■ Extended Oil Change Intervals ■ A/C System Inspections ■ Gonzo’s Toolbox: Professionally Speaking A
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TECH FEATURE: Hall Effect Sensor Diagnosis
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CONTENTS 32
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Teck Talk
A/C Update
Extending Oil Change Intervals
Compressor Inspection
Technical contributor Gary Goms explains that extended oil change intervals can be a mixed blessing. On the upside, they help conserve oil and reduce carbon emissions. On the downside, many vehicle owners are forgetting to check their engine’s oil level between oil changes — and risking damage.
When a customer comes in
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 Dowie and Randy Rundle
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complaining that their vehicle’s A/C system is not working, the problem can stem from a number of things. And the best way to begin any A/C repair as is with a thorough inspection of the components.
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
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PRESIDENT Bill Babcox bbabcox@babcox.com 330-670-1234, ext. 217
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VICE PRESIDENT Jeff Stankard jstankard@babcox.com 330-670-1234, ext. 282
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CONTENT IN THIS ISSUE:
55 Guess the Car 55 Classifieds 60 Gonzo’s Toolbox
Publication
Publisher’s Perspectives Auto-Video Inc. 29 and Extending Oil Changes A/C Hose and Line Inspections
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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
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
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
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UNDERHOOD SERVICE (ISSN 1079-6177) (April 2013, Volume XVIII, Number 4): 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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» Publisher’s
Perspective
By Jim Merle | PUBLISHER
DID YOU EXPERIENCE THE MAGIC OF AVI PLAY IN THE LAST ISSUE? IF YOU HAVE, THANK YOU!
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f not, don’t miss the excitement provided by Augmented Reality (AR) technology powered by AVI PLAY within the pages of Underhood Service. Once you’ve downloaded AVI PLAY, open the App and hold your smart device over this page to unlock a special message from me. We launched our AVI PLAY App last month, providing a seamless transition from the pages of Underhood Service to digital information on your mobile device in the form of video, 3-D imaging and other exciting types of content supported by AR. Are we heading down the right path? I believe we are, and so does Apple. Apple is quickly moving into Augmented Reality in an attempt to stay ahead of its customers’ expectations. They have identified Augmented Reality as a new content channel with a plethora of applications that includes education; we have a similar strategy in place. Each issue of Underhood Service will continue to include insightful technical features in print, supplemented by relevant video content powered by AVI PLAY. And there’s more. Watch for our advertisers taking advantage of this technology by bringing an additional dimension to their advertising and promotional messaging.
Start now by downloading AVI PLAY by following these two easy steps: Step 1: From your Apple or Android
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it’s downloaded, hold your device over this page to unlock a special request from me.
Share your thoughts by contacting me at 330-670-1234 ext. 280, or by e-mail at jmerle@babcox.com.
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INDUSTRY NEWS... Automotive Parts Associates’ (APA) 32nd annual Shareholders’ & Manufacturers’ Conference, held March 14-16 in St. Augustine, FL, boasted 310 people in attendance, building on the momentum of last year’s successful event. Serious about fueling their business success, the 66 members and 74 vendors in attendance engaged in several networking opportunities and one-on-one meetings. The general session kicked off with opening comments by Dan Freeman, APA president and CEO. Keynote speaker Tim Knox, shared commonsense business advice in the areas of customer service and leadership. Read more on the conference at: http://bit.ly/10eGRHw. Veyance Technologies, Inc., manufacturer of Goodyear Engineered Products, announces that Robert Ostrander of Mr. Fix It in Otter Lake, MI, is the 2012 Goodyear Gatorback Club grand-prize winner. Ostrander received a $1,750 Snap-on Tools gift card, a $1,750 Visa debit card and an array of Goodyear Engineered Products apparel and merchandise. Ostrander has been a Gatorback Club Member for two years and was thrilled to be named the 2012 grand-prize winner. To learn more about the Gatorback Club and to sign up for rewards, visit: www.goodyearep.com/gatorbackclub. It’s time to “Get Dirty with Kenny” and this year, Kenny Schrader is bringing along his friends, Kevin Byrd and Willie B., the hosts of the Federated-sponsored SPEED show “Two Guys Garage.” Kenny and the Two Guys will be taping a special on-location episode of “Two Guys Garage” as Federated entertains the winners of this exclusive Federated Car Care promotion. The annual “Get Dirty with Kenny” dirt track driving extravaganza will again take place this year at the Federated Auto Parts I-55 Raceway in Pevely, MO, outside of St. Louis. Winners of this Federated Car Care promotion will receive the opportunity to race with NASCAR driver and dirt track legend Schrader as well as get a behind-the-scenes look at the racing business. To be eligible to win a chance to “Get Dirty with Kenny and the Two Guys,” a shop must be enrolled as a Federated Car Care Center member by June 1, 2013. To find out if you are up to the “dirty” challenge, visit www.federatedautoparts.com.
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Tenneco has launched a new website for its Walker emissions control brand products that provides a wealth of valuable, timesaving diagnostic tools and other important content designed specifically for automotive professionals. The new WalkerExhaust.com features continuous access to comprehensive eCatalog tools through a highly visible new location along the left side of the screen, as well as a convenient part search feature covering the complete offering of Walker catalytic converters. Read more at: http://bit.ly/10j1XWo. ■
» Directions
BY Edward Sunkin | EDITOR
Passing the Advisory Board Torch
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any of you reading this have probably bumped elbows with Al Duebber at one time or another. In fact, in the automotive service and repair industry, it would almost be hard not to. Duebber, as you may know, is the founder of Duebber’s Automotive, a nine-bay automotive repair shop that includes a full-service gas station and convenient store in Cincinnati, OH. In the past 40 years, Duebber has been active in industry organizations. He’s served as vice chairman for the Automotive Service Association (ASA) and has served on the board of trustees for National Automotive Technicians Education Foundation (NATEF). He’s been ASE-certified as a service consultant (level C1) and an Accredited Automotive Manager through the Automotive Management Institute. And his shop, which won the 2004 CARQUEST Excellence Award, was one of
the first service centers in the country to be recognized by ASE as a Blue Seal of Excellence facility. Besides his service in various automotive repair organizations, Duebber also has served as an advisory board member for Underhood Service since the magazine was founded back in 1995.
Many of you know Duebber retired late last year, and handed the reins over to his son Marc. We’re proud to have Marc continue the Duebber
You can read more about Marc and Duebber’s Automotive beginning on page 14 in our “Around the Shop” column. 10
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tradition of serving on our advisory board that is used for advice on article ideas and trends in the industry, as well as assistance in completing surveys or questionnaires about the industry for our research needs. And, look for profiles of our other helpful advisory board members (listed on page 4) in upcoming issues of this magazine. We take this opportunity to thank them for their service in providing content ideas that helps us generate a beneficial magazine to you, our readers. In case you missed its introduction in last month’s issue, we are continuing our exciting bonus Augmented Reality (AR) content throughout this issue with AVI PLAY. Using your smart device, (see download instructions to the right), you can view additional technical content that comes alive at your fingertips.
This AR content (listed on page 4 of this issue) is presented in short, informative clips that we at Underhood Service believe is next step in the dissemination of technical and instructional content to shop owners and technicians. Email us your ideas and comments on AR at esunkin@babcox.com. ■
» Around the Shop
ADVISORY BOARD PROFILE
Customer Service is Key to Longevity for
Duebber’s Automotive
By Cheryl McMullen, Contributing Writer www.duebbersautomotive.com
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f there’s one steady theme running through 40 years of business at Duebber’s Automotive in Cincinnati, OH, it’s stellar customer service. It’s the tradition passed from the original two-bay shop founded in 1973, to the eight-bay shop transitioned in December to the capable hands of current owner, Marc Duebber. Customer service, Duebber says, is what he likes best about the business. “Definitely, 100%, it is taking a situation where somebody is distraught and making that situation better for them,” he said. When someone comes in with a blown radiator hose, Duebber gets the car in, gets it fixed, and delivers it to the customer’s home or work. “Whatever they need, it’s just a matter of getting it taken care of and making them happy. That’s what we do best, no question. My goal is to equate to them ‘you really don’t have a problem, just a situation,” Duebber
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Marc Duebber, owner says. “Like they say in Jamaica, no problem mon, just situation.” And to ease that situation, Duebber’s offers pick up and delivery service, early and late
pick-up and drop-off, and a rental car for local driving while the vehicle is serviced. For customers working during servicing, Duebber’s has free Wi-Fi, free drinks and even a private office available. In Cincinnati, you’d better stand out from the crowd. “There’s probably 10 shops in a five-mile radius from us,” he said. “It’s competitive.” He compares the competition to that of banks. “They all do the same thing. It’s just a matter of their level of service. That’s where we’re at,” he said. Technology and convenience makes a difference in serving those customers as well. “It’s crazy, but there are some people I’ve never even talked to.” With early and late drop-off and pick-up, thanks to Duebber’s Carry Out, the convenience store right next door to the shop, the vehicle can be
» Around the Shop dropped off before the shop opens. The tech takes a look during work hours. But where once he showed the customer their worn brake pads in person, now it’s pictures on the iPhone by text or email. A lawyer in court or a teacher in the classroom can’t take a phone call, he says, but a text showing the problem, the fix and the cost does the trick. That’s how some customers want it: simple. But technology, too, can pose its own headaches, Duebber said. “Technology keeps creeping in to the business. The Internet has become an absolute animal,” he said. A problem every shop faces is people with access to parts online. When Duebber tells a customer the final cost of service, the customer invariably brings up a part found on eBay at half price. Duebber does his best to explain. “I sell my service and warranty first. Here’s what I’m giving you. And I’m going to 100% cover it,” he said. “You can’t pick up some steaks at the butcher and take them on down to Outback and have them cook them up,” he says. Still, there are those who want to pick up that eBay pump even if it’s nonreturnable and not guaranteed. “I just say, ‘yes, you can buy that part. But if that part fails, you’ll pay me to do that job again and you’ll pay me to take the part back off.’ We’re in the business to make a profit.”
EDUCATION Of course, state-of-the-art technology and equipment have helped Duebber’s Automotive meet the changing needs of customers. But that quality equipment doesn’t
mean much without top, educated technicians. The shop, founded by Duebber’s father, Al, celebrated 40 years in March. Duebber says he grew up in and around the shop since the age of 10. In December, Al retired and transitioned the business to his son. And if the emphasis on customer service was passed from father to son, so was the idea that education keeps technicians stateof-the-art as well. “Cars are changing. Technology is changing,” Duebber says. “Let’s be the best at what we’re doing. The idea behind getting ASE certified, taking classes and continuing education is state-ofthe-art.”
His team embraces the challenge. Recently, Duebber took the entire shop to professional training classes at an expo put on by an auto parts supplier in Cincinnati. “We all went to different classes. I paid for the training, and I paid them to be there.” The team wants to improve as a whole, because they want to be the best. That’s a lesson young techs coming up in the ranks can learn, Duebber says. “If you don’t have passion about what you’re doing, I don’t care what it is, it’s never gonna work for ya. It’s all about passion and drive.” ■ UnderhoodService.com 17
Âť TechFeature
CRANK AND CAM SENSOR
By Matt Dixon, assistant professor, Southern Illinois University at Carbondale
Crank and Cam Position Sensor Operation, Function, and Diagnostics
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all effect crankshaft position (CKP) and camshaft position (CMP) sensors are critical components of an engine management system. The inputs they provide enable the powertrain control module (PCM) to determine engine speed and position including where a given cylinder is within the four-stroke cycle. Such information is vital to command ignition coils and fuel injectors in proper time and sequence. The data from these sensors also is utilized for other important functions including fuel metering, misfire detection, variable valve timing (VVT) control and more. Although two-wire variable reluctance sensors producing an alternating current can still be found, the three-wire digital Hall effect sensor has become the most prevalent type on late-model vehicles. Despite such importance, CKP and CMP sensor diagnostics are often misunderstood. This
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article will examine three-wire Hall effect CKP and CMP sensor operation, function and diagnostics. Hall effect position sensors contain a magnet and electronic components, but, at a simple level, are switches. The switch is a transistor within the sensor. The functions of the three wires are sensor supply voltage, signal voltage and ground. Unlike their two-wire counterparts, Hall effect sensors require external power and ground to function. The transistor within the sensor connects or disconnects the signal circuit to ground. Voltage on the signal circuit is provided by the PCM utilizing five
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Figures 1 and 2: Voltmeter monitoring the CMP sensor signal wire. The ignition is in the run position. As the metallic feeler passes under the sensor, signal voltage is pulled low by the sensor. When the feeler gauge is moved away, voltage remains at the 5 volts provided by the PCM.
or 12 volts. A small level of current is passed through a magnetic field within the sensor, which is altered by a revolving metallic tone ring. The actual Hall effect is a change in voltage in relation to the change in magnetic field. Hall effect voltage is processed using several electronic conditioning components to switch the transistor base. The result on the signal circuit is a digital high or low voltage signal. While positioned over a metallic section of tone ring, the transistor is switched on, resulting in a low-voltage state. When over an air gap, the transistor is switched off, resulting in a high-voltage signal state. A DVOM and a ferrous piece of metal such as a feeler gauge can be used to test basic functionality of a three-wire CKP or CMP sensor. See Figures 1 and 2. The tone ring provides a metallic pattern of slots that rigidly connect to the crankshaft or camshaft(s). The tone ring for the crankshaft can be an external plate located directly behind the harmonic balancer, be a part of the flexplate or flywheel, or bolted to the crankshaft internally. Likewise, a camshaft tone ring can be placed and attached using different methods. Location and placement choices have pros and cons. For example, flexplates can crack around the center section often without the expected noise or other symptoms. Such a crack can shift the outer section containing the tone ring slots. This has a dramatic impact on timing and results in noticeable driveability issues. See Figure 3 on page 20. The trend over time has been an increasing number of slots in the tone ring pattern. Each slot provides an engine position pulse to the PCM. Additional slots provide improved timing precision and misfire detection. Often a CKP signature notch or groups of notches allow the PCM to quickly identify companion cylinders. See Figure 4 on page 20. UnderhoodService.com 19
Âť TechFeature As the engine revolves, the CMP pattern enables the PCM to synchronize crank and camshafts and determine which cylinder is on which stroke. Unique signature patterns afford some engines the capability to start even if a CKP or CMP sensor fails. Other engines will not start at all. If the engine does start on only one sensor, it may experience long crank time, reduced power output, lower rpm limits and an illuminated MIL. Tone ring patterns can change between model years on the same engine. See Figure 5 on page 22. This is important when considering installation of used or remanufactured engines or parts. This can be more difficult to visually catch than one might think. Incompatibility between CKP and CMP tone rings or the PCM family can result in a no start. The number of CKP slots per unit of time provides the rpm value. Rpm value is used for many items beyond the tachometer and rev limiter, including fuel pump relay control strategy. If the rpm value is lost, the PCM is programmed to de-energize
Figure 4: The tone ring can be a part of the flexplate. This flexplate features signature notches to quickly identify engine position. Go to www.uhsRAPIDRESPONSE.com
CRANK AND CAM SENSOR
Figure 3: Upon close inspection of this flexplate, a crack can be seen forming around the center section of the plate. Once the crack makes it all the way around, actual crank position in the center can shift compared to the outside. If the CKP tone ring is utilized on the outer portion of the flexplate, measured crankshaft position will be incorrect.
this relay. Rpm is also an often-overlooked value in load calculation. Fuel injection systems determine airflow based off of either rpm and mass airflow signal or rpm and manifold absolute pressure values. Correct air mass per unit of time is essential for accurate injector pulsewidth. Engine rpm can also be compared with transmission input shaft speed to verify torque converter lock up. Crankshaft position is used for timing functions including injector firing. Port injection systems typically pulse injectors during the exhaust stroke. Gasoline direct injection systems pulse on the intake or compression stroke depending on operating mode. Pulsing injectors on the wrong stroke
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» TechFeature
CRANK AND CAM SENSOR
Figures 5a and b: Be careful of changing patterns even on the same engine year to year. These are both Dodge 2.7L V6 CKP and CMP scope patterns. The left (a) was taken from a 2001 model and the right (b) from a 2008. Though the crank pattern is obviously different and perhaps easy to spot, take a look at the cam pattern. The left has a slot code pattern of 1-2-3-1-3-2 while the right is 1-3-1-2-3-2. This is important to consider during engine or head replacement using different parts.
can result in increased emissions and power loss. Base ignition timing and spark advance each depend on accurate position calculation. An important spark advance input, the knock sensor, may only be monitored during certain degrees of crankshaft rotation. With camshaft phaser VVT, the CMP to CKP relationship is used to determine if advance or retard commands
have been carried out. A malfunction or slow operating system results in degrees of variance and a possible DTC. Crank position and acceleration is also used to detect misfire. When each cylinder is “up to bat” on the power stroke, the PCM expects to see an acceleration in crankshaft speed. A lack of acceleration is counted as a “strike” or misfire. Enough misses in a group of rev-
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22 April 2013 | UnderhoodService.com
olutions result in a misfire code. See Figure 6 on page 24. There is one new function to mention. Engine start-stop technology is appearing on conventional gasoline-powered vehicles to improve fuel efficiency. When the PCM determines conditions are suitable for automatic engine shutdown, the PCM closely monitors and logs the CKP pattern. Crankshafts usually stop in one of a few places depending on number of cylinders. As the crankshaft comes to a rest there is no guarantee that it will only rotate in its normal direction. Up until now, it was unnecessary to ever think about monitoring for reverse rotation. However, with automatic restart, it’s imperative to log exact crankshaft position for a rapid and seamless start. Both CKP and CMP patterns are utilized along with upgraded PCM software to accurately log shutdown crankshaft position. PCM, CKP and CMP sensor diagnostics can be confusing. Unlike a typical five-volt engine coolant temperature sensor, CKP and CMP sensors utilize the ends of the voltage spectrum during
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» TechFeature normal operation. There is no way to reserve a section for volts too low or too high types of failures. Instead, rationality is employed using a “tattletale” method. If either the CKP or a CMP sensor reports a toggling voltage pattern while the other(s)
CRANK AND CAM SENSOR
do not, the opposite sensor(s) are deemed to be inoperative. P0335 no crank signal and P0340 no cam signal codes are set this way. Such rationality sounds simple enough but sometimes the PCM can be “tricked” into declaring the
Figure 6: Honda scan tool screen shot showing misfire counters. Engine misses are detected by the PCM using crankshaft acceleration or lack of it as measured by the crank position sensor. Such data is helpful in detecting misses or verifying a repair even without a corresponding code.
wrong failure. This is more likely during an intermittent failure. Failures such as P0339 intermittent crank signal failure can be downright perplexing. Also, if neither CKP nor CMP sensors are functioning, it is possible to encounter a no start without any codes. It should be mentioned that CKP and CMP sensors often share a PCM supply voltage and a sensor ground. See Figure 7. A
Figure 7: CKP and CMP sensors often share supply voltage and sensor ground with each other and other sensors. An open or short in a shared circuit can bring multiple sensors to a halt. 24 April 2013 | UnderhoodService.com
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CRANK AND CAM SENSOR
Figure 8: This 2012 Chrysler 300 6.4L V8 CKP sensor is revealed after the underbelly AERO shield and starter removal. Luckily there is an easier way to monitor it.
short in one sensor can bring down all sensors on a supply voltage circuit as can a sensor ground open. Monitoring key-on sensor supply voltage is a logical step during a no start. If sensor voltage is not detected, checks need to be repeated with different sensors disconnected. Whether diagnosing a CKP or CMP sensor code, no start or other driveability issue, a two- or more channel oscilloscope is a powerful tool. Many scopes feature a recording function that is extremely helpful in catching glitches. One reason for this is the extremely large number of switches. If a CKP tone ring has 34 slots and the engine spins at 2500 rpm, then 85,000 slots pass by per minute. A glitch is sure to be felt in vehicle operation, but no other tool is likely to catch it. The scope is also valuable in determining correct camshaft timing. Just a few degrees of CKP to CMP
Figure 9: The easier way. After removing a few trim clips, the cowl can be pulled back to access the PCM on the 300C. The PCM is often but not always the easier choice in getting to the CKP or CMP signals. 26 April 2013 | UnderhoodService.com
variance can result in codes and driveability issues. Without a known-good picture, it’s difficult to interpret the image with complete confidence. Online resources such as the International Automotive Technicians Network (iATN.net) feature a waveform database that can be helpful. Deciding to tear into an engine for a suspected cracked flexplate or sheared off cam to sprocket dowel pin is easier done with a known-bad pattern. While scope images can save time compared with component disassembly, scope hook up is best performed using the easiest access point. Some vehicles have a starter, manifold or other obstacle in the way of sensors. In such cases, the PCM is an easier access point. See Figures 8 and 9. Obtaining an accurate connector pin out is necessary to tap into a sensor signal at the PCM. Care needs to be taken with fragile connector covers and while backprobing the circuit. Terminal inspection and wiggle tests are legitimate, but collateral damage resulting from rough handling is best avoided. Scan tools have mixed value for CKP/CMP sensors. CKP/CMP variance can be a helpful value in spotting timing chain stretch or related component wear. Many tools also offer a crank/cam relearn feature. Though the specifics of this procedure can vary, it generally resets a correlation value in the PCM. Service procedures often call for a relearn after replacing sensors, timing chain/belts, tensioners or resetting cam timing. The relearn procedure may be necessary for the misfire monitor and may require driving the vehicle. Somewhat less helpful if not deceptive are datastream values such as CKP and CMP present/not present or SYNC true/false. I have experimented with intermittently interrupting and manipulating CKP/CMP signals while
» TechFeature
monitoring such PIDs. The scanner sometimes catches it. Scan tools convert serial data and, depending on the specific tool and number of PIDs being viewed, the update rate may not be nearly fast enough. These sensors are normally very reliable, however, they do occasionally fail without good explanation. Heat, vibration and mechanical shock are plausible suspects for the sensor, while wiring issues, terminal spread and occasional PCM issues account for remaining circuitry. Some sensors last hundreds of thousands of miles while some fail right out of the box. When replacing a sensor, first be careful not to drop it as the magnet or internal electronics can be damaged. Also, follow instructions in regard to air gap. It is typically not adjustable, but be sure mounting surfaces are clean and fasteners are properly torqued. Some sensors come with a sticker on the end that gets removed as the tone ring spins. I have tested increase of air gap using shims and found
signal failure in as little as 0.100”. Without a doubt, CKP and CMP sensors collect vital information for the PCM. When one or more fail to operate, your customer will know there’s a problem. As the big wheel keeps on spinning around, hopefully you’re ready to test these sensors to get the lowdown on why and keep customer satisfaction switched on high. ■
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28 April 2013 | UnderhoodService.com
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» TechTalk
OI L
By Gary Goms, technical contributor
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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 equipped. In other instances, the oil level sensor
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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 nar-
» TechTalk
Filter replacement intervals are designed to minimize maintenance expense for the vehicle owner. Photo courtesy of WIX Filters
row, 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.
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» TechTalk
OIL FILTER MAINTENANCE TIP: OI L
Anti-Scuffing Issues Oil suppliers have also eliminated zinc and phosphorous-based anti-scuff additives that reduce catalytic converter efficiency. While the elimination of these particular anti-scuff additives has increased camshaft wear on some high-performance 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 antiscuff 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 high-pressure 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
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 engines that are not equipped with catalytic converters, specially branded performance oils are available with anti-scuff additives to prevent camshaft and valve lifter wear. In addition, zincbased “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.
Causes of Sludging
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34 April 2013 | UnderhoodService.com
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 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 on page 36. 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
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» TechTalk
OI L
directly into the engine and clog small-diameter oil galleries.
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.
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 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.
Photo 2: A loss of lubrication quickly scores pistons and other vital engine components. Go to www.uhsRAPIDRESPONSE.com
36 April 2013 | UnderhoodService.com
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 on page 38. 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 in-chassis 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).
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
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» TechTalk
OI L
A pulse-modulated control valve 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.
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.
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 budget-priced oil filters to meet price-sensitive 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. ■
TAXICAB CONFESSIONS If you find you have customers who often go beyond the OE-recommended conventional oil change interval for their vehicle, you may want to suggest to them moving to a synthetic oil. In an effort to demonstrate the performance of its synthetic motor oil in severe service, one manufacturer conducted a field test using Las Vegas taxis. The combination of continuous severe-service operation and challenging ambient conditions created the ideal scenario for sludge formation and catastrophic component wear.
38 April 2013 | UnderhoodService.com
» TechTalk
Confessions Continued The oil manufacturer reported its synthetic motor oil was used in six vehicles, representative of a typical taxi fleet. During the 18 months, motor oil was changed every 15,000 miles. Used oil samples were drawn according to a defined, repeatable process and analyzed on a routine basis. The test vehicles operated up to 24 consecutive hours each day, with the engine shut down only during refueling or personnel changes. Excessive time idling combined with stop-and-go driving loaded with passengers and cargo characterized typical driving conditions. Average speed over the course of the 18 months in service was 14.6 mph, illustrating the severity of service. During summer months, ambient temperatures often exceeded 100º F, further increasing severity.
After accumulating 100,000 miles of service, one of the test vehicles — a 2010 Dodge Charger — was removed from the fleet for inspection. The Charger was randomly selected for teardown and analysis. The engine and parts were rated for sludge, wear and other distress by an independent
calibrated rater according to the criterion given in the appropriate Coordinating Research Council manual. The company reported that its oil demonstrated superior ability to guard against the formation of sludge, with the oil pan earning a high rating. The oil screen was free of sludge and deposits, proving the oil’s ability to provide increased protection in severe service while practicing extended drain intervals. Following 7,033 hours of operating using the synthetic motor oil, the Charger’s cylinder heads (seen here) earned high ratings and demonstrated superior cleanliness. The varnish that did appear was considered normal to low levels for this engine, despite the challenging operating conditions. ■ Source: AMSOIL
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» A/C Update
CLUTCH PROBLEMS
COMPRESSOR INSPECTION MAY LEAD TO WORN CLUTCH PROBLEM By Underhood Service and AVI staff
W
hen a customer comes in complaining that their vehicle’s A/C system is working improperly, the problem can stem from a number of things. And the best way to begin any A/C repair is with a thorough inspection of the components. After checking components like the belts, the hoses and the related connections, the next step is a visual inspection of the A/C compressor. This can be challenging sometimes because on some vehicles they can be well hidden. So what do you want to look for? Well, you need to check for any oil leakage and inspect the clutch and the bearing for good condition. Note: To perform detailed inspections, you might want to look into acquiring a flexible automotive inspection-type mirror to allow you to see into some of those tight spots and find out what’s going on in any particular area. Next, check the compressor clutch itself. You’ll find that there’s an air gap between the compressor clutch and the bearing face. Inspect that clutch air gap for its recommended spacing. To measure the air gap, you need to slide a gap gauge between the compressor clutch and the bearing face. Verify that it’s not thinner than
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0.014” and not greater than 0.030”.
MONEY TEST If you discover that you just need to do a quick gap test and you don’t have access to service information, try a money test. It’s an old rule of thumb using a nickel and dime. The dime can be used for the minimum measurement. If the air gap is thinner than a dime, it’s too thin. Use a nickel to measure the maximum thickness. If you find that the nickel easily slides in and out of the air gap, you can bet that the clutch is totally worn out. While this is a simple, quick test, to get the best results, you always want to use the appropriate service information and check it the way the car manufacturer would want you to do it.
HOSE CONCERNS One concern techs have is the issue of replacing A/C hoses following a compressor failure. Metallic debris that is spewed into the A/C system when a compressor fails can block orifice tubes and possibly damage a new compressor when it is installed. Getting all of the debris out of the system is
IN THE CLUTCH Belt-driven compressors have a magnetic clutch on the input shaft that cycles the compressor on and off to control cooling. If needed, the clutch can be replaced separately. If the compressor has failed, the replacement unit may or may not come with a new clutch installed. We recommend ordering a new clutch if one is not included.
therefore essential to make sure the new compressor won’t suffer the same fate. While most of the garbage ends up in the condenser, some can migrate from here to other parts of the system or be thrown backward into the suction hose from the compressor’s intake port. Serpentine-style condensers with large diameter tubes can usually be cleaned by flushing with an approved flushing chemical. But parallel-flow condensers or those with very small tubes may be impossible to clean, requiring replacement to eliminate possible contaminants. As for the refrigerant hoses, replacing the suction and discharge hoses should not be necessary, provided they can be thoroughly flushed and cleaned. Hoses that contain mufflers or orifice tubes, however, usually cannot be cleaned and must be replaced.
» A/C Update Installing a protective screen in the end of the suction hose that attaches to the compressor and/or installing an inline filter to trap any residual debris that may have been missed also is recommended for added insurance against a future compressor failure. The suction hose is located is between the evaporator and condenser. The high-pressure hose is between the compressor and condenser. Late-model vehicles with R-134a A/C systems require “barrier” (nylon lined) hoses with crimped end fittings. Older (1994 and earlier) vehicles with R-12 systems can use unlined hoses with barbed end connections. When replacing A/C hoses, always use new Orings or seals.
CHECK THE RADIATOR Following an inspection of a compressor clutch and compressor that appear to be in good condition, check the front of the condenser for any type of air flow or debris, or anything that would restrict the ability of the air to flow through the condenser and into the radiator.
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» A/C Update A suitable shop light should be used to visually inspect the radiator and condenser. On most vehicles, you’ll need to remove the plastic cowl on the front of the radiator and then look down in between the components. Consequently, any vehicle with more than 100,000 miles on the radiator is a perfect candidate for a radiator inspection and evaluation. If the coolant is excessively rusty or the radiator core is excessively damaged from road debris, it’s time to consider replacing the radiator.
Did You Know… Most compressor failures are caused by loss of lubricant and/or refrigerant. Repeat failures are usually due to system contamination (sludge or metallic particles from a previous compressor failure).
Tech Tip: Continued Inspection — How to Spot the Type of Refrigerant Leak for an Accurate Diagnosis When diagnosing a refrigerant leak, it’s helpful to know what type of leak is present in the air conditioning system. There are two types of refrigerant leaks — active and passive. An active leak is easier to locate than a passive leak. Knowing the type of leak you’re dealing with will help determine the type of refrigerant leak detection tool to use for locating the leak.
ACTIVE REFRIGERANT LEAK The active refrigerant leak is a continuous leak.
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Corrosion buildup around the O-ring and metal line degradation at the O-ring may be the source of a refrigerant leak. Source: Delphi Product & Service Solutions
Using an electronic leak detector is an effective tool to locate an active leak. There are a number of common causes for active leaks in an A/C system that include: • Corrosion porosity on a refrigerant line, evaporator or condenser Note: Paint flaking from a steel refrigerant line or condenser is not always an indicator of a refrigerant leak. Paint flaking is normal and it will occur over time. Evidence of oil around the rusted or paint-flaked refrigerant line does, however, indicate that a leak is present. • O-ring or sealing washer - Debris trapped between an O-ring or sealing washer joint or mating surface. - An incorrect size O-ring or sealing washer used on a joint or mating surface. - A rolled O-ring. - A missing O-ring or sealing washer. • Refrigerant line - Damage from bending a line during a refrigerant system repair. - An impact that caused the line to become deformed. • Improperly torqued components - An over- or undertorqued refrigerant line or component joint or component fitting. - An under-torqued pressure switch or cycling switch. - A loose service port cap
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» A/C Update
CLUTCH PROBLEMS
An impact to the refrigerant line resulted in this pinhole leak.
• Compressor - A crack in the compressor housing. - Loose compressor through bolts. - Compressor shaft seal. - Compressor body seals. • Service valve or pressure switch - A pintle that is off center and is not seating properly - A loose valve pintle • Component casting porosity - Porosity from an improperly manufactured part, such as the compressor housing or a thermal expansion valve (TXV) body.
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44 April 2013 | UnderhoodService.com
PASSIVE REFRIGERANT LEAK A passive leak is a type of refrigerant leak that occurs intermittently. Passive refrigerant leaks are caused by changes in pressure, temperature or vibration. Since this type of leak is intermittent, the use of the electronic leak detector may not be effective; therefore, the use of refrigerant ultraviolet leak detection dye will be more effective at finding the leak. Once the dye is added to the refrigerant system, it may require time to locate the leak, depending upon the severity of the leak and the
driving habits of your customer. This could take from a few minutes to a few days. Some air conditioning systems have dye installed from the vehicle manufacturer. Check before adding additional dye to the system. The following are some examples of how a passive leak can occur: • Pressure - Expansion and contraction of an under-torqued refrigerant line, component joint or component fitting during operation of the air conditioner. - Compressor shaft seal leak. • Vibration - A cracked braze on a condenser or evaporator from a refrigerant line that is not supported properly. • Temperature - Compressor body or front head O-ring. Source: Delphi Product & Service Solutions ■
» TechTips
Mazda \ Nissan \ Dodge \ Chrysler This month is sponsored by:
Mazda Air Intake Selector Mode Switch Failure Applies To: 2003-’06 Mazda6 vehicles equipped with manual air conditioning system Some vehicles may experience an air selector mode switch that will not switch into recirculation mode. This condition may be caused by a lack of continuity in the mode switch.
Repair Procedure: 1. Verify the customer’s concern. 2. Record the customer’s pre-set radio stations. 3. Disconnect the negative battery cable. 4. Remove the climate control unit assembly. See Figure 1. 5. Replace the mode switch with a modified part. See Figure 2. 6. Reinstall the climate control unit assembly. 7. Reconnect the negative battery cable.
Figure 1
Figure 2
8. Re-enter the customer’s pre-set radio stations. 9. For 2006 models only: Perform the “Power Window Initialization Procedure.” 10. Verify the repair.
Power Window Initialization Procedure: 1. Turn the ignition to the On position. 2. From the driver’s seat, ensure the window lockout switch is not depressed. See Figure 3. 3. Press the window switch down to fully open the door window. 4. Pull the window switch up to fully close
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the door window; hold the switch up for two seconds and then release it. 5. Move to the front passenger seat and repeat steps 3 and 4 on the passenger window switch. 6. Verify the proper window operation using each door switch. Courtesy of Mitchell 1.
Figure 3
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» TechTips
NISSAN
Nissan & Infiniti Dual Mass Flywheel Installation APPLIES TO: 2003-’07 Nissan 350Z 3.5L 2008-’12 Nissan 370Z 3.7L 2002-’06 Nissan Altima, Maxima 3.5L 2005-’12 Nissan Xterra, Frontier 4.0L 2003-’07 Infiniti G35 3.5L 2008-’12 Infiniti G37 3.7L
Figure 4
Figure 5
Figure 6
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» TechTips Today’s vehicles are becoming more and more complex to service, so proper procedures are very important to follow when making repairs. This is especially true when working on Infiniti and Nissan dual mass flywheels. The vehicles listed at left have a crankshaft tone ring built into the flywheel. The dual mass flywheel is not indexed on the crankshaft and can be installed different ways. When installed incorrectly, the vehicle may not start, have a check engine light and the engine will not rev past 2,000 rpm. When removing a dual mass flywheel from these vehicles, it’s recommended to make your own indexing marks on the flywheel and crankshaft. When installing the new flywheel, transfer your marks from the old flywheel to the new flywheel to ease installation and assure proper indexing. If you’ve already removed the flywheel and did not make any indexing marks, follow this procedure for proper installation: 1. With the flywheel removed, look for the alignment dowel pinhole on the end of the crankshaft. 2. Find the same alignment dowel pinhole on the new flywheel. This can be done by finding the locating hole and notch on the front side of the flywheel (see Figure 5 on the previous page). When you’ve located the notch and hole on the front side, flip the flywheel over and find the same hole that goes all the way through the backside. Then look at Figures 4-6 and find the dowel pinhole.
3. When both have been located, align the two holes and torque the flywheel to the proper specifications.
4. See Figures 4-6 to aid in locating the correct dowel pinholes. Courtesy of Schaeffler Automotive Aftermarket, manufacturer of LuK Clutches.
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» TechTips
Dodge \ Chrysler
Dodge Has a P2767 Code with Transmission in Limp In Mode Applies To:
P2767 trouble code (Torque Conv Clutch Press Ctrl Solenoid Ctrl Circ Range/Perf) is setting. Transmission is in limp in mode.
sion control module. Make sure the #2 signal wire is not open, shorted to ground, or shorted to any other circuit. 2. If the wiring checks OK, raise all four wheels off the ground, start the vehicle and place the shifter in drive. While lab scope testing the #2 signal wire, obtain second gear. When the transmission is in second gear, there should be a 5-volt square wave pattern being produced by the #2 sensor. If not, replace the sensor.
Potential Causes:
Tech Tips:
Lead Frame or Transmission Wiring
The speed sensors are sold as a complete assembly, which may be called the “lead frame” or possibly the “electrohydraulic control unit.” Courtesy of Identifix.
2006 300 3.5L 2006-’07 300 5.7L 2006-’07 Charger 3.5L 2006-’08 Charger 5.7L 2009 Grand Cherokee 3.7L 2006 Magnum 5.7L
Customer Concern:
Tests/Procedures: 1. Check the wiring between the transmission and the transmis-
Chrysler’s Fuel Pressure Is OK, but Codes P0172 and P0175 are Detected Applies To: 1998-2004 Intrepid 2.7L 1999-2004 Concorde 2.7L 2001 LHS 3.5L 2001-’04 Sebring 2.7L 2002 300M 3.5L 2002-’04 Intrepid 3.5L and Stratus 2.7L 2003-’04 Concorde 3.5L 2003 Stratus 2.4L
Customer Concern: Trouble codes P0172 and P0175; fuel pressure is OK.
Potential Causes: Camshaft Timing Oxygen (O2) Sensor Go to www.uhsRAPIDRESPONSE.com
Exhaust Gas Recirculation (EGR) Valve
Tests/Procedures: 1. Test to see if the EGR valve is stuck open at idle. Make a block-off plate and put it under the EGR valve, if necessary. Replace the valve assembly if it’s stuck open. 2. Verify that the camshaft timing is correct and repair as needed. 3. Check the downstream O2 sensor operation. It should switch like the front sensor but at a slower rate. This will affect the way the engine runs. Replace the sensor as needed. Courtesy of Identifix.
» TechTips Fuel Filler Necks and Related Check Engine Light Conditions Since the introduction of the OBD II system, manufacturers have continued to improve on the monitoring of evaporative emissions — the complete evaporative system is under a scrutinized surveillance. Codes like P0440 to P0456 are all related to the fuel vapor control, including leaks. Starting early this century, manufacturers have increased the development of fuel vapor retention, preventing the vapors from escaping into the atmosphere. This prompted many changes in the design and location of certain components such as charcoal canisters mounted near the fuel tank. A fuel tank pressure sensor is used to monitor the pressure decay in the system during the testing and will turn on the check engine light if the pressure decay moves out of specification. Remember that the evaporative system test will not be performed if the fuel level is below a 1/4, as it would cause for too much pressure built up in the tank or simply would take too much time to build any pressure. A helpful tool to identify leaks is a smoke-generating machine. During the smoke machine process, loose or broken hoses are usually identified as the main cause of evaporative failures. An additional component has started to surface and is becoming the leading cause of evaporative emissions leaks —
the fuel filler neck. Most fuel filler necks are made of steel and are secured to the fuel tank via a rubber hose. The fuel filler neck is usually enclosed in the rear fender well where an accumulation of dirt and debris causes the filler neck to rust and leak. These models are hard to diagnose, as the inner fender protection must be removed to get access. Others are totally exposed behind the fender where plashing and road debris erosion removes paint and perforates the filler neck. The filler cap, which besides not being properly secured after refueling, may cause multiple failures of the system as well. The fuel filler cap may have a defective control valve and prevent pressure hold in the system. Second, the filler neck itself may have rust on the outer seam, which will prevent the cap from sealing properly to the filler neck. Some models have the part where the cap screws on that is made of plastic and can be damaged by the fueling nozzle when inserted during refill, which will prevent proper sealing. All of these scenarios will cause the check engine light to turn on. So make sure to implement fuel filler neck inspection into your regular vehicle maintenance or during fuel tank removal. This will prevent comebacks and headaches for you and your customers. Courtesy of Spectra Premium. ■
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UnderhoodService.com 51
» Shop Help your customers better understand TPMS with Bartec USA’s new TPMS Consumer Kit. “We surveyed hundreds of shops and found a common message: technicians and counter people need help explaining what tire pressure monitoring systems are all about,” said Scot Holloway, CEO. This Consumer Kit comes with a counter mat, mouse pad, informative wall poster, large window banner, two versions of consumer-oriented brochures and an attractive countertop display. Bartec also created a comprehensive reference book. Bartec’s goal in developing this kit is to build knowledge and confidence and improve on the abilities of technicians to help consumers better understand TPMS. Reader Service: Go to www.uhsRAPIDRESPONSE.com
NAPA Silver Oil Filters are the right choice for conventional oil change intervals. With 10% more cellulose filtering media, metal end caps to provide positive seal to prevent oil bypass, an innovative combination bypass and anti-drain back valve, and a coiled steel spring to prevent damage from pressure surges, you can’t do better by an engine. Visit your local NAPA AUTO PARTS Store today for more information. NAPAFilters.com or 800-LET-NAPA. Reader Service: Go to www.uhsRAPIDRESPONSE.com
Supercool offers the Power Jet Aerosol A/C Flush Kit, a ready-to-use, high-pressure flush system complete with 15 oz. replaceable flushing agent, nozzle depressor valve and hose. This easy-to-use flush kit applies constant pressure until the flush can is empty, without requiring shop air. The Power Jet Aerosol A/C Flush Kit features Supercool’s Flash Flush, a powerful and fast-evaporating flush that removes oil, debris and other contaminants from the A/C system. Flash Flush leaves no residue, is non-corrosive and is safe for all A/C systems. Reader Service: Go to www.uhsRAPIDRESPONSE.com
The Ultimate Import Wire — Intermotor Import Wire Sets are unrivaled for quality, coverage and original match. Intermotor provides more extras like factory-installed separator clips, anchors, protective loom and trays to keep wires sorted properly and safely. Intermotor wire sets install with ease for exceptional power, performance and extra-long service life. Visit www.IntermotorImport.com. Reader Service: Go to www.uhsRAPIDRESPONSE.com
ToughOne A/C compressors are performance-tested, premium products that meet or exceed OE specifications. Low defect rates — about half that of competing brands — mean fewer comebacks. ToughOne A/C compressors feature a low-friction coating used on the swash plate to improve the part’s durability, and PTFE-coated pistons improve performance and reduce wear over time. The rubber-dampened clutch plate ensures smooth clutch engagement and reduces wear. ToughOne, available exclusively from Advance Auto Parts Professional, offers industryleading coverage for foreign and domestic applications. For the latest promotions on ToughOne products, visit AdvanceCommercial.com/ seasons or call your local Advance delivery store. Reader Service: Go to www.uhsRAPIDRESPONSE.com
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» Gonzo’s Toolbox By Scot t “ Gonzo” Weaver
Being a True Professional
I
n the automotive repair profession, ASE certifications, manufacturer certifications and years of service are just some of the ways to distinguish one as a pro vs. a partsswapping technician. I try to approach each job as a professional. This includes detailing my repair work and striving to make each repair as neat and orderly as possible. I recently got a car from a small motor swap shop that I used to visit once in a great while. They never sent me a lot of work, but their techs would call me constantly asking for information on how to repair something. Grudgingly, I told them I would look at this one car, even though it didn’t sound like one I wanted to deal with. While checking under the hood, I found a lot of new parts slapped on and several things that were out of place, most of which were not fastened down correctly with their retainers or clips. You could tell they had no idea what was wrong or what they were doing, and were only throwing parts at it, hoping it would start. The main complaint was the fuel pump wasn’t coming on. They had already replaced the fuel pump relay, and even though it had all the correct signals (at the relay), it refused to cooperate. I found something
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April 2013 | UnderhoodService.com
that I rarely see, but it does happen — the relay was assembled backward. For now, the easiest solution was to reverse the leads at the relay. Once I switched it over, the car started. It ran terrible, the service light was flashing and a misfire code was stored. Upon further diagnosis, I found even more issues; I thought it was time to call these guys and give them the news.
“We can handle it from here,” they told me. They paid for my time, and, as expected, it wasn’t long before they needed more help. I could tell there was already some tension on the other end of the phone, and I was going to be the scapegoat for this car’s demise. “I’d check the fuel pressure since it sounds like that might be part of the original problem, before all this other stuff went wrong,” I told him before he rudely hung up the phone. I always thought these guys were a little shifty, and it wasn’t long before I found out for sure.
The owner turned out to be just as unprofessional as his hired hands. What was my clue? He stopped payment on the check. I was furious. But, I cooled down a bit. Let’s be professional about this, I told myself. I kept my cool and called them. “I’m not here to lie, cheat or steal, and I’ve never-ever done that to you or anyone else. Your lack of handling things in a professional manner portrays the caliber of a person you really are. If you had a problem, all you had to do was call me or bring the car back. But, trying to save a few bucks on your part, after the efforts I put in this, is not acceptable. I don’t want your money. I also don’t want your techs calling me to pick my brain for answers. It’s not about the money now; it’s about the principle.” I said my peace, and hung up the phone. Case closed. Shops like these give the rest of us a bad name. I felt 100% better after handling it this way. I didn’t see any reason to stand there toe-to-toe, and try to get compensated for my professional time. My professionalism means more to me than a few bucks. Let’s face it, for a repair shop to insult another shop, especially when they couldn’t figure out the problem on their own, shows that their true colors definitely came shining through. ■
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