article, suffice it to say that one cell is used to measure oxygen content in the exhaust stream and the other cell, known as a pumping cell, is supplied with a very small electric current capable of moving oxygen ions in a positive or negative direction. In so doing, this electric current achieves a stoichiometric ratio between both cells. The PCM therefore controls air/fuel ratio by measuring the amount of electric current flowing to and from the AFR sensor.

The differences between a conventional zirconia and AFR sensor are, first, that the AFR sensor will have five or more wires in its connector.

Second, the AFR sensor must operate at 1,200° F, so it’s generally dependent upon its heater circuits to maintain operating temperature.

And, in contrast to zirconia sensor diagnostics, AFR

Titania O2 Sensors Just for the historical record, some manufacturers like Toyota used titania-based oxygen sensors to indicate rich or lean air/fuel mixtures.

Unlike a zirconia sensor that produces voltage, the titania-based sensor is generally supplied with 5.0 reference volts. As a titania-based sensor heats up, it responds to variations from stoichiometric by changing resistance. Although the applications for titania-based

46 November 2014 | TomorrowsTechnician.com

Photo 4: The locating tabs make this Toyota oxygen sensor application-specific. The four terminals indicate that this is a zirconia sensor.

sensor diagnostics are, for practical purposes, scan-tool based.

If you’re using a factory or “enhanced” scan tool, you’re likely to see AFR data displayed in an entirely different format than on an aftermarket tool.

Many aftermarket scan tools were mandated to display AFR data in a conventional 0 to 1-volt switching pattern format.

While this format is erroneous in one sense, it also becomes irrelevant in another because modern OBD II PCMs have a much greater and far more sophisticated onboard diagnostic capability than just a few years ago.

So, in most cases, it’s much better to let the modern OBD II PCM run the diagnostic monitors on the AFR sensor and store the related trouble codes when the AFR sensor begins to degrade.

Because AFR sensors can detect a wide range of air/fuel ratios in the feed gases exiting the engine, they are generally used upstream of the catalytic converter.

Again, remember that leaking exhaust manifolds or EGR systems will create a false AFR signal to the PCM.

O2 ID Scan tools identify oxygen sensors according to cylinder bank and position. Number-one cylinder bank is the bank closest to the harmonic balancer on a V-block engine.

In relation to the catalytic converter, the B1S1 oxygen sensor is the first or “upstream” oxygen sensor on the bank one side. B1S2 is the second sensor located downstream from the catalytic converter.

Some systems use two upstream bank sensors per cylinder bank and are numbered accordingly.

Replacement Although it’s obvious that a new oxygen sensor is required when the PCM detects a failure, there are

other occasions when an oxygen sensor replacement might be recommended. As mentioned at the outset, many older import vehicles are equipped with sensors that should be replaced at regular intervals or inspected when the vehicle’s orange “maintenance required” light illuminates.

Because pre-1996 OBD I vehicles lack the on-board diagnostic capability to detect a failing zirconia oxygen sensor, it’s always best to test sensor voltage range and sensitivity with a labscope or digital multimeter.

When removed, the sensor shield should exhibit a nearly clean-metal appearance. If the sensor is crusted with oil contamination, it should be replaced and the engine tested for excessive fluid consumption.

Similarly, if an oxygen sensor has been exposed to coolant from a leaking cylinder head gasket, it should be replaced to ensure the PCM’s ability to establish correct fuel control.

Last, if the vehicle is failing an emissions test, remember that sensors can produce a biased voltage due to internal or external contamination, or a faulty ground connection. In any case, a questionable sensor should be replaced to ensure accurate fuel control. ■ Gary Goms is a former educator and shop owner who remains active in the aftermarket service industry. Gary is an ASEcertified Master Automobile Technician (CMAT) and has earned the L1 advanced engine performance certification. He also belongs to the Automotive Service Association (ASA) and the Society of Automotive Engineers (SAE).

CrossWord PuZZle Tomorrow’s Technician November Crossword

ACROSS 1. Tire-shop task 5. Critical spark plug dimension 8. Trip-odometer button 9. Cleans car to nth degree 10. Trucker's CB query, "Got your ____ on?"

11. Fuel containers (3,5) 13. Exhaust _____ (muffler, tailpipe, etc.)

15. Fully-optioned, informally 18. Dramatic tire failures 19. Polish the paint 22. Wheel fastener type (3,4) 23. Wiper brand since 1917 24. Prepares panel for paint 25. Roller ____, tech's tool repository

DOWN

Solution at www.tomorrowstechnician.com

1. Carburetor venturis, informally 2. Alignment-machine beam, perhaps 3. Bolt's partners 4. Piston-ring specification (3,3) 5. Tire-maintenance procedure 6. Adjusted toe-in 7. Flexible coolant conduits 12. DIY auto-paint containers 14. Front-passenger seat, slangily 16. Snowbelt HVAC setting 17. Unwanted car-stereo sound 18. Tire-structure bands 20. Autoworkers' organization 21. Spindle synonym, ____ axle

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November 2014 | TomorrowsTechnician.com

In The News For more automotive industry news, visit www.tomorrowstechnician.com.

WSCC Opens New Welding Program Dr. Bradley Ebersole, president of Washington State Community College (WSCC), Marietta, OH, recently welcomed area dignitaries to cut the ribbon on the new state-ofthe-art welding lab at WSCC. The new state-of-the-art welding lab at WSCC compliments the new welding certificate program.

Certification based on AWS – American Welding Society – will be available to students as well.

The new state-of-the-art lab and equipment makes the welding program at WSCC stand out from others in the area.

Recognizing the growing domestic energy opportunities, WSCC student Kyle Legleitner practices his welding skills in one the college launched a one-year of the lab’s new booths. welding certificate program.

Josh Horner, the new welding because of our new state-ofgas), TIG (gas tungsten arc instructor is ASME certified and the-art lab and equipment, and welding; tungsten, inert gas), a graduate of the West Virginia the fact that we are offering plate and pipe welding, as well as University Parkersburg welding extra lab hours, hands-on set-up techniques. Safety and program and has numerous experience, and evening as well hands-on experience are priorities years of experience working in as daytime classes,” Josh said. throughout the new WSCC fabrication shops in the area. “I The one-year welding certifiwelding program. am excited about the new weld- cate includes stick (shielded For more information about ing program here at Washington metal arc welding), MIG (gas Washington State Community State Community College metal arc welding; metal, inert College, visit www.wscc.edu.

NATEF Updates Integrated Academics Guide The National Automotive Technicians Education Foundation (NATEF) released the updated Being Relevant Matters Integrated Academics guide funded through a grant program created by the ACT Foundation for members of the National Network of Business Industry Associations.

NATEF’s 32-page Integrated

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Academics guide is designed to provide a road map for instructors to help high school students who might prefer a career/technical education option over college prep if they could meet ever-increasing high school graduation requirements.

Not only does the CTE option provide many high school students

November 2014 | TomorrowsTechnician.com

a choice, but often it is the incentive to stay in school and optimize their educational opportunities The guide is available free of charge from NATEF and also available in pdf format at www.natef.org/AchievingAccreditation/IntegratedAcademicSkills/Automobile.aspx.

BENDPAK BREAKS GROUND ON NEW WAREHOUSE AND SHIPPING COMPLEX BendPak, Inc. announced the recent groundbreaking to celebrate beginning construction of a 67,000 square-foot multipurpose warehouse and shipping center located on 3.7 acres of land in Santa Paula, CA. The facility will further expand BendPak’s current shipping and logistics operation allowing the business to meet growing customer needs.

“We are excited about this further expansion as it will provide more warehouse and shipping space and add additional logistic and order processing facilities, not to mention additional parking,” said Javier Arias, vice president of operations. “The fact that the property sits right next to our existing location and became available for Participating in the ceremonial dig is: (left to right) Russel purchase presented a great solution.”

The new property and expansion, located Stoltz, controller, Jeff Kritzer, Sr. vice president of sales adjacent its current Dove Court location is and sarketing, Donald Henthorn, president and owner, expected to be completed by spring 2015.

Javier Arias, vice president of operations, and David Through the new shipping and logistics center, Ramirez, Sr. vice president, international sales BendPak is promising even faster delivery of products to its growing BendPak and Ranger brands consumer base.

Top Green Vehicles to be Announced in January Green Car Journal has announced finalists for the 2015 Luxury Green Car of the Year, 2015 Green Car Technology Award, and 2015 Green SUV of the Year, part of the expanded Green Car Awards program at The Washington Auto Show.

Winners will be announced in Washington DC during the show's Public Policy Day at the Washington Convention Center on January 22.

"Automakers are stepping up to meet the challenge of offering increasingly efficient, environmentally positive vehicles in all classes of vehicles," said Ron Cogan, editor and publisher of the Green Car Journal and CarsOfChange.com. "Their achievements in improving environmental impact in the popular SUV segment, an inclusive focus on aspirational vehicles, and use of innovative 'green' technologies deserve to be recognized."

Green SUV of the Year finalists include the Honda CR-V, Hyundai Tucson Fuel Cell, Jeep Grand Cherokee EcoDiesel, Lexus NX 300h and Mazda CX-5. These notable crossovers and SUVs include hybrid, hydrogen, high efficiency gasoline and clean diesel models.

Finalists for Luxury Green Car of the Year are the Audi A8 TDI, BMW i8, Cadillac ELR, Porsche Panamera S E-Hybrid and Tesla Model S (shown here).

The field includes clean diesel, hybrid, plug-in hybrid and battery electric aspirational vehicles that achieve improved environmental performance in distinctly different ways.

Green Car Technology Award finalists comprise an array of enabling technologies that make it possible for vehicle models of all types to achieve improved environmental performance. The field of finalists this year includes the BMW i8 Plug-In Hybrid Powertrain, BMW i3 REx Range Extender, Chevrolet CNG Bi-Fuel Powertrain, Ford F-150 Aluminum Body, Ford 2.7L EcoBoost V-6, Honda 1.5L Earth Dreams Engine, Kia Soul Electric Powertrain, Tesla Dual Motor AWD, Volvo Drive-E and the VW e-Golf Electric Powertrain.

The Cadillac ELR's 'Regen on Demand' system was honored as the Green Car Technology Award winner in 2014, with Mazda's SKYACTIV technology being honored in 2013.

For more information, visit www.washingtonautoshow.com. ■

TomorrowsTechnician.com 51

Report Card

At the 2014 Mondial de l'Automobile (Paris Auto Show) held in October, Honda showcased its eagerly anticipated Civic Type R Concept.

This latest concept is a follow-up to the one unveiled in March at the Geneva Car Show. While the dramatic styling changed little from that of the original concept, most significant of this concept was confirmation of the tech details and the powerplant used in Civic Type R Concept.

According to Honda, the heart of the Civic Type R is an all-new turbocharged 2.0L i-VTEC gas engine from Honda’s next-generation Earth Dreams Technology range.

While Honda didn’t officially confirm a power output, the automaker did report the engine will pump out “more than 276 bhp” (brake horsepower) once the production version is ready for European consumers beginning in 2015.

Engineering sources, however, privately admitted that the engine has already been tuned to produce 300bhp, with the possibility of more output.

While Type R engine predecessors were naturally aspirated, this new Euro 6 emissions-compliant 2.0L i-VTEC engine benefits from a turbocharger, boosting low-end

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By Ed Sunkin, Editor

power delivery.

This new Honda is not for the faint of heart owner, and the automaker is promising, “a sensational driving experience” that is “unmatched against any previous Type R” and “the start of a new performance era for the brand.”

According to Civic Type R project leader Suehiro Hasshi, Honda has had four Type R model derivatives: the Civic, Integra, Accord and NSX. “The engine in the new Civic Type R is unrivalled against all of them in terms of raw power, torque and engine response.”

The production version of the Civic Type R will mark the debut of Honda's new '+R' button. Located to

November 2014 | TomorrowsTechnician.com

the side of the steering wheel, the '+R' mode button, when pressed, offers an exhilarating driving experience as engine response is heightened and torque-mapping is changed to a more aggressive and performance-focused setting. The steering also becomes more reactive, along with the new four-point Adaptive Damper System, to deliver a definitive handling experience.

"In default standard mode, the Civic Type R is exceptionally agile, an everyday sports car with an enjoyable and fluid acceleration,” Hasshi explained.

However, “The '+R' button brings out a more dynamic and athletic car for the driver, to get (driver) pulses racing. The '+R' mode is extreme; the car is ideal for track use and will be appreciated by the genuine sportsdriving enthusiast."

Source Honda Motor Co. ■