Underhood Service

■ The Changing Diagnostic Outlook ■ Dodge Cummins Diesel Service ■ Probing Electrical Problems A

MAGAZINE

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TECH FEATURE: Honda Civic Hybrid Service

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CONTENTS 32

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Engine Series

Memory Lane

Dodge’s 6.7L Cummins Diesel

Welcome to My World

In 1989, Dodge made a bold move in the automotive market by offering the Cummins diesel for its mid-size truck line. Diesel specialist Bob McDonald explains the service needs and updates on these engines that have been around for nearly 25 years.

Looking back over 25 years of being in business, Randy Rundle realizes that his typical customer has changed in much of the same way he has by tuning out a lot of the modern world. Discover how owning and servicing antique vehicles can give you a different perspective on how cars work.

Editor Edward Sunkin, ext. 258 email: esunkin@babcox.com Managing Editor Jennifer Clements, ext. 265 email: jclements@babcox.com

Technical Editor Larry Carley Contributing Writers Gary Goms, Scott “Gonzo” Weaver, Bob McDonald and Randy Rundle

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Graphic Designer Dan Brennan, ext. 283 email: dbrennan@babcox.com

Ad Service Director Cindy Ott, ext. 209 email: cott@babcox.com

Publisher Jim Merle, ext. 280 email: jmerle@babcox.com

Circulation Manager Pat Robinson, ext. 276 email: probinson@babcox.com

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DEPARTMENTS

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Columns

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6 Gonzo’s Tool Box

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

10 Directions 12 Aftermarket Update

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52 Tech Tips

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61 Rapid Response

AUGMENTED REALITY

62 Products

CONTENT IN THIS ISSUE: Auto-Video Inc. Hybrid Service Cummins Diesel

68 Guess the Car

PRESIDENT Bill Babcox bbabcox@babcox.com 330-670-1234, ext. 217 VICE PRESIDENT Jeff Stankard jstankard@babcox.com 330-670-1234, ext. 282

14 Diagnostic Dilemmas

63 Classifieds

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Editorial advisory Board Brent Crago, owner Top Tech Automotive Cleveland, Tennessee

Marvin Greenlee, owner Meade & Greenlee Inc. Salem, Oregon

Rick O’Brien, technician Coachworks Portland, Maine

Paul Stock, owner Stock’s Underhood Specialists Belleville, Illinois

Marc Duebber, owner Duebber’s Auto Service Cincinnati, Ohio

Anthony Hurst, owner Auto Diagnostics Ephrata, Pennsylvania

Tom Palermo, general manager Preferred Automotive Specialists Jenkintown, Pennsylvania

Michael Warner, owner Suburban Wrench Pennington, New Jersey

Audra Fordin, owner Great Bear Auto Repair Flushing, NY www.womenautoknow.com

Roger Kwapich, owner Smitty’s Automotive Toledo, Ohio

Van Pedigo, owner Richfield Automotive Center Richfield, Ohio

Sales Representatives: Bobbie Adams badams@babcox.com 330-670-1234, ext. 238 Sean Donohue sdonohue@babcox.com 330-670-1234, ext. 206 Dean Martin dmartin@babcox.com 330-670-1234, ext. 225 Glenn Warner gwarner@babcox.com 330-670-1234, ext. 212 John Zick jzick@babcox.com 949-756-8835 List Sales Manager Don Hemming dhemming@babcox.com 330-670-1234, ext. 286 Classified Sales Tom Staab tstaab@babcox.com 330-670-1234, ext. 224

Underhood Service is a member tions: of and supports the following organiza ?

UNDERHOOD SERVICE (ISSN 1079-6177) (May 2013, Volume XVIII, Number 5): Published monthly by Babcox, 3550 Embassy Parkway, Akron, OH 44333 U.S.A. Phone (330) 670-1234, FAX (330) 670-0874. Periodical postage paid at Akron, OH 44333 and additional mailing offices. POSTMASTER: Please send address changes to UNDERHOOD SERVICE, 3550 Embassy Parkway Akron, OH 44333. UNDERHOOD SERVICE is a trademark of Babcox Media, Inc. registered with the U.S. Patent and Trademark Office. All rights reserved.

A limited number of complimentary subscriptions are available to individuals who meet the qualification requirements. Call (330) 670-1234, Ext. 260, to speak to a subscription services representative or FAX us at (330) 670-5335. Paid Subscriptions are available for non-qualified subscribers at the following rates: U.S.: $69 for one year. Canada: $89 for one year. Canadian rates include GST. Ohio residents add current county sales tax. Other foreign rates/via air mail: $129 for one year. Payable in advance in U.S. funds. Mail payment to UNDERHOOD SERVICE, P.O. Box 75692, Cleveland, OH 44101-4755. VISA, MasterCard or American Express accepted.

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» Gonzo’s Toolbox

By Scott “Gonzo” Weaver

Understanding Electrical Circuits Will Expedite Diagnostic Repairs

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work order comes to you with this complaint: “My turn signal indicators light up when I step on the brake pedal or when I’m driving at night.” Do you have a good idea what the problem is? Or, are you completely lost and debating sending this job to another shop because it’s not something you think you can handle?

Let’s see if I can simplify the problem for you and retain this customer for your shop. Before making the repairs, it’s important to first understand how things are supposed to work.

So, what are you looking at?

Essentially, you’re witnessing an electrical current trying to finish its journey from positive to negative. This can only happen if the vehicle is equipped with a dual-filament bulb in the rear of the car, where the turn signal and brake are combined into one bulb filament.

In order for this to happen, there has to be a good bulb in the circuit. (If there is a broken filament in the bulb, you won’t see this phenomenon.)

In regard to the original complaint, this cannot happen any other way than what was

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described in the work order.

There is a similar occurrence with the front bulbs, but, in that case, only the indicator is on and the brakes do not affect it.

Very simply put, it’s a bad ground signal at or near the bulb or bulb housing. A lot of manufacturers have gone to these one-piece bulb housings in the rear sections and they can be very problematic and lead to many false diagnoses if they are not properly checked. The housings can melt the connection from the bulb to the socket or, in many cases, melt the connection between the harness and the housing. Always disconnect the housing from the harness and examine both the connector and the housing for deformation, melted leads or discoloration.

HOW TO SPOT THE PROBLEM The first thing to do in any diagnostic procedure is to duplicate the problem. Since this can only happen with a dual-filament bulb where the brake/turn lights are combined, you can safely assume that the problem is coming from the rear of the vehicle. As

you turn on the signal, observe the condition on the cluster as you apply the brakes. Unless both rear bulbs have lost their ground signal simultaneously, you should easily spot which side is the problem area.

Keep in mind that as you flip on the turn signal (with combined turn/brake light systems), you are essentially turning “off” one of the brake lights, thus blocking the electrical signal to that individual bulb filament. One side will work correctly while holding the brake on, and when flipping the turn signal in the opposite direction, the feedback will show up on the dash with one turn signal indicator lighting up at the same time that the other one is flashing.

CONFIRM THE DIAGNOSIS The only tool I use for this procedure is a good old-fashioned test light. Before getting out of the car, turn on the hazards and the parking lights. (This is another good pre-test.) Now, go to the rear of the vehicle and you’ll notice one side of the car is not illuminated. This should coincide with your early test results.

Next, remove the housing

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» Gonzo’s Toolbox and find a good ground for your test light. Then, test the three leads to the bulb.

With the hazards and the parking lights on, two of them should be working — one will be flashing and one will be on solid. If you’re in the right area, you’ll find out there’s going to be another lead showing positive current.

Since your test light is grounded, you’re actually seeing a completed circuit when you touch the test light to the (bad) ground lead. This all starts from the true positive lead, then through the bulb filament, then through the ground lead and, finally, through your test light. (A good ground would not light up the test light.)

In a lot of cases, the bulb filaments might even start to show signs of a dim output, because you have provided a small trace of a negative feed into the circuit by way of your test light. At this point, I’ll use a jumper wire attached to a good ground and touch it to the “real” ground wire for the circuit. If there are no other breaks in the connections through the housing or the wiring, the bulb should start working normally.

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SPECIAL NOTES Keep your test light probe lead as sharp as possible.

Also, when probing a lead, do not use the probe in the actual socket; instead go from the backside of the connector. This way, you avoid spreading the connector open and creating a new problem.

When I’m in an area where I can’t get to the rear of the connector, or it’s sealed, I use a sewing needle-size safety pin or a quilter’s pin (it has a “T” handle top that’s easy to hold on to) to stab the wire. It leaves a very small mark that almost completely disappears when removed.

I also make up my own jumper wires from a roll of flex wire (not standard wire); I try to make them all about 2-½ feet in length.

This seems to be the best length for maneuvering around and from side-toside in a car.

It’s an easy repair and an even easier diagnosis once you understand the fundamentals of how these electrical circuits operate.

With a bit of practice, you’ll find electrical repair is easier than you thought and you’ll be able to retain a lot more work in your shop, as well as keep more customers coming to your door. ■

» Directions

By Edward Sunkin | EDITOR

Driving Services in the Bays il really can be black gold for automotive repair shops. According to The NPD Group, oil change service is the leading driver of traffic through service bays and represents the greatest opportunity for cross-selling other services.

NPD’s car care consumer tracking research finds that tire rotations, air filter replacements and car washes are among the top services purchased at the same time as an oil change.

“With consumers driving less and softer demand for automotive maintenance and repair, automotive service outlets need to maximize each service occasion,” said David Portalatin, NPD executive director and aftermarket industry analyst. “Service providers who are providing just the oil and filter service are missing out on significant revenue opportunities.”

NPD’s Car Care Track, which monitors purchase behavior details of the “do-it-yourself” and “do-itfor-me” auto aftermarket and repair consumer, finds that 24% of customers are purchasing tire rotations with their oil change, 17% buy an air filter

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or cabin air filter replacement, 12% of oil change customers purchase a car wash or car detailing, and 11% purchase wiper blades or brake service.

NPD’s Car Care Track also reported that independent repair shops are getting a higher percentage of brake service and a variety of repair and replacement-oriented needs, such as steering and suspension, fuel system, electrical and engine work, whereas car dealers and tire shops are much more effective at cross-selling tire rotating or balancing. Quick lubes are more likely to cross-sell air filter replacements in conjunction with the oil change, but lag behind other service channels in all other categories.

“Each car that enters a service bay represents a finite opportunity for revenue growth. Once that car exits the bay, unperformed maintenance and repair represent lost sales that may prove difficult to capture on some future occasion,” says Portalatin. “Suppliers and service providers, working together, can evaluate the service mix and find opportunities for growth, while also offering consumers complete car care service.” ■

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» Aftermarket Update Identifix Launches Direct Quote Estimating Tool

Estimating tool enables shop owners and counter staff to easily build customized estimates in a reader-friendly format that customers can understand.

Identifix has announced that it has added the Direct Quote estimating feature to its online tool, Direct-Hit, at no additional cost to subscribers. Direct Quote provides quick and easy access to the most current and reliable estimating information, helping repair shops to be even more productive.

“The ability to generate accurate estimates is critical for both aftermarket shops and dealership service departments, which is why it was so important for us to include the Direct Quote

feature within Direct-Hit,” said Jeff Sweet, president of Identifix.

“Ours is not the only estimating tool available in the repair industry, so we made sure that Direct Quote delivered functionality that was unique to Direct-Hit, enabling shop owners and counter staff to easily build customized estimates in a reader-friendly format that their customers could understand.”

Call 1-800-745-9649 to take a personal online tour of Direct Quote, or visit identifix.com for more information.

16-Year-Old Dirt Late Model Driver from Illinois Wins $50,000 ‘Search for a Champion’ Grand Prize Bobby Pierce, a 16-year-old high school student who is also one of the nation’s top Dirt Late Model drivers, is the $50,000 grand-prize winner in the “Search for a Champion” racing sponsorship contest from FederalMogul Corporation’s Champion Spark Plug brand.

A sophomore at Oakwood (IL) High School, Pierce was one of 15 finalists selected from hundreds of entries in the popular contest, which requires participants to submit a two-minute video describing how a Champion sponsorship will help them dominate the competition.

Finalists and the grand-prize winner were selected on the basis of votes received at the www.AlwaysaChampion.com website as well as through input from NASCAR Sprint Cup driver and Champion spokesperson Kevin Harvick. Pierce, currently ranked

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fourth in points in the Lucas Oil Dirt Series, garnered more than 13,000 of the total 114,000 votes cast in the contest. Finalists represented virtually every form of engine-driven racing, including circle track, drag, motocross, boat and snocross competition.

“Bobby looks, acts and drives like a champion, and his video projected the passion that’s required to build and maintain a successful racing career,” Harvick said.

Bobby’s passion for racing comes naturally: His father is National Dirt Late Model Hall of Fame driver and professional car builder Bob Pierce, who was among the most successful Super Dirt drivers of the 1980s and ’90s. His mother, Angie, and sister, Ciara, are members of his crew.

To learn more about Bobby and to follow the success of his Championpowered No. 32 Dirt Late Model car, visit www.bobbypierceracing.com.

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For free e-mail updates with the latest aftermarket news, tech tips and supplier promotions, log on to AutoCarePro.com.

ASRW Moves to Two Expo Days, Three Education Days Beginning with the 2013 event, Automotive Service & Repair Week (ASRW) will become a two-day expo, with three days of education. The show floor will be open Oct. 17 and 18 from 9:30 a.m. to 4:30 p.m. daily. The ASRW Conference Program will take place Oct. 16-18, and the event remains at the Mandalay Bay Convention Center in Las Vegas.

The change is in response to feedback gathered from exhibiting companies as well as attendees, and will offer significant business and financial efficiencies for all ASRW participants.

With this updated schedule, participants will enjoy the same number of Expo hours as in the past, but streamlined into two days.

To deliver the maximum experience and value to ASRW attendees, several key events will evolve for 2013, including the ASRW Industry Forum panel discussion and the creation of a new on-floor networking event.

“After diligently compiling, researching and examining feedback from our loyal participants, these changes reflect the culmination of months of work, and we are so pleased to reveal our plans,” stated Ron Pyle, ASA president. “This new show structure was carefully crafted to foster a deeper level of networking and community among attendees and within the industry, and provides a solution to a longtime industry need identified through our research.”

For additional information, go to www.ASAshop.org. ■

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» DiagnosticDilemmas

Troubleshooting Business

Changes In Our Diagnostic Outlook

By Gary Goms, contributing editor

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verybody likes to read about a Diagnostic Dilemma that has been solved to everybody’s satisfaction. But this month I have an unsolved Diagnostic Dilemma that is more about customers than cars. This particular dilemma involves a 2005 Ford Crown Victoria with headlamps that randomly lose power during night driving.

According to its 80-year-old owner, a flick of the dimmer switch will reactivate the headlamps for several days, weeks or perhaps a month.

Based on a prior experience he had with intermittent headlamps on a 1978 Ford LTD, the Crown Victoria’s owner requested our local Ford dealership replace the light switch, which, of course, didn’t solve the problem.

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Because the two lighting technologies are completely different, the customer arrived at a false conclusion.

As I explained to him, a headlamp switch on a 1978 Ford LTD is mechanical device containing a circuit breaker that’s designed to momentarily interrupt current to the headlamps if the lamp wiring circuit shorts to ground. The headlamps will blink off, but they will come back on. In contrast, his 2005 Crown Victoria uses a fuse box to protect the lighting circuits and a module to control the lighting system. The lights blinking off and on probably, according to my experience, has more to do with the lighting module than with a faulty lighting switch.

I also explained that the diagnosis might be complicated by his vehicle being equipped with the optional automatic dimmer and daytime driving light modules.

At this point, I was fairly certain that I was talking way over my octogenarian customer’s head, but hope springs eternal. When I checked the light module for diagnostic trouble codes, I found five trouble codes addressing different parts of the system, including the newly installed light switch. I hate to use the word “assume,” but to make sense of the codes, I had to assume that most of these codes were stored when the dealer tech replaced the light switch. If it were me, I would have cleared all codes after replacing the

» DiagnosticDilemmas

Troubleshooting Business

switch. But, since this wasn’t the case, I spent an the changes that might be affecting our future hour running the headlamps, checking for loose diagnostic outlook. While I’m certain that diagfuses, and doing a wiggle test on the light module nostic techs working in rust-belt areas don’t have and failing to duplicate the problem. this problem, in my end of the world we have So, with my suspicions and experiences pointvery little rust and, as long as it’s economically ing at the lighting feasible to continue repairmodule, I’m faced at ing a vehicle, many vehithis point with making cle owners seem to be an educated guess on choosing that option. In the cause of the interfact, after the economy mittent loss of light crashed in 2008, many in complaint. Since the our rural mountain area owner is living on a actually began rehabilitatfixed income, I recoming some of the “golden mended clearing the oldies” parked in their codes and driving the back yards. On some days, vehicle until the lights I’ve been using my old 60again failed. At least pin Ford break out box then I would have more than I’ve been using some valid codes to my scan tools. But, the work with. diagnostic reality is that But, I actually had electronic parts are becomtwo Diagnostic ing less available for many Dilemmas, the first In contrast to the “good old days,” the of these vehicles and I being technical and the best way to diagnose an intermittent believe more will find second being clearly failure in the headlamp circuit is to use their way to the scrap yard communicating with due to major electronics a scan tool to retrieve trouble codes. the customer. Given a failures than due to realistic approach, the technical part I can deal conventional mechanical failures. with. But the customer communications part When I first began working as a gas pump attenbegan to give me trouble. After I patiently dant in the late 1950s, engines would last only explained the situation, this retiree seemed to about 70,000 miles on average before developing understand that replacing suspect parts would be a burned exhaust valve or a knocking connecting expensive and with no guarantee of success. rod bearing. Even worse, the interior upholstery When I called back a week later, he told me that would last only about half that long. Back in that he had driven the car on a 300-mile trip with no day, it wasn’t hard to find a five-year-old vehicle headlamp failures and I haven’t heard to the conrusting away in a salvage yard simply because it trary since. I had to ask myself if the customer was worn out and its technology had become had any confidence whatsoever in my technical obsolete. But now, the average age of our national know-how. Is a repair possible in this circumvehicle fleet is pushing 11 years, with much of stance? Probably only if my customer drives at this longevity being attributed to better engines night, which might not be the case. and powertrains and far more durable exterior paint and interior appointments. So, given some OUR AGING VEHICLE FLEET decent maintenance, it’s not unusual for a modBecause we work on different types of vehicles in ern vehicle to last well over 250,000 miles and 10 different situations, most of us in automotive years of age. While much of the maintenance diagnostics become the products of our experineeds on older vehicles disappear into the DIY ences. With that said, let me expound for a bit on market, most owners still need the services of a 16 May 2013 | UnderhoodService.com

» DiagnosticDilemmas trained diagnostic technician to deal with the vehicle’s electronic failures. Given the aging of our national vehicle fleet, we’re probably going to see an interesting mix of new and old coming through our shop doors.

Thanks to more vehicle recalls and more information available through various technical hotlines, I’m also seeing fewer pattern failures among out-ofwarranty vehicles. Other pattern failures have simply disappeared due to better fuels and oils. For example, most veteran techs have repaired the sticking fuel injector poppet valves on the late 1990s 5.7L Chevy Vortec truck engines.

As you may recall, a stuck poppet valve would result in a cylinder misfire. A reformulation of our gasoline and conversion of the poppet valve systems to conventional fuel

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injectors has since eliminated this once troublesome problem. As a matter of fact, I’m seeing no contaminated fuel or fuel-quality problems whatsoever in our current market. I couldn’t say that 10 years ago.

On the other hand, I’m seeing more problems caused by the lack of familiarity with older systems. Case in point, I had a client ask me about the cause of a minor, but irritating, nocode surging complaint at low engine speeds and light throttle applications on his 1996 5.7L Chevy Vortec. At 140,000 miles, I recommended replacing the original spark plugs, wires, distributor cap and rotor just to eliminate the possibility of secondary ignition problems. Since the problem remained, I next recommended re-synchronizing the distributor cam sensor, which was running at about -7°, due to

Leaking fuel pressure regulators were very common on this early 2000 Chevy Vortec truck engine. Thanks to better replacement parts, I haven’t seen a similar failure in the past several years.

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» DiagnosticDilemmas timing chain wear. While -7° cam synch normally wouldn’t cause any problems, it might aggravate a minor lean-fuel condition brought on by dirty fuel injectors. Re-synching the cam sensor did remedy the complaint. Here again, this vehicle is now 17 years old and we’re diagnosing a non-pattern failure that is related more to age and mileage than to any particular design or component failure.

OUR MODERN VEHICLE FLEET Although some technicians believe that hybrid, electric and alternative fuel vehicles are more a fad than technical reality, I believe quite to the contrary.

During the early 1990s, I covered much of the technology that various auto manufacturers were racing at Colorado’s famous Pikes Peak hill climb.

Even then, at least one major petroleum company was doing developmental work on propane and natural gaspowered vehicles. One auto manufacturer had even set a new class record with a batterypowered compact pickup truck.

The fact is, much of the development work on all hybrid, electric and alternative fuel vehicles is at least several decades old. Two of the world’s largest motor companies are heavily invested in producing hybrid and electric vehicles and now we’re beginning to see hybrid technology adapted to conventional platforms in the form of idle/stop technology.

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by certifying their technicians to be “service-ready” to repair specific platforms like hybrids and electrics. Their objective, of course, is to have their technicians trained to a high level of service readiness when the new generation of vehicles appears on a show room floor. Thanks to longer manufacturer warranty and extended warranty periods, the aftermarket lags about three to four years behind dealerships on the types of maintenance and repairs we see coming into our service bays. So, although service readiness isn’t currently seen as a major requirement in the aftermarket, we do need service-ready training before we attempt to do major repairs on revolutionary designs like hybrid, electric, idle-stop and alternative fuel technologies.

The current deluge of the “service-ready” knowledge needed to diagnose and repair hybrid, electric and alternative fuel vehicles is of such breadth and depth that it’s difficult to teach on a piecemeal basis. The breadth and depth of knowledge has also increased to the point that it’s becoming more difficult to present live training in a classroom situation. A second current reality is that many trainers need at least two-dozen paying students to form a class.

And, last, any service-ready training must be sequential and in order of ascending difficulty, which are two qualities that aftermarket training has struggled to provide. Since very little aftermarket training meets service-ready standards, we’re beginning to have a dialog

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» DiagnosticDilemmas about how our training might trend away from generalized live instruction to more selfdirected, on-line learning.

We’re also beginning to discuss why Career Technical Education (CTE) must change its role in educating future technicians. To illustrate, the current task-based system works more effectively at acquiring factual knowledge than it does at promoting the understanding of that knowledge. For example, solving the low-beam lighting problem on the above 2005 Ford Crown Victoria requires far more critical and logical thinking skills (understanding) than it does

hands-on repair skills. The least critical hands-on skills are knowing how to replace a lighting module or light bulb, whereas the most critical hands-on skills are knowing how to acquire data by using a professional multimeter and scan tool. But logical and critical thinking skills are also needed to understand how the light switch, light module, automatic dimming module and daytime driving light module interact with each other to operate the exterior lighting system and what type of diagnostic strategy might be required to verify and diagnose the customer’s complaint.

Without logical and critical thinking skills (understanding), the hands-on skills become useless in the modern world of auto repair.

TOOLING AND EQUIPMENT

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22 May 2013 | UnderhoodService.com

The rubber really hits the road for independent shops when it’s time to update their diagnostic tooling. I’m sure that many of us have bought “leading-edge” tooling only to see it gather dust in the real-world environment of a production shop. As a result, many of us are approaching the topic of OE tooling with caution. But let’s keep in mind that in the near future, more vehicle operating systems will be “drive-by-wire” and will be operated by modules that will need to be initialized or programmed when they are replaced. While various J2534 reprogramming tools are designed to re-flash or program powertrain control modules

COST OF OWNING, OPERATING VEHICLE IN U.S. INCREASES NEARLY 2%

AAA has released the results of its annual 'Your Driving Costs' study, revealing a 1.96% increase in the cost to own and operate a sedan in the U.S. The average cost rose 1.17 cents to 60.8 cents per mile, or $9,122 per year, based upon 15,000 miles of annual driving.

"Many factors go into the cost calculation of owning and operating a vehicle," said John Nielsen, AAA director of automotive engineering and repair.

"This year, changes in maintenance, fuel and insurance costs resulted in the increase to just over 60 cents a mile."

The costs associated with maintaining a vehicle had the single largest percentage increase from 2012 to 2013, growing by 11.26% to 4.97 cents per mile on average for sedan owners. AAA's estimates are based upon the cost to maintain a vehicle and perform needed repairs for five years and 75,000 miles including labor expenses, replacement part prices and the purchase of an extended warranty policy. Driving the increase in maintenance costs are significant increases in labor and part costs for some models and a major increase in the price of extended warranty policies due to high loss ratios by underwriters.

Source: AAA

(PCMs) for exhaust emissions repairs, many aren’t as adept at re-flashing modules that control the various operating systems in the vehicle.

On the other hand, it’s impractical for the average independent shop to maintain a dozen or more OE scan tools and their software updates and database subscriptions to support what inevitably turns out to be a modest volume of initialization and reprogramming service work relative to that investment. Unless we’re speaking of a large, high-volume or multiple outlet shop, it’s also impractical to expect the most adept technician to gain enough training and technical proficiency to profitably repair each of the 1,000-plus vehicle platforms being sold on the domestic market each year.

Of course, this leads us to the topic of specialization. The most profitable independent repair shops in recent years are the ones that focus their operations on specific services or vehicle platforms. The math is pretty simple: A Subaru technician needs only one scan tool, one information system, one set of special tools and one relatively short learning curve to produce eight hours of billable labor. In contrast, the general repair technician needs the same tooling in multiples of 12 or more to bill an equal number of hours. While specialization isn’t possible in all market and economic bases, the narrowing of a shop’s service focus is not only possible, but will become a major requirement for economic survival in the near future. ■ Reader Service: Go to www.uhsRAPIDRESPONSE.com

» TechFeature

Hybrid Service

By Larry Carley, technical editor

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he Honda Civic Hybrid is now in its third generation, with more than 200,000 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.

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

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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 Go to www.uhsRAPIDRESPONSE.com

» TechFeature 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 BATTERY PROBLEMS 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

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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 stop-and-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.

HONDA BATTERY WARRANTY ISSUES Civic owners who have had a hybrid battery call it quits have frequently encountered confusing and misleading information about their battery’s warranty

UnderhoodService.com 25

» TechFeature

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.

In California and other states that have similar SULEV and PZEV emission rules (which includes CA, NY, VT, ME, MA, RI and CT, plus NJ, OR, WA, PA, NM and FL since 2010), the IMA battery warranty is 10 years or 150,000 miles.

On the third generation vehicles, Honda says the battery warranty in these states is 15 years or 150,000 miles. For every other state, the battery warranty is eight years or 80,000 miles, whichever comes first.

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 a “refurbished” battery for around $2,200 plus installation (which comes with a one-year warranty) Go to www.uhsRAPIDRESPONSE.com

Hybrid Service

or a new battery for around $3,000 plus installation (which comes with a three-year warranty).

Aftermarket refurbished batteries are also available for around $1,700 to $2,200 (plus the car’s old battery) 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 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.

BATTERY DIAGNOSIS 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

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Hybrid Service

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.

Craig Van Batenburg of ACDC Hybrid training (www.fixhybrid.com) recommends 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 batteryrelated faults that may or may not require replacing

the battery.

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

If the hybrid battery in a Civic is discharged, Van Batenburg offers the following advice for recharging it (since no high-voltage 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.

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-volt-

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Hybrid Service

age 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 12volt 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 REPAIRS/MAINTENANCE 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 $700 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 control system. Not changing the oil often enough can also foul the VTEC valve control system and set a P1259 code.

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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.

Van Batenburg says 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 high-speed setting, when the hybrid battery is too low, or when any IMA-related faults are present. ■

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Âť EngineSeries

CUMMINS DIESEL

Coming of Age: CUMMINS DIESEL POWERS DODGE FOR NEARLY 25 YEARS

by Bob McDonald, diesel specialist

W

hen you hear the name Cummins, what is the first thing that comes to mind? Most of the time, if you have any knowledge of trucks, a Dodge truck is the first thing that comes to mind. The Cummins diesel engine has always had a great reputation for reliable diesel power. Though the Cummins diesel engine can be found in many applications, it seems to obtain most of its credit from drivers of over the road trucks. In 1989, Dodge made a bold move to the automotive market by offering the Cummins diesel for its mid-size truck line.

Now, almost 25 years later, the Dodge mid-size truck with a Cummins diesel still holds an awesome reputation for efficiency, reliability and dependability.

Something you have to realize is that when this truck debuted in 1989, the diesel engine was really not sought after by consumers for the use in their mid-size truck. At this time, diesels were considered to be nothing but slow and loud clanking buckets of bolts. But, when Dodge offered a turbocharged Cummins, the public started taking notes. These engines were considerably

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quieter and offered great pulling power along with fuel mileage. Since the public already knew about the reputation of the Cummins diesel, it was really a no-brainer that the truck would prove to be a reliable workhorse that would actually sell itself to the masses.

The Cummins engine we are talking about is

» EngineSeries commonly referred to as the 6BT. The 6BT stands for six cylinders, “B” series engine and it’s Turbocharged. Many enthusiasts always wanted to know what the “B” stood for.

The “B” series family was used

by Cummins to identify those diesel engines that shared the same bore and stroke. The “B” series engines could be four or six cylinders that both shared a 4.020” bore and a 4.72” stroke.

This is very similar to other diesel engines that Cummins has produced such as the N14.

This was an “N” series engine, which had a displacement size of 14 liters. There were other displacement sizes of the “N” series, but they all had the same size bore and stroke. They were just designed for different applications.

The “B” series engines are commonly referred to as the 4BT and the 6BT. These are four-cylinder and sixcylinder engines that produced 1 liter per cylinder.

Both of these engines shared a lot of the same valvetrain components along with the same pistons and connecting rods. Both of these engine designs were used many years in agriculture long before the 6BT

In 1989, the Cummins Turbocharged diesel engine was introduced into the Dodge mid-size truck.

These engines were non-intercooled, as you will notice the pipe on top of the engine that comes from the turbo to the intake manifold.

engine was introduced in the Dodge truck in 1989.

They were primarily used in Case tractors in the early 1980s. They can also be found in other applications such as air compressors, back hoes, boats, generators and buses. So, they were long proven in reliability before seeing production in a Dodge truck.

The 6BT starting in 1989 and continuing through 1998 were commonly referred to as 12 valves. These can be easily identified by six individual valve covers on top of the cylinder head. From 1989 to 1991, the 6BT was introduced without an intercooler and a CAV-style rotary injection pump.

In 1991, an intercooler was added along with a Bosch-style rotary injection pump. This style of rotary injection pump was used until 1994, and then the engine was fitted with a Bosch P7100 injection pump. The reason for the injection pump change was to lower emissions. Diesel emissions regulations were first imposed by the government in 1994. The P7100 pump was a piston-style pump that could be used for more precise fuel and timing control, which delivered more efficiency along with more power and produced less smoke.

Throughout production from 1989 to 1998, there are only a few problems that have occurred that are worth mentioning. One would be known as the “Killer Dowel Pin.” This is the dowel pin that is used in the front of the engine block to align the UnderhoodService.com 33

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aluminum front engine cover.

This aluminum front cover is basically the timing gear cover for the front of the engine. Over a period of time, the pin has been known to back out of the engine block. When this happens, three things can occure.

One, the dowel pin falls to the pan and no harm done. Two, the dowel pin will force against the aluminum front cover and cause the front cover to crack. Three, the dowel pin falls into the timing gear of the crankshaft causing major engine damage.

A common problem on the 1994’98 models is cracking of the aluminum front cover. Since the internals of a diesel engine can cause a lot of torsional engine vibrations, sometimes the rest of the engine components cannot endure the stress the vibrations place on them. The aluminum front cover of these models is a two-piece design. There is an inner structure that bolts to the engine block that the outer alu36 May 2013 | UnderhoodService.com

CUMMINS DIESEL

The Cummins engine specs tag is located on the side of the front cover of the engine. The I.D. tag will list the size, model, horsepower rating, timing, firing order, etc.

minum cover bolts to. The inner structure of the front cover on the driver’s side of the engine is used to support the power steering pump along with the injection pump. Even though these engine components have braces that are bolted to the engine block that help support their weight, they often crack the inner structure of the cover due to stress over time.

This crack will often cause a severe unwanted oil leak at the front of the engine.

When the inner structure of the front cover finally cracks, the repair can be somewhat extensive and somewhat expensive. In order to repair the cracked support for the inner cover, the front of the engine will literally have to be removed along with the cylinder head. The reason for this is, when removing the outer front cover, you will find that the inner structure is completely surrounded by the engine’s gear train. This means that all the components such as the injection

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» EngineSeries pump, power steering pump and camshaft have to be removed in order to remove the inner structure. This is the reason that the cylinder head will have to be removed.

Let me explain in a little more detail. In order to remove the

CUMMINS DIESEL

However, there is another way to check to make sure that the injection pump is timed correctly. Toward the back of the injection pump, on the lower portion of the pump, there is a plug. If you remove the plug (there will be some oil that will come out when the plug is removed), you’ll notice that there is also a plastic line-up tool. You have to take the small alignment tool out of the plug and turn it around and place the tool back in the plug. This small alignment tool will slide right into a small opening inside the injection pump if the timing is correct. If you canThe Bosch VE-style rotary pump not slide this tool into the slot, is mounted on the driver’s side of the engine right under the intake then the slot is not properly exposed and the injection pump manifold. must be rotated in order to bring injection pump, you must place this window into sight. the engine in “time.” The injecYou can however, take a small tion pump is timed by Cummins mirror with a light and see up and there is no woodruff key in the pump shaft to align the gear.

In order to remove the pump, you must first remove the valve cover for the #1 cylinder to expose the rocker arms. Below the injection pump, there is a small plastic dowel that has been placed in the front cover by Cummins to assist in timing the engine. You must rotate the engine with a ratchet and socket The ISB-CR was introduced in 2003.

The 2003 model can be identified placed on the damper of the by the throttle control linkage engine while pressing in on the located in front of the intake maniplastic alignment dowel on the fold elbow. In 2004 and later, the front cover. When the engine is throttle linkage was eliminated in at top dead center on the #1 the engine compartment and concylinder, the alignment dowel cealed to the throttle pedal under will push in to the gear of the the dash. camshaft. To verify that the timing is in the correct position, the inside the injection pump to see rockers will be loose on the #1 if the timing window is in cylinder. sight. The window for proper

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CUMMINS DIESEL

timing should line up evenly in the small opening in which the plug was removed. If the valves for the #1 cylinder are loose and the plastic alignment dowel will push in on the front cover along with the window in the injection pump being centered in the small opening for the plug, the engine should be in time. Then the gear for the injection pump can be removed. This will have to be done with a gear puller.

Once the gear has been removed, the injection pump, along with the high-pressure lines, can be removed. The rest of the valve covers, along with the rocker arms and push rods, can be removed as well.

The reason for the removal of the cylinder head is to make things a little easier to work on. I have seen some prefer not to remove the cylinder head, but at this point, a lot of things are at stake.

The problem is the camshaft has to be removed.

But you have to remember one thing: the lifters are a mushroom-style, meaning that they are installed from the bottom of the block during assembly with the engine upside down. You will remove the cylinder head, but you’ll need to use some 1/2” wooden dowel rods to support the lifters. Yes, wooden dowel rod. You can purchase 1/2” wooden dowel rod at any hardware store generally in 3’ lengths. You’ll need to purchase enough dowel rod to make 12 10” wooden dowels. The wooden dowel rod will be soft enough to drive into the top of the lifter where the pushrod goes. Once all 12 wooden dowels are driven into the tops of the lifters, each one can be supported to the other with a rubber band. Once installed, you can pull up gently and the lifter should rise up also and stay with the rubber bands supporting each other wooden dowel. I know this sounds crazy, but this instruction is provided in detail in the Cummins service manual.

Once the radiator and intercooler are removed, the camshaft can be removed from the engine block.

There are retaining bolts behind the camshaft gear that hold the camshaft in the block that have to be removed first. Once the camshaft is removed, the inner structure of the front cover can be removed.

This is a lot of work, but it’s the only way to replace the inner structure. Like I mentioned earlier, there are some who prefer not to remove the cylinder head, but if the wooden dowel is not properly installed into the lifter in a tight fit situation, the 40 May 2013 | UnderhoodService.com

The ISB-CR was introduced in 2003. The 2003 model can be identified by the throttle control linkage located in front of the intake manifold elbow. In 2004 and later, the throttle linkage was eliminated in the engine compartment and concealed to the throttle pedal under the dash.

lifter will fall into the oil pan. Then the engine will have to be removed from the vehicle in order to remove the oil pan to extract the lifter from the engine.

One other problem on the ’94-’98 models was the fuel shut-off solenoid. When the P7100 injection pump was introduced, the fuel shut-off solenoid

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CUMMINS DIESEL

was mounted on top of the rear of the injection pump near the throttle control cable. The solenoid basically moved the external fuel shut-off lever.

The older style rotary pumps had a solenoid mounted externally, but internally the solenoid stopped fuel from flowing by releasing a rubber plunger when the solenoid was de-energized. On the P7100 injection pump, the solenoid basically moved an external lever, which would shut off the fuel to the pump. This basic style was great until the solenoid went bad.

Owners would crank their vehicle and when reaching their destination, would realize that they could not cut their engine off. They would have to go under the hood into the engine compartment and lower the fuel shut-off lever manually. Really no big deal until you had to purchase the solenoid. This was a terrible marketing design by Cummins because the fuel shut-off solenoid was $350. (For a little electric motor, Cummins wanted $350?)

So, when working on this year model of Cummins, it’s not uncommon to find a “choke” cable off of a lawnmower installed with a handle mounted somewhere below the steering wheel at the lower part of the steering column.

This $25 apparatus worked well. All you have to do is cycle the ignition switch to the off position and pull the cable and the engine would shut down. If you wanted to crank the vehicle, just simply push in on the cable and normally start the vehicle with the ignition switch. Now, after some 12 years, there are some aftermarket companies who are manufacturing an electric fuel shut-off solenoid for about half the price. Some owners had become pretty inventive by adapting some similar fuel shut-off solenoids from industrial and agricultural equipment.

In mid 1998, Cummins introduced another version 42 May 2013 | UnderhoodService.com

of the 6BT. This would be known as the ISB. This stands for Interact System B. With growing demands from the government to lower emissions, Cummins released a 24-valve design engine with an electronic high-pressure injection pump and electronic injectors. The electronic injection pump is also known as the Bosch VP44. These engines produced a little more power and torque with more fuel efficiency and less smoke. The ISB engine with the VP44 injection pump was only produced until 2002, but gained more power each year.

One of the biggest problems these engines suffered from was the injection pump. The VP44 did not like fuel starvation.

When first introduced, a small fuel pump was placed on the back of the fuel filter housing. It was discovered that this type of fuel pump would not last and would burn up. The purpose of the fuel pump was to draw fuel from the tank and pressurize it to supply the VP44. Over a period of time, the fuel pump would lock up and not function. But, the crazy thing is, the fuel pump locking up would not cause the engine to immediately shut down. The injection pump itself was able to siphon fuel from the tank into the chamber of the pump. Drivers would continue to operate the vehicle noticing only a small stumble or cut-out sometimes. The whole time the VP44 was siphoning fuel from the tank, the pump itself was actually deteriorating from starvation. When the owner finally realized that there was a problem, it was too late. The injection pump would have to be replaced along with an updated fuel system to remedy the problem. The updated fuel system was an upgrade for the fuel pump. This upgrade consisted of a pump-in-tank with all the necessary hardware and lines to remove the existing pump on the back of the filter housing and mount an electric

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CUMMINS DIESEL

relay from the fuse box under the hood to power the fuel pump.

Some aftermarket companies offer fuel pump upgrades for the VP44 fuel system. This consists of a frame-mounted high-pressure pump that constantly supplies fuel to the injection pump. Either update has decreased the failures of the VP44. But, keep in mind that this injection pump has an electronic module integrated in it, which is the pump’s “brain.”

This electronic module can also fail at any time.

There are numerous running conditions that can occur with this style of pump when the module is going bad. This will happen even when there is ample supply of fuel to the pump. These injection pumps are expensive, so make sure to purchase one from a reputable supplier. Often owners may find one at a third of the price, but have not seen any reliability or dependability.

Another problem from the ISB was the block cast-

The PCM for the Cummins common-rail is mounted on the driver’s side of the engine near the oil pan rail.

ing number 53. The casting number for the engine is on the side of the block. Number 53 was manufactured from 1999 to 2001 from a Brazilian named

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As fuel is pressurized by the common-rail injection pump, the fuel enters a storage area known as a common-rail. Notice that all the high-pressure lines for each cylinder are attached to the rail. Do not loosen the lines while the engine is running. The high-pressure fuel can pierce the skin and enter the blood stream resulting in death.

Fuel pressures can reach as high as 26,000 psi.

company called TUPY. The problem with the 53 block was the thin water jackets that surrounded the cylinder walls. The water jacket would usually crack toward the rear of the block on the driver’s side, causing a small coolant leak. As time went by, the crack would grow by several inches in length, causing major coolant loss and overheating issues.

Many attempts have been made to repair the crack, but only some have succeeded. Most of the time, the engine is replaced with a different casting number from a salvaged vehicle. If you’re an owner of this year model and are concerned, look for a casting number. If there is no casting number on the side of the block,

then it is likely that the block was manufactured in Mexico and there were no issues. Cummins corrected the situation by increasing the thickness of the water jackets and working with the Brazilian manufacturer by developing a stronger block. This block can be identified with a casting number 54.

In 2003, Cummins released the ISB-CR. As growing emissions demands were being placed on diesel manufacturers, Cummins came out with a complete electronic common-rail diesel engine.

Common rail uses high-pressure diesel injection with electronic injectors to increase fuel atomization for better efficiency.

The common rail injection can use multiple injection events per

cycle to increase maximum power along with a reduction in emissions. The Cummins common rail engine thus far has not had any major failures or problems. There are some situations where there has been an injector failure or maybe a high-pressure pump or some other electrical sensors, but no major mechanical problems thus far.

In 2007, to meet the needs of greater demands of emissions reduction and more power, Cummins released the ISB 6.7.

This is a 6.7L engine that yields 408 cubic inches. Why this is considered a “B” series engine is unknown due to the fact that it does not have the same bore and stroke as the existing “B” series family. The bore of the 6.7 is 4.21” and the stroke is 4.88”. There were a few recalls that dealt mostly with the 2007 model year, mainly dealing with some issues of the diesel particulate system and some soot buildup issues.

The power of the 6.7 is almost triple of the original 12-valve design.

For turbocharging, Cummins has always used Holset manufacturing. The Holset turbocharger has always proved reliable with very few failures. Of course, as demands for emissions and power became an issue that warranted a design change, so did the design change for the turbo just as everything else? For the 6.7L, Holset introduced a variable geometric design, which allowed for less spool time at lower rpm and more boost at upper engine speeds creating more efficiency throughout the entire rpm range. ■ UnderhoodService.com 45

» MemoryLane

TODAY’S CUSTOMERS OF YESTERDAY’S CARS

Welcome to My World I

have often been accused of living in a time warp. And, I would have to plead guilty, but with an explanation. All of my customers are working on vehicles that are 60+ years old or older, so that’s the environment I am in every day. When you’re surrounded by antique vehicles for 10 hours a day, six days a week, that becomes your world. I tend to tune out the modern world.

I recently celebrated 25 years in business as Fifth Avenue Antique Auto Parts. (I’ve worked on antique vehicles since I was about 10 years old.) It was a time of reflection to look back at how and why I got in this business in the first place, and how things have changed in the past 25 years.

That lead to writing a book (see page 44) about the history of Fifth Avenue Antique Auto Parts ($20 post paid) that highlights the cars I’ve worked on, the places and events I’ve been involved in, along with some of my more “entertaining customers.”

In looking back, I realized that my typical customer had changed much like me. When I started Fifth Avenue, many of my customers were working on the cars of their youth. They had gone out and bought a 1950 Ford Club Coupe like they had in high school and were going to recreate one just like their old one. Because most of them had grown up with the cars they are working on now, they had the mechanical ability to fix most anything on these cars. They knew how everything worked, including the good points and bad of the electrical cooling and fuel systems, but they just needed a little help making things more

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By Randle Rundle, owner of Fifth Avenue Antique Auto Parts www.fifthaveinternetgarage.com

reliable. They really wanted to not have to work on their antique vehicle, just drive it.

Many of those customers came to me because of my involvement in the Great Race. They knew that I was the guy who could make an antique vehicle reliable enough to be driven 4,500 miles across the United States in 10 days and they “wanted a piece of that knowledge.”

When the Great Race stops for an overnight stop in a city, the cars are on display for about three hours in a downtown location. You can look at the cars up close, talk to the driver and navigators and ask all of the questions you want. Then the teams drive to the parking lots of the motel to work on their cars and prepare for the next day’s events. As a spectator, you can follow them back to the motel parking lot and watch them prepare for the next day.

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» MemoryLane

TODAY’S CUSTOMERS OF YESTERDAY’S CARS

When antique vehicle owners see a car entered in the Great Race that is the same make and model as theirs, naturally they are going to look things over pretty close to see what is different with the Great Race car as compared to theirs. Thus the education process begins and it could not come from a better source. Who better to learn from than the guy who is driving his car, the same model as yours across the county, 4,500 miles in 10 days?

When that antique vehicle owner calls me the next morn-

ing, it almost always starts out like, “I was at the Great Race overnight stop in ______ and saw one of your alternators on a _____, which is the same car I have, and I talked to the car owner and he said you set up his car and that you made his car reliable…I want what he has.”

That’s how it was for the first 15 years I was in business. Then my education began. Along came another generation that didn’t grow up working on the old cars and did not have the “commonsense” knowledge that the prior generation had.

They weren’t around when these antique cars were driven on a daily basis, and, as a result, they struggle. They’re more easily frustrated; not understanding the technology of the era and why the fix is not an instant fix.

One day it hit me I was in a transition phase. I still have the old, educated customers who know what they want and how things work, and “if you send me what I need I can get it installed and make it work.” But now I was also having to educate a new generation — one that had never

Ford Model T’s on display during the car’s 100th anniversary.

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» MemoryLane

TODAY’S CUSTOMERS OF YESTERDAY’S CARS

ROAD RALLY ALONG THE MISSISSIPPI The Great Race is an antique, vintage and collector car competitive controlled-speed endurance road rally on public highways. It is not a test of top speed. It is a test of a driver/navigator team’s ability to follow precise course instructions and the car’s (and team’s) ability to endure on a cross-country trip.

The 2013 Great Race starts in St. Paul, MN, on Saturday, June 22. From there, it will run south with overnights in Wisconsin, Iowa, Missouri, Arkansas, Tennessee, and Mississippi, towards its finish line in Mobile, AL on Sunday, June 30.

In all, the race will cover 2,100 miles, cross into 10 states in nine days, and afford numerous sights and crossings over the Mississippi River.

No matter the route, Great Race participants have, over the years, viewed some of the most amazing scenery this country has to offer, and toured some of the coolest back roads to get there.

These pre-World War II cars aren’t exactly cut out for interstate driving, so the intricate routes were designed to suit antique cars and their capabilities, in terms of speed and durability.

The competition, which was founded in 1983, contains numerous timed endurance rally stages. Vehicle entries must have been manufactured in 1969 or earlier with a competition crew of a driver and a navigator in each competing vehicle.

For more information on the Great Race visit www.greatrace.com.

been around a generator charging system, had never driven a car without air conditioning or a stereo, never driven a car that overheats, never driven a car that vapor locks on a 100° day, and had never seen a plain AM radio…what the heck is that? Oh, and a manual transmission is also a new concept and the car with the manual three speed with overdrive, that was a mindblower.

Their expectations were also different. When they “work” on an antique vehicle they are sometimes not prepared for the physical effort required to perform a simple task. In some cases, spending more than an hour or two on a task is ridiculous, so I am told.

But once you explain to them how the technology of the day works and how automobiles have progressed in the last 60 years — just like computers, telephones and the rest of modern technology — they start to understand and appreciate what they have. They are amazed at how simple it is to diagnose and fix a problem, and they like the unique styling of the antique vehicles. And, there are “all of these different brands like Studebaker, Willys and Packard I have never heard of,” they say.

So I explain that it’s part of owning and driving an 50 May 2013 | UnderhoodService.com

antique vehicle, you’ll have the pride that goes along with working on and learning how to fix your antique vehicle yourself, and you get to drive something unique. You’ll be the envy of your neighborhood, just like when your antique vehicle was new.

You can join a car club and meet people who will share their knowledge and help you enjoy your car as you get out and drive it. It goes beyond just owning an antique vehicle. The whole family gets involved, people talk to each other. You’ll have a sense of belonging. After they give it some thought, that usually seals the deal. ■

» TechTips

BMW / Ford / Mercury / GM, Isuzu / Volkswagen This month is sponsored by:

BMW’s Electric Power Steering Is Not Working Properly Vehicle Application: 2003 Z4 2.5L and 3.0L, and 2004 Z4 2.5L Customer Concern: The electric power steering is not working properly.

Potential Causes: Defective electric motor power steering (EMPS), blown fuse or damaged wiring harness.

Tests/Procedures: 1. The electric power steering system on this vehicle is a one-piece unit that has the control module and the power steering assist motor.

2. Check for proper power and grounds at the module.

Fuse 22 and fuse 64 both feed the assembly. They provide battery voltage on the red wire and the green/white wire.

3. The brown wire should be chassis ground.

4. Other wires are for communication and a signal from the steering angle sensor. These values can be checked in the datastream of a scan tool, but should not be a problem if there are no related codes stored for them.

Tech Tips: The power steering assembly should always have a centering clip installed on the shaft whenever it’s removed from the vehicle. Once installed, the clip can be removed. A new module should have the clip installed; if not, return the module and get another one. Never install a used one because they will not be centered and clipped properly. New modules also require coding and steering angle initialization after installation.

Courtesy of Identifix.

Ford/Mercury Experiences Loss of Second and Fourth Gear Vehicles affected: 2007-’08 Ford Escape and Mercury Mariner Some 2007-’08 Escape and Mariner vehicles equipped with a CD4E transmission may experience a loss of second and fourth gear.

Service Procedure 1. Check the transmission fluid condition. Refer to Workshop Manual (WSM), Section 307-01A. Does the fluid condition pass evaluation? a. No - this article does not apply, refer to WSM, Section 30701A for normal diagnostics.

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Transfer Case Motor Typical Failures and Prevention Applies To: Chevy/GMC, Ford, Mazda and Isuzu 4-wheel-drive vehicles equipped with transfer case motors.

Problem: Unable to change to 4wheel-drive mode. Possible transfer case motor failure.

Solution: Replace defective original motor with a CARDONE remanufactured unit.

Installation Tips: Most units fail because of water or mud intrusion. Carefully inspect the motor boot or protective coverings.

Be sure the connector seals can keep water and debris out. Check the wiring harness and connector.

Replace or repair wiring as necessary. After installation, periodically select 4-wheel-drive mode to ensure operation when needed.

Replacement motors for GM vehicles are supplied in 2-wheel-drive position. If necessary, select or move the transfer case into 2-wheel-drive before installation of the replacement motor. GM applications will require a scan tool to clear the codes from the transmission control module (refer to the vehicle service manual for correct tool and procedures).

Ford applications require transfer of wire connector pins. Be sure to record pin location before removing the original unit.

Courtesy of CARDONE Industries, Inc.

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» TechTips

Ford / Mercury

b. Yes - proceed to Step 2.

2. Remove the automatic transaxle.

3. Remove the torque converter and pump shaft from the transmission.

4. Remove the turbine speed sensor (TSS) from the pump; discard the TSS O-ring seal.

5. Position the transaxle so the pump assembly is facing upward.

6. Remove the servo cover retaining ring, servo cover, servo piston and return spring.

7. Remove the pump assembly while holding the rotating parts in place using a screwdriver inserted through the turbine speed sensor hole in the pump while removing the pump assembly. See Figure 1.

8. Remove the intermediate and overdrive band assembly from the case. Be sure to get all pieces and make sure no contamination is left inside the transmission. See Figure 2.

Figure 2

Figure 1

– Choose the correct band for application from the kit: – four-cylinder engines require light-colored

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» TechTips

Ford / Mercury / Volkswagen

friction material; and – six-cylinder engines require dark-colored friction material.

9. Install the intermediate and overdrive band assembly into the case.

10. Install the #1 pump support thrust bearing onto the pump support with petroleum jelly.

11. Install the pump assembly into the case with a new pump separator plate gasket and outer pump body O-ring.

12. Measure servo travel; select and install the correct length servo rod assembly.

13. Install a new servo cover and retaining ring.

14. Install a drain plug using thread sealer on the threads, torque to 25 Nm (18 lb.-ft.).

15. Install a new O-ring on the TSS sensor and install the sensor into the pump.

16. Position the transmission top side up.

17. Install the pump driveshaft and torque converter.

18. Install the automatic transaxle.

Courtesy of Mitchell 1.

Volkswagen’s Battery Is Discharged, Engine Won’t Start Model(s) affected: All 2000-’10 models, all engine codes and VINs One or more of the following symptoms is possible: • Discharged battery; • Engine does not start because of low battery voltage; • Voltage display in the combination instrument displays too low; and/or • “Low battery” fault codes in various control modules.

Service

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Tip: Refer to ElsaWeb for other technical bulletins that apply to specific vehicles with discharged batteries. These bulletins provide information about intermittent faults and correct battery testing/charging procedures.

Note: Perform all steps to systematically test for faults and to avoid repeat repairs.

Note: The power supply to the vehicle must not be cut off. Do not perform terminal 30 reset. Do not remove or disconnect the battery, battery cables or fuses.

Check the fault memory.

• Compare control units on the fault memory print-out with vehicle equipment (PR numbers).

Are all necessary control units listed on the print-out? Any control units not listed may be faulty and could be indications for the further fault finding.

• Check which non-genuine parts are installed, e.g. tow bar, animal protection, radio, DVD, etc. If an increased closed-circuit

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» TechTips

Volkswagen

current is found, check these components first.

Step 1: Verify Battery Condition 1. Connect Midtronics INC-940 (or equivalent) to the battery.

2. Check and/or charge the battery based on applicable technical bulletin.

3. If INC-940 test fails the battery, replace the battery before continuing.

Step 2: Verify Sleep State Current 1. Connect a 50-amp current clamp to the VAS 5051A/B. 2. Calibrate the current clamp.

3. Connect the current clamp to the negative battery cable with the arrow pointing away from the battery.

Tip: Current flows out of the battery to the chassis of the vehicle.

4. Close all doors, trunk or hood latch so vehicle control units detect that all doors are closed.

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5. Arm the vehicle’s anti-theft system with the remote.

Tip: • If the vehicle has easy entry handles, then it is necessary to keep clear of all handles to avoid bus communication/wakeup message.

• On vehicles equipped with air suspension, after the engine is turned off, the system will stay in standby for up to five minutes.

6. Observe the sleep state current draw after vehicle is left untouched for TWO HOURS. 7. If after two hours the vehicle exceeds maximum sleep state current draw, proceed to Step 3: Consuming Circuit Isolation. If the vehicle does not exceed maximum sleep state current draw, perform a long-term (overnight) measurement test. Record the long-term measurement using the MIN/MAX setting of the scan tool.

VEHICLE: NOMINAL SLEEP CURRENT:

PHAETON

ALL OTHER MODELS

50 MA

40 MA

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» TechTips

Volkswagen

• Excessive current = Measured current > nominal sleep current Tip: Periodic spikes in current draw are normal.

STeP 3: Consuming Circuit Isolation Tip: Due to the state of the CAN bus communications in the vehicle, it is no longer acceptable to pull each individual fuse one at a time to try and

identify which circuit is consuming current.

Removal/reinsertion of a fuse while the vehicle is in a sleep state may wake the bus of the vehicle, and invalidate the test. Identifying “consuming” circuits must be done by measuring a voltage drop across the fuses and aligning with the value in the Current Consumption Matrix, an example of the matrix is shown on page 57. For a pdf of the complete matrix, email Ed Sunkin at esunkin@babcox.com.

Starting at interior fuse boxes, perform the following tasks: Tip: Use the VAS 5051A/B multimeter function, Fluke 83 multimeter or equivalent.

• Use the “mV” scale on the meter.

• Measure the voltage drop across fuse by placing the positive lead on one side of the fuse and the negative lead on the other side.

• Take the absolute value of reading of voltage drop (ignore negative signs) and then reference the voltage drop chart to determine how much current the circuit is currently consuming.

• Check all fuses until the fuse with approximate excessive current draw is identified

Identification of Component: 1. Once the fused circuit is identified, use the service repair and wiring diagram information in ElsaWeb to identify all components on the circuit.

2. Disconnect the components from the circuit one by one and allow sleep current to stabilize after each elimination.

3. Measure the vehicle current consumption and voltage drop across fuse once again. If within normal range, as specified in the matrix, the component with excessive consumption is identified.

4. Repeat steps above until component is identified causing excessive current draw.

Courtesy of Mitchell 1. ■ 60 May 2013 | UnderhoodService.com

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» Shop NAPA Ultra Premium disc brake pads are the ideal choice for keeping vehicle braking systems in like-new condition, even under the harshest conditions. All pads are designed to exactly match the fit, form and function of the vehicle, just like OE pads. Plus, they are designed with exact OE noise-dampening characteristics and backed by a noise-free guarantee for the life of the pads. Visit NAPAonline.com to learn more.

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Corroded filler necks are a major source of evaporative emission leaks. With the increase in states requiring vehicle emission testing, replacing the corroded filler neck is not only important because of the ecological benefit, it’s also important because a rusted and corroded filler neck will contaminate a vehicle’s fuel system, potentially causing premature fuel pump failure. Spectra Premium’s 100% tested filler necks are dual-coated for enhanced corrosion protection, and are built to meet or exceed manufacturer’s specifications.

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BendPak’s new ToughPads fit later year BendPak two-post lifts and offer the grip of natural rubber combined with the ultimate in abrasion- and tear-resistance of polyurethane. The durable, wear-resistant polymer compound extends the life of the contact pads, which helps increase workplace safety and reduces operating costs.

The round slip-over design makes installation quick and easy. Other features include: abrasion-resistant, oil- and solvent-resistant, higher load bearing capacity, tear-resistant, heat- and cold-resistant. ToughPads replace earlier BendPak contact pads made of natural rubber.

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The latest TechSmart Tech Session features the TechSmart PMD Relocation Kit (S39001), which presents a real-life solution to the problem found in many GM 6.5L diesel engines. With the TechSmart kit, technicians can relocate the PMD anywhere they choose in the engine bay. View the video at www.youtube.com/TechSmartParts and www.facebook.com/TechSmartParts.

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WIX Filters has launched a new XP line of high premium oil filters engineered to withstand the toughest of driving conditions and scientifically designed to maximize the performance of synthetic motor oils. XP filters are ideal for vehicles subject to: towing trailers, boats and heavy equipment; high idling conditions in stopand-go city driving; harsh driving environments, such as dusty and muddy roads; and extremely high temperatures. Premium oil filters such as XP provide several benefits, including: wire-backed, fully synthetic media to trap more dirt, dust and grime, and a greater resistance to hardening and cracking due to silicone anti-drainback valve.

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» Test Drive Gasoline-Electric Hybrid Vehicles Gain Traction

E

xperian Automotive released findings from an analysis of the hybrid vehicle segment in honor of Earth Day. The analysis showed that market share of hybrid vehicles has increased by 40.9% since 2011, going from 2.2% in 2011 to 3.1% in 2012. While hybrid vehicles still only make up slightly more than 1% of the total vehicles in operation, the segment has witnessed steady market share growth over the past several quarters.

“With more than 50 hybrid vehicle models from various manufacturers available in the U.S. today, hybrids on the road are saving nearly 500 million gallons of petroleum annually in this country,” said Tony Markel, senior engineer with the U.S. Department of Energy’s (DOE) National Renewable Energy Laboratory (NREL), in Golden, CO. Markel recalled that DOE and NREL’s collaborative research with the auto industry, which started 20 years ago, spurred the development of hybrid-electric technology for the mainstream market to help reduce the country’s dependence on petroleum.

“With millions of hybrid vehicles on the road today, hybrid powertrains are mainstream market reality,” Markel concluded.

Toyota and Lexus said its hybrid vehicles make up 70% of the U.S. auto industry’s total hybrid sales.

Twelve Toyota and Lexus hybrid models are currently available in the U.S. Toyota and Lexus sell 19 hybrid models and one plugin hybrid in 80 countries and regions around the world. Twelve of the models are available in the U.S. Between now and the end of 2015, Toyota will introduce 18 new hybrid models and expects global sales of its hybrids to be at least 1 million units a year in the same period. The company forecasts that about onethird of those will be sold in the U.S. Toyota’s hybrid vehicle sales in the United States began in July 2000 with the first-generation Prius.

“The first Prius was a surprising success and we never imagined the market would become as vast as it has for the hybrid powertrain,” said Bob Carter, Toyota Motor Sales senior VP of automotive operations. ■

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The winner will be randomly selected from correct entries and awarded $50. Entries must be received by June 1, 2013.

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April Solution: Kia Sephia Solved by: Bryan Shurger, technician, Wilson’s Goodyear, Odenton, MD

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