Tomorrow's Tech, October 2014

■ Flexing Motor Muscle

■ Extending Oil Change Intervals

■ Detecting Undercar Problems

October 2014 TomorrowsTechnician.com

IIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIII

ENGINE SERIES.................................12 Performing in the Performance Engine Market

Today, we have modern muscle cars that are every bit above the fold as the cars from the past. Only this time, there are more electronics for engine specialists to contend with. See what’s new with the next-generation of American Muscle cars and look back on the top muscle car engines of the past.

12

UNDER THE HOOD..........................24 The Expanding Market of Extended Oil Changes

Auto manufacturers, in general, are continuing to reduce vehicle maintenance requirements by extending oil change intervals. But, extended oil change intervals are a mixed blessing. See how this change may cause some engines to become ruined by excess accumulations of varnish and sludge due missing regular oil changes.

24

UNDER COVER..................................34 Going Undercover on Mitsubishi Undercar Service At times, the life of an auto technician is much like a detective, as you look for clues to solve driveability issues.

For this article, we’re going to take look at the Mitsubishi line of cars and some of the more common problems you’ll see while investigating the undercar area.

34

Babcox Blue

FIND US ON facebook.

Become a fan at: Facebook.com/TomorrowsTechnicianMag

Did you know you can follow Tomorrow’s Tech on Twitter? Just go to http://twitter.com/2morrowsTech and enter “follow” for news and updates!

TomorrowsTechnician.com

1

HOME OFFICE 3550 Embassy Parkway Akron, Ohio 44333-8318 330-670-1234 FAX 330-670-0874 www.babcox.com

Career Corner: Finish Line:

6

Social Networking

8

Auto Instructors Honored

Component Connection:

Problem Plugs

46 52

TT Crossword TT Classifieds

54

Report Card: Peugeot’s Quartz Concept

56

Editor:

EDITORIAL STAFF:

Managing Editor:

Coordinating Designer:

Publisher:

Advertising Services:

Subscriber Services:

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

Dan Brennan, ext. 283 dbrennan@babcox.com Dean Martin, ext. 225 dmartin@babcox.com

Kelly McAleese, ext. 284 kmcaleese@babcox.com

Maryellen Smith, ext. 288 msmith@babcox.com

Tomorrow’s Technician (ISSN 1539-9532) (October 2014, Volume 13, Issue 7): 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 October 2014 | TomorrowsTechnician.com

PRESIDENT Bill Babcox bbabcox@babcox.com 330-670-1234, ext. 217 VICE PRESIDENT John DiPaola jdipaola@babcox.com 330-670-1234, ext. 293 SALES REPRESENTATIVES: Bobbie Adams badams@babcox.com 330-670-1234, ext. 238 Doug Basford dbasford@babcox.com 330-670-1234, ext. 255 Jennifer Hazen jhazen@babcox.com 330-670-1234, ext. 224 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

What’s Happening Collision Repair Education Foundation Hosts Fundraiser The collision industry came together on Aug. 16 in Dallas, TX, during the Collision Repair Education Foundation’s inaugural Cars, Careers & Celebrities Expo to elevate awareness among local high school and college collision students. The event raised more than $300,000 for this group and ended up being the largest fundraiser in the Education Foundation’s history.

The funds raised will be used to provide additional student scholarships, tool/equipment grants and instructor support to help ensure graduating students are ready for employment within the industry.

“I believe this event will be seen as a significant milestone in the Education Foundation’s history as it will be the first major effort for the organization to expand out from not only providing support to the future professionals of the industry, but also helping to connect students with industry employers,” said Collision Repair Education Foundation Executive Director Clark Plucinski. “We look forward to following up with participating expo industry businesses and assisting with fulfilling their entry-level employment needs with the hope that we can expand this type of event across the country.”

For more information, visit: http://collisioneducationfoundation.org/

New Website Designed to Improve Automotive Career Searches Babcox Media Inc. announces the launch of AutoCareCareerHub.com.

AutoCareCareerHub.com builds upon the strengths of AutoProJobs.com, the company’s niche job board serving the auto repair, service, collision, parts distribution and heavy-duty segments of the automotive aftermarket.

AutoCareCareerHub.com is a digital destination for automotive professionals who are looking for job openings and companies that are searching for qualified candidates. In addition, the website features top-notch industry content along with news and events.

AutoCareCareerHub offers a clean design, easy-to-navigate functionality, and a content-rich online experience, and will serve as a one-stop resource for technicians and aftermarket managers who want to enrich their automotive career or businesses.

Karen Kaim will continue to serve as sales manager of AutoCareCareerHub.com.

4

October 2014 | TomorrowsTechnician.com

Students ‘Take the Wheel’ at Hosting Auto Show

Northwood University held its 51st Annual International Auto Show October 10-12, with the theme of “Take the Wheel,” focusing on connecting consumers to their vehicles.

The show is North America’s largest student-run outdoor new car auto show and is held on the Michigan Campus of Northwood University in Midland, MI, each Fall.

The show, which attracts 60,000 visitors from the local community and all parts of the country, had more than 65 manufacturers and 500 vehicles on display from carmakers like Ford and Chevrolet to luxury brands such as Rolls-Royce and Ferrari.

For more information, visit: http://blogs.northwood.edu/autoshow/about/ Photo credit: Mlive.com

career Corner

By Libby Melhus, autocarecareerhub.com

HOW TO USE

SOCIAL MEDIA IN JOB SEARCHES

Social Media allows you to illustrate a professional image, as well as your personality.

S

6

ocial media is everywhere – in your personal life, in the business world, and even in your job search.

That’s right, in your job search. If you aren’t utilizing social media while hunting for a job, you are missing out. Why? Social media enhances employers’ ability to find and interact with you, provides a personal branding opportunity, and allows you to showcase your talents.

In fact, in a recent CareerBuilder survey of more than 2,000 human resource professionals and hiring managers, 43% of employers said that they utilize social media in the hiring process.

Furthermore, 23% found content that led directly to hire a candidate.

So….How do you maximize social media to help land the job?

#hashtag: Many employers use Twitter to broadcast their open positions. Search different hashtags such as #jobs, #jobopening or #sales. For example, AutoCare Career Hub uses #jobs, #hiring and #ACCH. Search: Just like hashtags, you can simply search for words that are featured in Tweets. Search for key words that are applicable to your job hunt. For example, if I were looking for an Aftermarket Sales Manager position in Seattle, I would search “aftermarket sales” and “Seattle.”

LinkedIn

Facebook

Connect: Network. Network. Network. Review your current connections and take time to re-connect with anyone who may have valuable connections in your job search. Reach out to individuals with careers you’re interested in – it never hurts to strike up a dialogue and make a new connection.

Follow: If you’re interested in working for a specific company, follow the company page on LinkedIn. This will keep you updated on company news and job openings. Also, follow job boards you may be using. For example, if you’re interested in automotive jobs and utilizing AutoCare Career Hub, follow us on LinkedIn to keep a pulse on the new jobs that we post daily.

Specify: Provide a detailed work history with specifics and examples. You are more likely to stand out to hiring managers if you have a full and

Clean Up: Simple, but true – make sure your Facebook page is “Employer Appropriate.”

Review your Public/Private settings and confirm that you’re comfortable with what you allow page visitors to see.

Ask yourself, “Would I want a potential employer seeing/reading this?” The Internet can be your friend or foe … Be smart about it.

Update: Make sure your work experience is upto-date. Many times people forget to update this section as they get caught up in sharing cute animal pictures or updating their status. Don’t forget to take a step back and view your profile as a third party would.

Like: Like the company Facebook page of the company you’re interested in to keep you in the loop. ■

October 2014 | TomorrowsTechnician.com

complete work history.

Get Involved: Jump in on industry conversations to showcase your passion and knowledge about your industry. Get your name out there!

Twitter

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.

ASE Industry Education Alliance Recognizes Auto Instructors The ASE Industry Education Alliance recognized 34 members of the inaugural class of automotive instructors at the ASE Industry Education Alliance Instructor Training Conference, recently at The Alexander Hotel in Indianapolis, IN. “The ASE Industry Education Alliance is proud to recognize the best of the best in career and technical education,” said Trish Serratore, president of the National Automotive Technicians Education Foundation (NATEF) and Automotive Youth Educational Systems (AYES). “These outstanding instructors represent the dedication, commitment and experience our industry needs to train the automotive professionals Left to right: Trish Serratore, president, NATEF/AYES; of tomorrow.”

Carl Hader, Grafton High School, Grafton, WI; Marlo The instructors recognized are ASE-certified Master Miranda, Forsyth High School, Cumming, GA; Thomas technicians currently employed at a NATEF accredited Evans, Caddo Career & Technology Center, Shreveport, program with at least five years of teaching experience who LA; Jasper Adams, Niagara Career & Technology Center, have placed students in work-based learning assignments, Sanborn, NY; Curtis Silver, Atlantic County Institute of such as AYES or other defined internship model.

Technology, Mays Landing, NJ; Bill Robin, Tri-County To qualify, each also had to have an advisory committee Regional Vocational Center, Franklin, MA; Gary Weese, member affiliated with at least one ASE Industry Education Caddo Career & Technology Center, Shreveport, LA; Alliance supporting organization, and documented attenRandy Baker, East Valley Institute of Technology, Mesa, dance at one instructor training event in the prior year.

AZ; Robert Leone, Ozarks Tech Community College “We join in congratulating this remarkable group of Career Center, Springfield, MO; Mark Hendricks, R.D. automotive instructors,” said Tim Zilke, ASE president and Anderson Applied Technology Center, Moore, SC; Gary CEO. “The success of our industry will be determined by the Wilfong, Frederick County Career & Technology Center, future group of leaders just now beginning their careers at Frederick, MD; and Chuck Roberts, vice president, CTE programs across the nation. We created this honor to NATEF/AYES. recognize the important role that teachers play in shaping tomorrow’s automotive service professionals.”

“The Automotive Training Managers Council recognizes the critical importance of providing the best possible training and support for automotive instructors and is happy to have been able to play a part in the success of this inaugural recognition,” said Dave Milne, president of ATMC. For more information visit http://www.natef.org.

2014 SEMA Releases 2014 Memorial Scholarship Winners The SEMA Memorial Scholarship Fund has awarded $152,000 to 61 individuals this year. This includes 44 SEMA scholarships presented to current students, and 17 loan-forgiveness awards presented to employees of SEMA-member companies. In addition, one student was awarded a full-tuition scholarship to Ohio Technical College for the

8

October 2014 | TomorrowsTechnician.com

2014-2015 academic year.

Recipients of these scholarships will be entering into the disciplines of Automotive Engineering & Technology, Automotive Aftermarket, Mechanical Engineering, Business Management, Electrical Engineering, Education, Industrial Engineering & Design, Automotive Machinist, and Public Affairs/Administration.

More than $2 million has been awarded to over 1,000 deserving students since the program’s establishment in 1984.

The SEMA Memorial Scholarship Fund and the SEMA Loan Forgiveness Program are dedicated to fostering the next generation of automotive aftermarket industry leaders and innovators by helping them get off to a successful start in their education and automotive aftermarket career.

Note: The online application for next year’s awards will be accepted November 3, 2014 through April 1, 2015 at www.sema.org/scholarship.

2014 SEMA MEMORIAL SCHOLARSHIP AWARD WINNERS ARE: • Tyler W. Bagby, Johnson County Community College • Damian T. Begler, School of Automotive Machinists • Brandon J. Belcher, University of Northwestern Ohio • Brenden D. Bungert, University of Minnesota-Duluth • Alexis Art Cadiao, Mira Costa College (Steve Woomer Award) • Ryan A. Call, Brigham Young University-Idaho • Trevor A. Chaney, University of Northwestern Ohio • Dalyn M. Cirac, University of Northwestern Ohio • Austin T. Ellis, Colorado School of Mines • Lee S. Engelhardt, Northwood University • Sara J. Erhart, Wyoming Technical Institute (SEMA Businesswomen’s Network Award) • Chester L. Fisher, University of Northwestern Ohio • Justin L. Furman, Washtenaw Community College • Matthew Fusco, Northwood University • Hugo Hernandez, California State UniversityNorthridge (Louis L. Borick Award) • Austin W. Hiebert, McPherson College (John Menzler & Hot Rod Industry Alliance Award) • Nicholas V. Hines, University of Northwestern Ohio • Leonard R. Howe, Brigham Young University-Idaho • Eric A. Jiskra, Eastern Michigan University • Jeremy Johnson, Columbus State Community College (Melvin Burton Award) • Jeffery Kesterson, Oregon Institute of Technology • Thomas C. Klein, University of Northwestern Ohio (Don Turney Award) • Mark Lopresto, Cleveland Institute of Art (Harlan Felder Award) • Brent Maynard, University of Northwestern Ohio (Motorsports Parts Manufacturers Council Award) • Shaun Michael McCarthy, Stanford University • Jacob E. Mischel, North Dakota State University-Main Campus • Sara E. Mohon, Clemson University

10 October 2014 | TomorrowsTechnician.com

• Tyler K. Nelson, Brigham Young University-Idaho (Performance Warehouse Association & Light Truck Accessory Alliance Award) • Harmon L. Newhouse, Brigham Young University-Idaho • Kaj Niegmann, Georgia Institute of Technology (Bernie Karp Award) • Joel R. Ortberg, University of Northwestern Ohio • Amir Sadeghi Pari, Austin Community College • Masey S. Peone, Central Washington University (Thurston Warn Award) • Kyle D. Peterson, University of Northwestern Ohio • Garrett Rider, University of Missouri-Columbia (Mike Kunzman Award) • Bobby J. Robertson, Jr., McPherson College • Juan Rodriguez, Jr., Universal Technical InstituteSacramento • Robert S. Rose, University of Northwestern Ohio (Joe Hrudka Award) • Mclane T. Rowley, University of Northwestern Ohio (K&N Engineering Award) • Paul J. Sakalas, Kent State University (Jeff MosesAutomotive Restoration Market Organization & Manufacturers Representative Network Award) • Andrew J. Smallman, Kettering University (Emerging Trends & Technology Network Award) • Zachariah J. Sprenger, De Anza College (K&N Engineering Award) • Michael C. Sydow, Ferris State University • Sarah K. Wilkerson, Santa Barbara City College (Louis L. Borick Award) ■

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.

Engine Series

By Tomorrow’s Tech staff

PERFORMING IN THE PERFORMANCE

ENGINE MARKET Car Stars

Great car movies such as “Bullitt” and “American Graffiti” heightened the visibility of the muscle car and street performance culture. Baby boomers wanted to go fast even if they were just driving to the grocery store. The open road was calling and America answered.

But, the government intervened and quickly started killing the culture in the early to mid-’70s. Then the gas crisis of the late ’70s put the final nail in the coffin.

Or did it?

Fast-forward 40 years and there’s a new generation of muscle cars on the road that reflect the nostalgic emotions of these classic performers from the ’60s and ’70s.

In recent years, Hollywood again found it successful to churn out films whose “stars” are often a four-wheeled beauties from the past like the 1967 Ford Mustang Shelby GT500 from “Gone in 60 seconds,” Bumblebee, the Chevrolet Camaro from “Transformers” and the 1970 Dodge Charger from the early “Fast and Furious” films.

12

October 2014 | TomorrowsTechnician.com

Today, we have modern muscle that is every bit above the fold as the cars from the past. A new generation of Mustangs, Camaros and Challengers are prowling the streets and owners are still looking for more power just like they did in the past. Only this time, there are more electronics for engine specialists to contend with.

Road to Recovery According to statistics from Hagerty, a collector car insurance company, the muscle car collector market hasn’t recovered to the levels it was at before the 2008 economic meltdown. But the good news for collectors of these vehicles is that the prices have stabilized and even grown for most of the cars in the sector.

For engine builders and performance specialists, that may not mean so much, but what is important is that there is still strong interest in these cars even after 40 years.

Bumblebee, the Chevrolet Camaro

In fact, it may even be stronger now than it has been in the past, especially when you count the modern muscle and custom builds. The majority of the street performance market is made up of classic or modern muscle, in large part thanks to the small block Chevy, which has become ubiquitous among the performance crowd.

If you, down the road, have a customer who has a numbers-matching muscle car, chances are he or she’s not going to buy a crate engine for it unless it’s to swap out for some daily driving without putting the abuse on the original, more valuable engine.

Collectors may wish to restore their numbers-matching engine back to original specs, only this time using modern parts and techniques to rebuild them. And according to our experts, there are a great number of these owners who want more power and hope to bring their classic muscle car into the modern age.

Unfortunately, there are some horror stories out

1970 Dodge Charger

TomorrowsTechnician.com 13

there about owners who take their cars to hot rod shops only to get it back with an engine problem.

One engine builder we spoke to said that there’s a wide spectrum of competency out there in the muscle car and hot rod realm. Many of these shops are not capable of rebuilding an engine, nor even assembling one. Of course, this disclaimer, before we get the hate letters: we understand that there are good ones out there too that do quality work and partner with good engine builders.

Experts say, in fact, that there are GREAT opportunities to go out and partner with other hot rod shops that don’t have the capability or equipment to do the work in-house.

Shops want to keep as much of the profit in-house and may only send you the machine work. But YOU should be doing all of the engine build. You may give them a discount for the work since they are doing all the selling and dealing with the customer. But since

The 1996 Impala SS is a modern muscle car cult classic.

14 October 2014 | TomorrowsTechnician.com

it’s YOUR name on the engine plate, you want to make sure you protect your reputation.

One of the difficulties with building engines for the muscle car market is that some of the more obscure applications, such as the Buick Grand National, can be hard to find parts for now. They’re not quite old enough to be vintage, but they’re still collectible. So you may have a hard time finding a crankshaft for this application, for example, because most of the cores are worn out and not many make an aftermarket replacement.

Revving Interest While some specific parts may be hard to come by, parts manufacturers for muscle cars and other performance vehicles are seeing growth in this market.

Sales of automotive specialty-equipment products continue to climb, reaching $33 billion in 2013. The number represents a 6.7 percent increase over the previous year and marks the fourth consecutive year of growth, according to the SEMA Annual Market Study that is available at www.sema.org/2014samr.

“The Specialty Equipment Market produced the highest growth since the recent recession,” said Chris Kersting, SEMA president and CEO. “There are a number of factors that figure into this upward trend.”

One of those factors is Kersting noted is that street performance products – which includes muscle car products – accounted for 26% of sales last year.

The renewed focus on performance models by the OEMs has helped drive interest in this segment. New models such as the Scion FR-S, and muscle redesigns like the 2015 Mustang, and high-performance packages such as the Hellcat Challenger have inspired the

industry and consumer alike to aim for increased performance.

Another factor is an improving economy. According to SEMA, the U.S. economy continues to show positive signs for industry growth, with gross domestic product rising and unemployment rates dropping. Forecasters are generally predicting sustained moderate growth for the U.S. economy over the next few years.

Meanwhile, car buyers have shown renewed enthusiasm, pushing new-vehicle sales upward toward pre-recession levels.

Top Muscle Over the years, there have been many arguments over the greatest engines of the muscle car era.

A lot of that chatter is often based on which auto brand a particular enthusiast follows.

But, according to Tony Begley of the Muscle Car Club (www.musclecarclub.com), there are different factors engine enthusiasts like he use for naming the top muscle car powerplant.

Some of these engines were tuned for horsepower (top speed) while others were tuned for torque (acceleration). Still others were seriously under-rated to keep a low profile and keep insurance agents guessing.

Begley created a profile on some of the greatest engines ever installed in a muscle car.

Some were mass production engines, others were true race engines quietly slipped into street cars. For simplicity sake, they are listed by manufacturer.

According Begley, the following are the greatest muscle car engines of all time:

1965 Ford/Mercury 427 Cammer The most powerful engine ever made was the Ford 427 Cammer, which was developed with the intention of taking on Chrysler’s

Hemis. Ford gave the 427 block new heads with hemispherical combustion chambers. To cap that, they fitted overhead camshafts – one per cylinder bank – which gave the engine its name and allowed it to rev to an unheard of 7,500 rpm. With the regular single four barrel carb, the “cammer” put out 616 hp, but with dual four-barrels, it produced a massive 657 hp. With this kind of power, the “cammer” 427 was totally unsuitable for street use. These engines were not sold to the general public, but about 50 examples were built, mostly for professional drag racers.

Ford 428/429 Cobra Jet 1968-1971

Ford unveiled perhaps its most famous line of engines, the 428 Cobra Jet, in 1968. It was based on the regular 428, but included larger valve heads, the race 427’s intake manifold and an oil-pan windage tray. It had ram-air induction and breathed through a functional hood scoop. Output was listed at 335 hp, but was rumored to be around 410 hp.

The 428 Cobra Jet engines were replaced in 1970 by new 429 Cobra Jet engines. The 429 CJ was rated at 370 hp while the Super Cobra Jet had 11.3:1 compression and was rated at 375 hp.

Buick 400/455 Stage 1 1968-1973 In a nod to the performance market that was driving muscle car

sales, Buick quietly introduced a rare dealer-installed option in 1968 which treated the 400 cid engine with a hotter cam, 11.0:1 compression, stronger valve springs and a reworked transmission. Officially pegged at a mere 345 hp, or just a 5 hp increase over the base 400 cid engine, experts believe that it was more like 390 hp and it dropped 1/4 mile times by 1 second or more. It was called the “Stage 1 Special Package” and was an indicator of great things to come.

1970 saw the greatest Buick engine of all time. GM finally lifted its corporate ban of engines larger than 400 cubic inches in an intermediate body and Buick responded by stuffing a brand new 455 cubic inch engine into its restyled GS. The 455 boasted more displacement, bigger valves and a hotter cam than the 400 and was also mated to standard cold air induction through functional hood scoops. The 455 was rated at 350 hp and a stump pulling 510 lb.ft. of torque. This was the highest torque rating of any production engine besides Cadillac’s 472 and 500 cid V8s, and no engine achieved it at a lower rpm (2,800 rpm)

compression and a four barrel carburetor, and due to its wedge-shaped combustion chambers was not very easy to improve performance further. In 1962, the 409 was improved by adding new cylinder heads and a revised camshaft. With the standard 4 bbl carb, the 409 produced 380 bhp.

Chevrolet 427 ZL1 1969 The ZL1 engine was based on the regular Chevrolet 427 engine. However, instead of the regular ironblock and head L72 found in the regular 427 engine, the ZL1 sported aluminum heads and the first aluminum block ever made by Chevrolet. It shared the L88 aluminum head/iron block’s engine rating of 430 hp, but made closer to 500 hp – making it probably the most powerful engine Chevrolet ever offered to the public. And the engine weighed just 500 pounds, the same as Chevy’s 327 small block. The ZL-1 was made available only for 1969 under COPO 9560 and Chevrolet needed to install 50 copies to qualify the ZL1 Camaro for racing.

Chevrolet 302 1967-1969

Chevrolet 409 1961-1963

In 1961, Chevrolet introduced its 409 cubic inch V8, the engine that would launch the Big Three auto manufacturers into the horsepower race that would last well into the 1970s. The 409 was actually a response to Ford’s new 390 cid engine, which was outperforming Chevys on the dragstrip. Although it put out “only” 360 hp compared to Ford’s top 375 hp, those extra 19 cid gave it respect on the street and immortalized it in song (“She’s real fine, my 409”).

Unfortunately, the 409 already came with 11.25

18 October 2014 | TomorrowsTechnician.com

In 1967, Chevrolet quietly created a Z/28 option for its new Camaro. Specifically designed to compete in the Sports Car Club of America Trans Am racing series, which placed a 305 cid limit on its entries, the Z/28 was available to the public solely to qualify for racing. What you got was a unique 302 cid small block that was created by taking the 327 block and installing the short-stroke 283 crank. Advertised horsepower was listed at just 290 hp, which was not very impressive until one hooked it up to a dyno and got actual readings of 360-400 hp. The Z/28 Camaro proved to be difficult to launch on the street because its high revving engine was lethargic under 4,000 rpm and worked best when it was shifted at 7,500 rpm.

Chevrolet 454 LS6 1970

rods and crank, solid lifters, and NASCAR heads.

Pontiac 455 Super Duty 1973-1974

When General Motors lifted its ban on engines larger than 400 cid in intermediate cars in 1970, Chevrolet responded by creating two new 454 cid V8s, the LS5 and LS6, and stuffed them into their Chevelle and El Camino. The LS6 used the same block as the LS5, but added on a 800-cfm Holley four barrel on an aluminum manifold, 11.25:1 compression, solid lifters, four-bolt mains, forged steel crank and connecting rods, forged aluminum pistons and deep-groove accessory pulleys.

The LS6 would be a one year only engine as the GM mandated switch to unleaded fuel in 1971 sealed its fate.

Pontiac 421 Super Duty 1962-1963 In the early 1960s, auto racing was hot and Pontiac offered a tremendous selection of performance parts and options under the name “Super Duty.” At the top of the Super Duty option list was a special line of Super Duty engines, based on its 421 V8, which Pontiac offered to the public in order to meet new NHRA rules changes that required engines and body parts for the stock classes to be production options on retail vehicles. The 1962 Super Duty 421 was officially rated at 405 hp, but true output was rumored to be around 460 hp. Although street legal, these engines were truly race ready with four-bolt mains, forged

The Super Duty 455 V8 (SD-455) was introduced in the Pontiac Firebird in 1973. “Super Duty” was the name Pontiac used on its high performance (i.e. race ready) engines in the early 1960s, and the Super Duty 455 was a street legal race prepped engine. All SD-455s were hand assembled, and had a reinforced block, special camshaft, aluminum pistons, oversize valves and header-like exhaust manifolds.

Pontiac rated the SD-455 engines at a stout 310 hp and 390 lb.ft., but experts agreed that it was closer to 370 hp.

Mopar 413 Wedge 19631965 With the introduction of the 426 Max Wedge in 1963, the 413 Max Wedge was dropped from the Dodge and Plymouth lines, but the 413 in milder states-of-tune remained available in Chrysler cars. For 1963, you could order a single four-barrel 413 developing 340 hp at 4600 rpm and 470 pounds-feet of torque at 2,800 rpm. Compression ratio was 10.0:1. There was also a dual fourbarrel setup that developed 390 hp at 4,800 rpm and 485 poundsfeet of torque at 3,600 rpm.

Mopar 426 Max Wedge 1962-1965 In 1964, Chrysler introduced the 426 Max Wedge Stage III. Improvements included larger-capacity Carter carburetors and larger air cleaners to accommodate them: a new camshaft with 320 degrees of overlap: modified combustion chambers with deeper clearance notches around the valves; 13.0:1 pistons replaced by 12.5:1 pistons in the higher-compression engine: and new exhaust manifolds designed for NASCAR racing.

426 Hemi 1964-1971 As most Mopar enthusiasts know, the 426 Hemi was not the first Chrysler Hemi, but it was the best.

Whereas the Hemis of the 1950s were passenger-car engines, the 426 Hemi of 1964 was conceived strictly as a race engine, from the oil pan up. Its purpose was to win big on the NASCAR circuit and dominate organized drag racing.

The street Hemi was introduced in 1966 in the Plymouth Belvedere and Dodge Coronet and Charger.

Both engines were very similar.

The street and race Hemi had the same cast iron, stress-relieved

block with a bore and stroke of 4.250x3.750 inches.

The forged, shot-peened and Nitride-hardened crankshaft was the same for both street and race Hemi, as well as the impactextruded pistons, crossbolt main bearing caps, forged connecting rods, iron cylinder heads and mechanical lifters.

Despite all the modifications, the street Hemi’s advertised horsepower and torque ratings stayed at 425 hp at 5,000 rpm and 490 footpounds of torque at 4,000 rpm.

Many people claim the output was closer to 500 hp.

Terms of Endearment Crate Engine: As the name suggests, a crate engine is a complete engine that is delivered in a crate/container. Though the term could apply to the completely stock long-blocks sold by retailers, it generally refers to those ready-to-install powerplants sold by the aftermarket. These engines are also popular in sportsman racing series to provide engine equality among the race cars.

Muscle car: A term used to refer to a variety of high-performance, Americanmade sports coupes with powerful engines designed for high-performance driving. Muscle cars are normally powered with a large V8 engine fitted in a 2door, rear wheel drive, family-style mid-size or full-size car designed for four or more passengers. Muscle cars are intended for mainly street use and occasional drag racing and include such vehicles as the Pontiac GTO, Chevy Chevelle SS, Plymouth Barracuda, and Dodge Charger.

Pony car: This refers to an American class of automobile launched and inspired by the Ford Mustang in 1964. The term describes an affordable, compact, highly styled car with a sporty or performance-oriented image. Other pony cars may include Chevy Camaro, Dodge Challenger, Pontiac Firebird and the AMC Javelin. â–

Under the Hood

Adapted from Gary Goms’ article in

THE EXPANDING MARKET OF EXTENDED OIL CHANGES

A

uto manufacturers, in general, are continuing to reduce vehicle maintenance requirements by extending oil change intervals. But extended oil change intervals are a mixed blessing. On the upside, extended oil change intervals are conserving precious oil and reducing carbon emissions. On the downside, many vehicle owners are forgetting to check their engine’s oil level between oil changes.

The most common result is an engine ruined by excess accumulations of varnish and sludge due to using motor oils that are not approved by the engine manufacturer. In less common instances, the engine fails due to low engine oil levels and a subsequent lack of lubrication.

Whatever the case, extended oil change intervals are changing how we should recommend and perform scheduled vehicle maintenances.

Sensing Levels The oil level sensor obviously warns the driver when the engine oil level is critically low.

Although many auto manufacturers install oil level warning systems as standard equipment, many vehicles in the current fleet aren’t so

24

October 2014 | TomorrowsTechnician.com

equipped. In other instances, the oil level sensor might not function correctly.

Consequently, it’s always important for the technician to check the engine’s oil level whenever the vehicle is being serviced. If the oil appears very dirty or the oil change interval has nearly expired, an oil change and scheduled service recommendation should be made.

If the oil appears clean but the level is low, it’s important to know the vehicle owner’s brand preference for engine oil before adding oil. Most won’t know or care, but some owners might prefer using a specific brand of oil. In any case, if the engine oil level is low, always inspect the engine and oil filter for leakage or other signs of oil consumption and make the appropriate service recommendations.

Monitoring Oil Life Modern oil life monitors use data from the Powertrain Control Module (PCM), such as calculated engine load, trip length, average operating temperature, etc., to measure oil life.

It’s not unusual for oil life monitors to extend oil change intervals to 10,000 or more miles.

The primary issue in dealing with oil life

monitors is to ensure that the replacement engine oil meets the manufacturer’s extended mileage requirements.

The “generic” 5W-30 oil might, for example, expire at 6,000 miles because neither the base oil nor the additive package meets original equipment (OE) requirements, which results in disastrous consequences.

In a few situations, the oil life monitor might not accurately indicate expected oil life. The evidence might be a varnish or sludge accumulation on internal engine parts. Valve train sludge, for example, can often be observed when the engine oil cap is removed for service. Similarly, rust, varnish and sludge can form on the upper portions of the oil dipstick. If varnishing or sludging is apparent, a shorter oil change interval should be recommended.

Controlling Deposits While lead-free, high-detergent gasoline has dramatically reduced intake port and combustion chamber deposits, modern engine oils are also specially formulated to prevent carbon from forming in the combustion chamber, piston rings from sticking and oil additives from contaminating the catalytic converter.

In particular, modern engines generally use narrow, low-tension piston rings that are fitted very tightly into the piston to increase piston ring sealing and reduce oil

consumption. On the upside, low piston ring tension reduces rotating friction and cylinder wear. On the downside, low-tension rings with tight side-gap clearances tend to stick when the incorrect engine oil is used. Therefore, the ability of an engine oil to clean and lubricate the piston ring package is critical.

Anti-Scuffing Issues Oil suppliers have also eliminated zinc and phosphorous-based antiscuff additives that reduce catalytic converter efficiency. While the elimination of these particular antiscuff additives has increased camshaft wear on some highperformance pushrod-style engines, it hasn’t affected overhead camshaft engines due to the lower valve spring pressures used on overhead camshaft designs.

On the other hand, some engines equipped with direct fuel injection require a high degree of anti-scuff protection to prevent the camshaft-driven high-pressure fuel pump and camshaft lobe from wearing out.

In most cases, oil refiners have gone to much higher quality base oils to prevent wear on the highpressure fuel pump and cam lobe.

Again, it’s vitally important to make sure that the replacement oil is either OE oil or is approved by the OE manufacturer.

As for older, performance pushrod, flat-tappet engines that are not equipped with catalytic

Oil Filter Maintenance Tip: When installing the O-ring, it must be lubricated with clean, new engine oil.

The new O-ring must be installed with new, clean engine oil to allow it to roll smoothly across the sealing surface and preventing shearing, cutting, tearing or displacement out of its groove.

Lubing the O-ring reduces the force required for installation and acts as a safety check to ensure there is an O-ring in its intended groove. Dirty oil can have dirt, grit or metal particles that would not allow the O-ring to move smoothly to its intended groove.

Source: WIX Filters

converters, specially branded performance oils are available with anti-scuff additives to prevent camshaft and valve lifter wear. In addition, zinc-based “ZDDP” additives are also available to enhance the anti-scuff qualities of over-the-counter motor oils. Again, these oils and additives are not intended for vehicles equipped with catalytic converters.

Oil Filter Maintenance Tip: An efficient tool to add to any toolbox for ensuring a spin-on oil filter is tightened properly is a silver Sharpie marker.

When an oil filter is spun on the engine until gasket contact, mark the filter at 12 o’clock with a Sharpie and finish tightening per the filter’s instructions. With the mark, you will know exactly how far you’ve turned the filter, thereby helping prevent overtightening or under-tightening.

Source: WIX Filters

Causes of Sludging Neglected oil change intervals can ruin the best engine oils. As engine oil accumulates miles, it becomes contaminated with carbon, water and various acids, all of which are a by-product of internal combustion and which will form a film of black, gooey sludge on the interior parts of the engine.

Cold-engine operation accelerates the formation of sludge because the oil temperatures aren’t sufficient

28 October 2014 | TomorrowsTechnician.com

to evaporate accumulated moisture. Oil sludging is also aggravated by short-trip, cold-weather driving and by thermostats that are stuck open.

See Photo 1.

When the engine is operated at high speeds and temperatures, sludge often dislodges and clogs the oil filter. Since most oil filters incorporate bypass valves that allow the lubricating oil to flow around a clogged filter media, the dirty oil can pass directly into the engine and clog small-diameter oil galleries.

Getting Dirty In any case, heavily sludged oil will eventually clog the engine’s oil pump pickup screen, oil filter and oil galleries. The initial symptoms of oil starvation are Photo 1: While the slightly varnished interior of this engine is normal, the varnish might not have accumulated if the oil change intervals had been shortened.

Photo 2: A loss of lubrication quickly scores pistons and other vital engine components.

engines that become noisy during cold start-up and oil pressure gauges that rise very slowly.

Broken timing belts are also symptomatic of oil starvation on overhead camshafts. Because the damage usually includes the crankshaft and piston assemblies, don’t be too eager to quote a cylinder head replacement as the cure for a seized camshaft.

See Photo 2.

All too often, the detergents contained in fresh oil will accelerate

the clogging of oil pump screens and oil filters by loosening accumulated sludge. Volumes of engine sludge and dirty engine oil also easily clog today’s compact oil filters. If the oil filter bypass valve opens during cold starts, more sludge and dirt will pass into the engine bearings and reciprocating parts. In addition, engine life is drastically shortened when operated at extreme loads and temperatures with badly degraded engine oil. See Photo 3.

Photo 3: Oil filter cutters are handy for detecting metallic debris trapped in the oil filtering media. The duct tape helps the filter wrench grip the filter canister.

The problem with any heavily sludged engine is that internal repairs tend to dislodge even more sludge into the oil stream. Because attempting to clean an engine inchassis is both expensive and risky, you can best address the situation by replacing or rebuilding the engine.

Interference with VVT Most modern engines are very susceptible to lubrication problems because they are equipped with variable valve timing (VVT). A pulse-modulated control valve

Photo 4: Filter replacement intervals are designed to minimize maintenance expense for the vehicle owner.

Photo courtesy of WIX Filters

that meters oil pressure to a hydraulic piston or vane-type camshaft timing phaser controls the amount of advance or retard. A separate valve-timing sensor is used to monitor VVT position.

Quite clearly, the phaser must react to small changes in oil pressure. Since sludge can interfere with the smooth modulation of the oil pressure contained inside the cam phaser, the result can be poor engine performance at specific engine speeds and loads. In many cases, a DTC will be stored that indicates a problem in the VVT system.

Adding it All Up Since oil prices have climbed dramatically the past few years, customers are becoming more pricesensitive. But it’s also important to understand that, to remain profitable, a shop’s pricing structure for modern vehicle oil change and inspection intervals must be realistic.

In addition, you’re doing a disservice to your customers if you’re exclusively selling low-cost generic engine oils and budgetpriced oil filters to meet pricesensitive competition.

OE-specification oils and filters often become the cheaper (and wiser) choice when weighed against a costly engine replacement. If you do the math, it will become clear to you and your customer that using the correct engine oil and filter is the less expensive and far more prudent choice. ■

32 October 2014 | TomorrowsTechnician.com

UnderCover

Adapted from Bob Dowie’s article in

Babcox Blue

GOING UNDERCOVER

ON MITSUBISHI UNDERCAR SERVICE

A

t times, the life of an auto technician is much like a detective, as you look for clues to solve driveability issues. For this article, we’re going to take look at the Mitsubishi line of cars and some of the more common problems you’ll see while investigating the undercar area.

Since this automaker offers a solid vehicle lineup at a reasonable price, there are plenty of Mitsubishis on the road, and it’s safe to assume that they will find their way to a shop you will work in.

And, there’s no reason they shouldn’t be welcomed.

The brake and suspension systems on Mitsubishi’s

34

October 2014 | TomorrowsTechnician.com

popular line of cars and SUVs are undercar systems where problems can be detected during routine maintenance.

From loose ball joints to worn-out brakes, it’s all there to be checked while the vehicle is on the rack for service and, oftentimes, the driver has no idea there’s a problem.

That’s why it’s so important that we recommend routine maintenance to our customers. Preventive maintenance not only helps your shop’s bottom line, but also lets the customer know that the safe operation of their vehicle is your primary concern.

Keeping Quiet If the driver has a noise concern, many times, the best tactic is to have a tech road-test the car with the customer to help pinpoint the noise you’re chasing.

At the same time, it’s a good idea to do a thorough safety inspection.

As stated earlier, many times the owner is not aware that they have a worn suspension component, or need to have the brakes replaced. It’s up to us to point out these problems and advise the customer on the best course of action.

Get a Grip Grab the wheel at the 9 o’clock and 3 o’clock positions and shake the wheel side-to-side, checking for looseness in the steering system. It doesn’t take a violent shake to feel the looseness, just a firm input. If you feel some play, have an assistant look for the movement, concentrating on the inner and outer tie rod ends, side movement of the ball joint, control arm bushings and wheel bearing play. Move your hands to the 12 o’clock and 6 o’clock positions and do the same thing. Here you’ll pick up play in the strut shaft or mounting, ball joint and control arm bushing, and if there was any wheel bearing play in the shake test, it will also be noticeable. Finally, spin the wheel to check for noises and brake drag.

If play in the bearing is noticed, it should be taken

care of whether it’s quiet or not. Check the torque on the axle nut; if it’s loose, you’ll have to make a judgment call — has someone been in there or is the bearing or hub showing wear? If the play is excessive, retorquing has no effect and the bearing isn’t growling, it would pay to be sure a hub is available before the car is disabled on the lift.

Suspension noises will usually present themselves in a couple of ways; knocking, squeaking and creaking are the most common. Squeaking noises are often the result of tie rod ends and ball joints binding up as a result of rust buildup. Tie rod ends can be checked with the car in the air by twisting the rod; ball joints can usually be confirmed with a knee to the bumper or rocking the vehicle side-to-side.

While you’re pushing, you can’t help but check the struts’ dampening condition, but it’s rare to have a noise caused by the strut itself. Using your technicians’ stethoscope, it’s not difficult to find the offending

While doing your visual inspection, keep an eye out for rust around the mounting hardware. Where there’s rust there is movement, and where there’s movement there will be noise.

TomorrowsTechnician.com 35

joint and don’t overlook the sway bar links.

Mounting Evidence Many Mitsubishi models use balland-socket-type links that are also prone to the same type of failure and creaking noise. Like the tie rod end, a quick twist with the pliers should pick it up.

We’ve had cases where putting the car up on a frame contact lift and allowing the suspension to droop, temporarily eliminates the noise.

Don’t overlook the sway bar and its attaching hardware. Any looseness here will result in a noise that is louder than you’d expect. Check the chassis mounting bushings by gently prying against the sway bar and look for any movement; there should be none.

Same with the links; any movement will result in a very noticeable knocking noise.

The only repair warning on the mounting bushings is to be careful when removing the bolts that secure the horseshoe bracket

to the subframe. Don’t be stingy with penetrating oil and use heat, if necessary.

Breaking the bolts will turn a good job ugly in a hurry.

Removing the nuts on the links might be a challenge, as the rust on studs will cause the stud to spin. If faced with that situation, separate the joint exposing the ball end of the stud. A strike with a well-placed pry bar or air chisel is usually all it takes. With the ball exposed, grab it with a pair of locking pliers, making quick work of the replacement.

While doing your visual inspection, keep an eye out for rust around the mounting hardware. Where there’s rust there is movement, and where there’s movement there will be noise. When checking for tightness, always loosen the bolt,

then retighten to the proper torque so you’re not tricked into thinking it’s tight, when it’s actually stuck in the threads.

Suspension Under Suspicion There are some other common suspension issues that will drive customers to your shop, the most common of which are vibration, drifting or pulling complaints. If the tires are in poor condition or are mismatched, or if you notice excessive or uneven wear, suggest that they be replaced.

Like noise complaints, it’s always a good idea to road test vibration complaints with the customer because a vibration can be

40 October 2014 | TomorrowsTechnician.com

interpreted differently among customers.

Even after you ask all the right questions — When does it shake?

Where do you feel it? Is it in the steering wheel, or through the seat, on the brakes, under load or while coasting? — there’s still a good chance for miscommunication, but a road test will help clarify things.

Since Mitsubishis have a FWD configuration, we have to keep in mind that axle problems will be presented as suspension complaints. The customer only knows that he/she hears a noise or feels a shake that seems to be coming from under the car. That’s why the initial road test is so important.

When road testing, make note of when the shake occurs and how it reacts to driver inputs. If you can drive through the vibration, suspect a tire balance problem. If the vibration seems to change with the load, look for worn inner CV joints. On high-mileage cars, it can be difficult to pick out the offending joint.

If both inner joints show excessive wear, the best course of action is to replace both.

Most poor-handling complaints will have the customer requesting a wheel alignment. Hyundai gives us

very little alignment adjustment; on most models, only toe is adjustable. Of course, having the proper toe setting is important to handling as well as tire wear. But, it won’t usually change enough to cause a handling problem.

Ask if there were events that led to the car’s handling problem. Were the tires recently replaced or rotated, or did your customer have a flat repaired or put air in the tires? Here in the Northeast, suspensiondamaging potholes are a very real threat, but it sometimes takes a reminder for the customer to relate them to their problem.

Handling complaints can vary, but most come down to the car doesn’t go straight or it wanders.

The first place to look is at the tires’ condition and pressure. Don’t overlook tire sizing; it takes minutes to measure the circumference and the ideal situation is they’ll all match. But anything more than a 1/8-in. variance will cause a pulling problem. Wandering problems, caused by loose parts, should have been found during the initial inspection, but if nothing was found there, check the toe.

Squeaking By Another undercar system that can be responsible for more noise complaints than the suspension are the brakes. Most complaints will be squeak-related, with the common metal-on-metal grinding taking a close second. Both of these noises relate to the pad.

The grinding noise is almost always the result of worn pads and the backing plate contacting the rotor, and we all know how to deal with that. To a lesser extent, you’ll also get some knocking complaints.

Squeaking can be the most challenging and is often evident after the brakes have been serviced. The best way to deal with brake squeal is to prevent it in the first place. While we’re all familiar with brake service, it never hurts to review good practices.

By now, I’m sure we’re all aware of the risk involved with pushing

42 October 2014 | TomorrowsTechnician.com

contaminated brake fluid backward through the antilock brake system. The risk of creating blockages in the ABS modulator is just too great to overlook.

There’s really no reason not to open the bleeders and slowly retract the pistons, catching the bad fluid in your bleed bottle.

You’re going to bleed and flush the system as part of the service, so you might as well get rid of the most abused fluid right off the bat.

No matter where you live, there’s no debating that brakes live in a hostile environment that results in rust and corrosion that have to be taken care of to ensure a quality and quiet repair.

As the pads are being removed, it’s important to look for anything that isn’t moving freely and for pads that are worn evenly. Anything else indicates that the workload isn’t being distributed evenly and there’s a good chance that the pads are hanging up.

Up for Inspection As the pads are being replaced, the system inspection should continue. Open the bleeder and push back the pistons on the calipers. On the front, we use a

GETTING CONNECTED Mitsubishi TPMS Relearn Procedures Most vehicles require some type of “stationary” relearn procedure to reset the system. This requires some type of TPMS tool to activate each of the tire pressure sensors in a specified sequence so the TPMS control module can relearn their new locations. On some GM applications, a J-41760 magnetic tool is required to “wake up” the sensors. On most other applications, a factory TPMS tool or an aftermarket TPMS tool that broadcasts a radio signal is needed for the sensor position relearn procedure.

C-clamp between the outer pad and the back of the caliper. It should take little effort to retract the piston and move the caliper away from the outer pad.

If excessive effort is required, don’t force it; instead look for an indication of what’s binding and remove the caliper to further investigate. If the slides are frozen, it will be evident if the piston retracts easily with the caliper removed.

Make note if the pads are sticking in the carrier; either way, lubricate and service the sliders as well as the carrier. Be sure to remove the anti-rattle hardware in the bracket to clean the rust behind them; it’s that rust that will bind the pads, and any binding will result in noisy operation, as well as poor brake performance.

When installing the new pads, be sure to lubricate any area where the pad contacts the bracket, and insulate the pad backing from the piston and caliper.

Squeaks are the result of the pads vibrating against the piston and bracket when the brakes are

On some applications, the TPMS relearn tool can be connected to the vehicle’s OBD II diagnostic connector to read and clear codes, display system data and perform sensor ID programming.

On many Asian and European applications, each individual tire pressure sensor has a unique ID code. Vehicles that currently require this kind of reprogramming include most Hyundai, Infiniti, Kia, Lexus, Mitsubishi, Nissan, Subaru, Suzuki and Toyota models.

If one or more sensors have been replaced, the new ID information has to be input directly into the system. So if you don’t have a TPMS tool that

partially applied. If possible, always install new insulator shims with a little brake lube between the shim and the pad.

It’s always a good noiseprevention practice to replace or machine the rotors when pads are replaced. Of course, we live in the real world and that’s not always possible. If you’re installing new pads against the old rotors, be sure the pads aren’t going to contact an area of the rotor that the old pads didn’t.

In some cases, the unused area of the rotor can be cleaned up. In others, it’s best to advise the customer and note on the invoice that without replacing the rotors noisy operation is a possibility.

You’ll also see many of these cars equipped with drum brakes in the rear that will add to the noise issues. The most common is a grinding noise caused by accumulated brake dust that’s most noticeable when the vehicle’s driven after a prolonged stop. The debris will collect at the bottom of the drum causing a noise that will go away as the car is driven. The

can do this, your only alternative is to send your customer back to the new car dealer to have the ID reprogramming done.

TPMS relearn procedures vary a great deal from one vehicle to the next, so you also need access to the TPMS service data for the vehicle, or a reference manual or chart that covers the relearn procedures.

Without this vital information, you can’t reset the system.

Essentially, most relearn procedures require you to put the system into a relearn mode. On some, this may require a command from a scan tool or plug-in TPMS tool. Or, you may have to cycle the ignition key on and off a certain

number of times while stepping on the brake pedal. On others, the keyless entry fob may be used to wake up the TPMS module and ready it for relearning.

When the TPMS is ready, it may signal by beeping the horn or flashing the hazard lights. The TPMS activation tool is then placed near one of the tire pressure sensors, and a button is pressed for five or six seconds to wake up the sensor. As soon as the TPMS module recognizes the sensor and learns its position, the system signals again by beeping the horn or flashing the hazard lights. You then repeat the same procedure for each of the remaining tire pressure sensors in

the specified order until the relearn procedure is complete.

Even on vehicles that have a key fob or driver information center relearn procedures, scan or dedicated TPMS tools that can interface through the OBD II connection can have advantages when it becomes to difficult to reprogram vehicles.

With some procedures using a J41760 magnetic tool, you are flying blind. Problems with the key fob, antenna and even the module or serial data bus connection can leave you chasing your tail. With a dedicated scan tool, it is possible to perform a more accurate relearn procedure to better diagnose problems.

repair is as simple as cleaning the drums and brakes, and giving the system a good visual inspection.

Don’t overlook the hardware in that inspection.

You can avoid a future noise complaint caused by broken hardware being ground up in the drum by identifying any bad hardware now. Another concern is a buildup of rust on the drum that causes interference with the backing plate.

Depending on the extent of the rust, it can be cleaned off, but it’s often more cost-effective to simply replace the drums.

The last noise we’ll talk about is a knocking noise, and it’s caused by the brake pads rattling in the brackets. It takes very little movement to result in a fairly big noise.

Hitting the Road Diagnosis is straightforward and can be performed on the initial road test.

As you’re driving over that potholed road, apply light pressure to the brake pedal; not enough to slow the car, but just enough to hold the pads tight.

If the noise is gone, you can bet the pads are moving. This driving scenario will also highlight any brake squeal noises you weren’t able to duplicate.

If the pads are moving, a hardware kit should provide you with all the parts you need to quiet the noise. ■ TomorrowsTechnician.com 45

Component Connection

Tomorrow’s Tech staff

VEHICLES WITH THE PLUG REMOVAL ISSUE: • Ford: 2005-’08 Mustang; 2004-’08 F-150; 2005-’08 Expedition and F-Super Duty; 2006-’08 Explorer and 2007-’08 Explorer Sport Trac • Lincoln: 2005-’08 Navigator and 2006-’08 Mark LT • Mercury: 2006-’08 Mountaineer

Engines r a l u d o Ford M n o s e u Techniq l a v o m e Plug R

F

ord’s Modular engine, used in various Ford, Lincoln and Mercury products during the mid- to late-2000s, has been known to give techs a hard time during a spark plug replacement.

The problem lies with excessive carbon buildup on the plugs, especially on engines that have gone beyond an OEM-recommended replacement interval. This can cause a plug to break in the chamber during its removal, creating stress on the tech and additional labor time to remove the damaged component.

46

October 2014 | TomorrowsTechnician.com

Figure 1: New plugs should be installed using a film coating of Motorcraft hightemperature nickel anti-seize lubricant on the ground electrode shield. Do not coat the electrode strap.

Techs we talked to advised addressing the issue before it can become a problem — meaning replace the plugs prior to their recommended replacement interval. That, obviously, can be a hard sell to your Ford driving customers.

Some techs who have come across the broken plug problem recommend performing an engine flush the day prior to changing out the spark plugs and letting the vehicle sit overnight as a way to loosen up the carbon deposits, allowing for less of a chance for a plug to break. This too, might not be an option, since there are many customers that expect a spark plug replacement job to be completed the same day.

Ford recognized the plug removal problem and issued a tech bulletin — TSB 08-7-6 — to address the problems associated with plug removal on various Ford vehicles.

This article supersedes TSB 08-1-9.

According to Ford, some F-150s, Mark LTs, F-Super Dutys, Expeditions and Navigators with the 5.4L 3V engine; Mustangs, Explorers, Mountaineers and Explorer Sport Tracs with the 4.6L 3V engine and FSuper Dutys with the 6.8L 3V engine may experience difficulty with spark plug removal. This may cause damage to the spark plug and leave part of the spark plug in the cylinder head.

Affected engine build dates are as follows: 5.4L 3V and 6.8L 3V before Oct. 9, 2007, 4.6L 3V before Nov. 30, 2007. The engine build date can be read on the left-hand cam cover information sticker.

To remove the spark plugs on these engines without damage, it is necessary to adhere exactly to this procedure before removal is attempted.

Caution: Do not remove plugs when the engine is warm or hot. The engine must be at room temperature

48 October 2014 | TomorrowsTechnician.com

Figure 2

when performing spark plug service. Removing the spark plugs from a warm/hot engine increases the chance the threads could be damaged.

Spark Plug Removal Procedure 1. Remove the coil-on-plug assemblies and thoroughly blow out the spark plug wells and surrounding valve cover area with compressed air.

2. Back out the spark plugs no more than 1/8 to 1/4 of a turn. Using Motorcraft Carburetor Tune-Up Cleaner, fill the spark plug well just above where the jamb nut hex sits (1/2 - 3/4 teaspoon). A minimum period of 15 minutes of soak time is required. The cleaner will wick down to the ground electrode shield and soften the carbon deposits in this time. Do not work the spark plug back and forth at this point.

Caution: Excessive Motorcraft carburetor tune-up cleaner, or repeating the process several times with too much cleaner fluid, could introduce enough liquid volume to hydro-lock the engine.

3. Tighten, and then loosen the spark plug, working the plug back and forth. Some screeching and high effort may be noticed. The expected removal torque is about 33 lb.-ft. (45 Nm). Repeat the back and forth turning as needed until turning effort is reduced, and remove the spark plugs.

Ford says do not use power tools for the plug removal — spark plugs must be only be removed with hand tools.

Figure 3

Separated/Broken Spark Plug Removal If the spark plug separates after following the Spark Plug Removal Procedure, it will fail in one of three modes. Refer to the appropriate removal procedure as required.

• Mode 1: The ground electrode shield is left behind as an empty shell. See Figure 2 on page 48.

• Mode 2: The entire porcelain insulator and ground electrode shield remains in the cylinder head.

• Mode 3: The upper section of porcelain broke off with remaining porcelain left inside the ground shield.

Mode 1 Procedure: Use Rotunda special service tool 303-1203 to remove an empty ground electrode shield from the cylinder head.

Note: This tool is only designed to work with an empty ground electrode shield. If porcelain remains, proceed to Mode 2 or 3 removal.

1. Modify vacuum cap to a 3/8” (10 mm) length for each ground electrode shield that needs to be removed.

2. Use the installation rod provided with service tool 303-1203 update to install the modified vacuum cap. Push the cap into the ground shield down to the electrode strap. This will plug and protect the combustion chamber from contamination.

3. Thread-tap the ground electrode shield using a 9.0 x 1.0 mm plug tap (tap profile is about 3-4 reduced diameter threads on the tip end). a. Coat the end of the tap with general-purpose grease. b. Turn the tap about three to four turns into the ground electrode shield. Back the tap up frequently to break chips and avoid cut material from coiling-up in the spark plug well. A tap socket adaptor is provided with service tool 303-1203 update to connect the tap to a 3/8” socket drive.

Caution: Do not attempt to remove the ground electrode shield with the tap and wrench. The tap may break if this is attempted.

4. Thread Rotunda special service tool 303-1203 into the ground electrode shield.

See Figure 3.

50 October 2014 | TomorrowsTechnician.com

a. Install the stepped end of the tool pilot bushing into the spark plug well ensuring it bottoms out. b. Screw the center shank into the ground electrode shield. Do not over tighten the shank, to prevent thread stripping. c. Install the nylon washer and jack nut until finger tight. d. Turn the jack nut until the ground electrode is freed from the cavity and withdraw the tool assembly.

Mode 2 Procedure: 1. Add an additional 1/2 teaspoon Motorcraft Carburetor Tune-Up Cleaner fluid into spark plug well and allow 15 minutes of soak time.

2. Using long-nose pliers, grasp and remove the porcelain with an up and down motion taking care not to fracture the porcelain.

3. Refer to Mode 1 Procedure to remove the remaining ground electrode shield from the cylinder head.

Mode 3 Procedure: Caution: Do not drive porcelain down into the ground shield with a punch as fragments may enter the combustion chamber.

Note: Use Rotunda special service tool kit 303-1398 to remove porcelain broken inside the ground electrode shield.

Figure 4

Caution: The engine and the bonding adhesive must be room temperature of 70째 F (21째 C) or higher for proper cure and bond strength. Verify the expiration date of the adhesive.

Caution: Do not reuse pins from the tool kit.

This ensures the correct surface characteristics for bonding.

1. Remove any remaining electrode material from broken porcelain with long-nose pliers.

2. Spray Motorcraft Metal Brake Parts Cleaner into the porcelain hole for two to four seconds using the straw nozzle supplied with the brake cleaner can.

3. Using the tool kit, insert a pin into the collet.

Screw the collet onto the threaded rod. Install the assembled collet, pin and threaded rod into the steel tool pilot.

4. Retract the collet and pin into the steel tool pilot, protecting the pin.

Note: Pin tip damage or bent pins will prevent insertion into the porcelain.

5. Insert the completed assembly into the spark plug well and fully engage the pin into the porcelain.

See Figure 4.

6. Spray Motorcraft Metal Brake Parts Cleaner two

Continues on page 52

TomorrowsTechnician.com 51

CrossWord PuZZle ACROSS

Tomorrow’s Technician October Crossword

1. Valvetrain parts, perhaps 5. S in tire's M+S marking 9. Buckets and benches 10. Engine output, in a way 11. One end of combination wrench 12. Vintage-vehicle revitalizer 14. Two-wheel personal-transporter brand 16. Franchised vehicle vendor 19. Mechanics' conversations (4,4) 20. Hub protrusion 23. Interior door feature 24. Roof with removable panel 25. Parking areas 26. Custom-bike creations

DOWN

Solution at www.tomorrowstechnician.com Continued from page 51 to four seconds between the spark plug well and steel tool pilot. The steel tool pilot must be lifted up approximately 1/2” to allow brake cleaner to flood the porcelain and pin.

7. Scrub the porcelain inside diameter by moving the threaded rod up and down vigorously.

Take care making sure the pin does not disengage the porcelain.

8. Repeat steps 6 and 7.

9. Remove the tool assembly. Again flood the

Figure 5

52

October 2014 | TomorrowsTechnician.com

1. Reciprocating engine parts 2. Master and ____ cylinders 3. Car corrosion 4. Compression-ignition engine 6. Shifter selection 7. Coolant component 8. Shuddering clutch action term 13. Old-car noises, often 15. Rubber donut in firewall 17. Twist-off cooling-system parts (3,4) 18. Foot control, sometimes 19. Kill engine by mistake 21. Harley trike wheel count 22. Octagonal-sign order

porcelain with Motorcraft Metal Brake Parts Cleaner for two to four seconds, then blow out the entire spark plug well and porcelain with dry compressed air.

Note: Clean and dry components are key to bonding the pin to the porcelain.

10. Repeat steps 1-9 to prepare remaining porcelain fragments as needed.

11. Disassemble the collet and pin from the threaded rod. Dry the tools thoroughly with dry compressed air. ■

DIRECT CLASSIFIEDS

Why switch to PDQ? PRICES. Low prices. High Quality. Always.

1st time buyer? Order from this ad and receive these special prices.

Call now to order or to receive a free 2014 catalog 1-800-434-5141 www.autobodysupplies.com

54

October 2014 | TomorrowsTechnician.com

Report Card

The strong, powerful, sporty and rock-solid style of the Peugeot Quartz, unveiled recently at the Paris Motor Show, is clear from the outset.

Its shapely design combines the body of an SUV with the cabin of a sedan.

The upper section of the cabin gives the impression of a single block in which the various functions have been carved. The metallic arches encase and attach the polycarbonate windows to the body, enhanced by a sculpted body form that captures the light. They also add to the vehicle's silhouette by lending a mineral look to the overall finish.

As it flows towards the rear wings, the glass roof molds into two spoilers that further enhance the aerodynamic design. These are aligned with the separator between the two Quartz finishes: mineral grey at the front — inspired by rock crystal — and matte black for the rear wings, offset by occasional splashes of red.

According to its designers, the Quartz concept's sculpted styling requires an outstanding engine.

Developing a total of 500 hp, the fullhybrid plug-in drivetrain comprises a combustion engine and two electric motors.

Under the hood is a 1.6L THP 270 power plant developed by Peugeot Sport. Mated to a six-speed automatic transmission, the four-cylinder engine delivers torque of 330 Nm, with a specific output of nearly 170 hp per liter,

56

By Ed Sunkin, Editor

making it one of the world's top performers.

The front axle is also driven by an 85 kW electric motor with direct drive. This charges the 400 V battery during deceleration phases and assists the combustion engine with gear changes.

The rear axle also features an 85 kW electric motor for propulsion and battery charging. A specific ESP handles braking distribution between the four wheels to ensure both vehicle stability and optimize battery charging.

The Quartz utilizes three driving modes to deliver an outstanding drive: • ZEV, which can cover up to 30 miles on a single battery charge using the plug-in battery; • Road mode, where the combustion engine and front electric motor

Rocking the Road

October 2014 | TomorrowsTechnician.com

work together to enhance driving pleasure and maximize battery charging during deceleration; and, • Race mode, which harnesses the power of the engine and both electric motors to get the most out of the chassis and running gear equipped with limited-slip differentials. This makes it possible to divide torque between the wheels based on the individual grip of each.

To use the system to its full potential, the Quartz front axle employs bespoke MacPherson struts, with a multi-arm arrangement on the rear, including on-board electric motor. The pneumatic suspension automatically adjusts ground clearance of the vehicle on the road.

This function, controlled by an optical system that literally reads the road, uses cameras linked to a navigation system to anticipate changes in the road surface.

With the Quartz concept, Peugeot engineers have blended the heightened expression of a nextgeneration SUV with the punch of its more high-performance models. The Quartz’s engine/motor combinations, undercar responsiveness and vehicle intuitiveness, will ensure unparalleled enjoyment from behind the wheel.

Source: Peugeot ■

2014 School of the Year finalists

View videos from all of the top School of the Year finalists. Just go to:

http://bit.ly/1ts1jmO