Underhood Service, April 2014 by Babcox Media

■ MACS: State of A/C Repairs A

MAGAZINE

■ Tools for Misfires

■ Hybrid Non-Conductive Fluids ®

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Publication

CONTENTS 34

4.14 Volume 19, No. 2

Tech Talk

Sealing Science

Hybrids

10 Toughest Cabin Air Filter Jobs

Intake Manifold Gaskets

Hybrid Fluid Service 101

The cabin air filters on many latemodel vehicles are still not easy to service, despite manufacturers trying to make them more accessible. Here are the 10 toughest jobs according to the editors of Underhood Service.

If the intake manifold gasket does not make a tight seal around the coolant ports, it may leak coolant into the crankcase. Technical Editor Larry Carley takes you through the proper testing and service procedures.

Does the phrase “hybrid fluid maintenance” scare you? It shouldn’t. Just follow a few special procedures, and then you can start to work on the more than 3 million hybrids now on the road.

Publisher Jim Merle email: jmerle@babcox.com 330-670-1234, ext. 280

Managing Editor Chris Crowell email: ccrowell@babcox.com 330-670-1234, ext. 268

Editor Andrew Markel email: amarkel@babcox.com 330-670-1234, ext. 296

Graphic Designer Dan Brennan email: dbrennan@babcox.com 330-670-1234, ext. 283

Contributing Writers Gary Goms, Scott “Gonzo” Weaver, Bob Dowie and John Forro Ad Services (Materials) Cindy Ott email: cott@babcox.com 330-670-1234, ext. 209 Technical Editor Larry Carley

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Circulation Manager Pat Robinson email: probinson@babcox.com 330-670-1234, ext. 276 Subscription Services Maryellen Smith email: msmith@babcox.com 330-670-1234, ext. 288

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DEPARTMENTS

Columns

6 On the Web 8 Directions 12 Aftermarket Update 16 Gonzo’s Toolbox 20 A/C 32 Batteries 38 Honda Timing Belts 46 Fuel Pumps 52 Diagnostic Dilimmas 57 Tech Tips 59 SHOP: New Products 60 RAPID RESPONSE 61 Classifieds 64 Reader Feedback

Publication

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EDITORIAL ADVISORY BOARD Brent Crago, owner Top Tech Automotive Cleveland, Tennessee

Anthony Hurst, owner Auto Diagnostics Ephrata, Pennsylvania

Tom Palermo, general manager Preferred Automotive Specialists Jenkintown, Pennsylvania

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

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

Roger Kwapich, owner Smitty’s Automotive Toledo, Ohio

Van Pedigo, owner Richfield Automotive Center Richfield, Ohio

Michael Warner, owner Suburban Wrench Pennington, New Jersey

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

Rick O’Brien, technician Coachworks Portland, Maine

Jamie Lewis jlewis@babcox.com 330-670-1234, ext. 266 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 of and supports the following organizations:

UNDERHOOD SERVICE (ISSN 1079-6177) April 2014, Volume 19, 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. 288, 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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1. 10 Signs A Fuel Injector Needs To Be Replaced 2. Diagnostic Solutions: Direct Fuel Injection Systems 3. Returning Engine Power Through Fuel Injection Service 4. Audi/VW Direct-Injection Issues And Carbon Deposits 5. Cleaning Injectors on 1990-2006 Toyota and Scion Engines with Port Electronic Fuel Injection

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» Directions EPIC WINTER!

By Andrew Markel | Editor

Winter weather, oil prices, vehicle ‘bubble’ building perfect economic storm for shops

ccording to a recent Federal Reserve survey of conditions across the U.S., automotive repair shops were among the few businesses benefiting from the winter weather in the first quarter of 2014.

Many publicly traded stocks in the automotive parts and distribution segments are at all-time highs. Analysts have discovered that winter weather is a bad thing for new car dealers, but a great thing for our industry. Some are even predicting that 2014 will be one of the best years for the auto care industry, if not the best ever. From Atlanta to Detroit, cold temperatures this year have killed marginal batteries, tested fuel systems and thickened oil to the point where lifters collapsed. Some shops are even reporting a scarcity of certain battery sizes, chassis components and radiators. The forecast is looking even better going into pothole season. Fuel prices are predicted to stay stable this spring, with no major problems at refineries this year, as we change over to the sum-

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mer blends. This could mean more miles driven. Also, with the consolidation of airlines, the price of plane tickets is convincing some travelers to drive rather than fly. There is also a nice “bubble” of cars on the roads. From 2005-‘07, U.S. vehicle sales topped 16 million cars and light-trucks sold, and during the Great Recession, these vehicles did not receive the best care and maintenance. Now these vehicles, on average, have almost 100,000 miles on the odometer and are in need of major repairs. Add up all of these factors, and there is a perfect storm building for shops this year. Take advantage of this time by investing in your shop and your technicians. ■

» BreakingNews

By Amy Antenora

A New Name, A New Era

For One Of The Industry’s Top Associations Earlier this month, Kathleen Schmatz, president and CEO, and Rich White, senior vice president, of the Automotive Aftermarket Industry Association, kicked off a media tour to educate aftermarket industry trade media and other constituents on a major rebranding for the association. They recently visited Babcox Media’s corporate offices to talk to editors and publishers about this exciting change.

Aftermarket. It’s a term of familiarity for those who have worked in this industry for some time, but what does it really mean? Mention it at a party or to a stranger on a plane and they will walk away not really knowing how massive and influential this industry is, or what it actually does. This was the thesis that brought about a major change for one of the industry’s top associations. Next month, the Automotive Aftermarket Industry Association will usher in a new era for the association, its members and the industry as a whole, as it officially rebrands itself as the Auto Care Association. According to Schmatz, the need for a change became apparent while on Capitol Hill, when the association would find itself spending more time explaining what the aftermarket is, rather than focusing on the issues they came to address. “There is this perception in other industries that the term ‘aftermarket’ means second-rate,” she said. “We needed to increase awareness of the role and value of the industry with all stakeholders. The industry is not getting credit where credit is due.” That credit she refers to is massive and widespread — to the tune of some 4 million jobs created through the industry as well as other positive contributions to society, such as

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improving safety, boosting the economy and helping the environment. With a focus on external audiences, such as policymakers and consumers, the Auto Care Association will emphasize the key role this industry plays in caring for people’s automobiles, much in the

same way the health care industry cares for people’s health. “Our legislative staff is thrilled,” Schmatz said. “They are already seeing great results with the new language and new message.” “During Right to Repair, we found we were not defining the industry properly,” White added. More than a year in the making, the association worked with influential Georgetown-based advertising agency GMMB. According to White, the process was intensely comprehensive. No stone was left unturned. “There were more than 80 pieces of

collateral materials, and that was just internally, that needed to be updated,” White said. White said the new messaging needed to be three things: simple, relevant and repetitive. And while the Auto Care Association will focus on external audiences, they are hopeful that the entire industry will adopt this new language in favor of the previous “insider language” that created issues with awareness in the past. They hope this new messaging will give the association and the industry the same stature as such venerable associations as AAA and AARP. The rebranding was conducted in a four-phase process, starting with internal and external focus groups. Now in phase two, the association is educating the industry about the new change, which will be officially unveiled at the upcoming Leadership Days, April 2325, in Huntington Beach, Calif. The event itself will serve as the official launch party for the new name and brand messaging. The association’s new website — www.autocare.org — will go live April 24. After that, the Auto Care Association will move on to phases three and four: an external rollout to policy makers (phase 3) when the new Congress is in place, and an external rollout to consumers (phase 4), which is expected to wrap up in 2015. ■

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» AftermarketUpdate

Brought to you by:

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

New Enhancements to Federated Car

Care Program

The Federated Car Care Center program has been expanded and enhanced. Recent additions to the Federated Car Care program include the MechanicNet expert automotive marketing program, allowing individual car care centers to create marketing plans specific to their own business, and the BusinessVoice on-hold marketing program that helps shops increase customer share by updating callers on services and driving them to take the next step in the buying process. Popular staples of the Federated Car Care program remain as well, such as the free Roadside Assistance program, the Nationwide Warranty program and the dedicated Federated Car Care website that features a web page for each car care center member.

FRAM Shows Drivers How to “Do It Right” in New National Advertising Campaign FRAM unveiled a new national creative campaign from Dallas independent agency The Richards Group. Titled “Do It Right,” the work expresses the idea that for those who want to do right by their vehicles, FRAM filters are the only choice. The campaign debuted March 3, 2014, and includes TV, digital, print and on-site event activation components. The “Do It Right” campaign humorously illustrates sport competitions where the right equipment makes all the difference, similar to working on your car.

Elgin Industries Receives 13th Consecutive JASPER Supplier Award Elgin Industries, celebrating its 95th anniversary, has supplied internal engine components to JASPER Engines & Transmissions for more than 60 years. The company received the 2014 JASPER Service Award, which is presented to manufacturers who provide exceptional service in each of several critical business areas, including product quality, fill rate, accuracy in billing and credit processes, and overall responsiveness. This is

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Elgin’s 13th consecutive JASPER supplier award. Elgin manufactures a wide range of valvetrain components for JASPER, including push rods, rocker arms, lifters and valve springs. A majority of these parts are designed and manufactured in Elgin, Ill.

FordParts.com Launches ‘Right Right Right’ Sweepstakes for Independent Installers and Fleet Administrators Beginning March 3, 2014, FordParts.com users can fulfill a dream of a lifetime. Based on the premise of finding the right tool to get you the right part at the right time, the “Right Right Right” Sweepstakes is designed to show installers and fleet administrators just how easy it is to do business on FordParts.com, and to reward their commitment with an experience they will never forget. The sweepstakes is not open to the general public, but rather for independent installers and fleet administrators. To enter the eight-week long promotion, installers and fleet administrators must register or confirm their registration on FordParts.com. The grand prize winner will win one of 10 Ford experiences of their choice, which include a thrilling two-day driving school behind the wheel of a Ford Racing Mustang, a NASCAR experience of a lifetime, tickets and backstage passes for a Toby Keith concert and the opportunity to sit in the “toughest seats on earth” for a Professional Bull Riders of America event.

New ATRA Transmission Guides Available Now From AVI Automotive Video Innovations (AVI) announced the addition of nearly 50 new repair manuals from the Automatic Transmission Rebuilders Association (ATRA). These in-depth technical guides were created by ATRA members, who adhere to a strict standard of honest, professional service. The manuals contain everything from basic transmission characteristics to troubleshooting to rebuilding. The print guides, ranging in length from 50 to 100 pages, feature component

education, common troubleshooting practices, advanced diagnostics and information on rebuilding transmissions. Import and electronic systems are included as well. Manufacturers covered include: GM, Ford, Honda, Mitsubishi, Mercedes-Benz and Toyota. Visit Auto-video.com or diagnosticnews.com for more information.

Retiring Automotive Parts Associates President, CEO Dan Freeman Speaks With Underhood Service A Cleveland, OH, native, Danâ&#x20AC;&#x2122;s career began in 1964 working with his father who was in the wholesale/retail tire business, leasing space in a large discount store and selling passenger and truck tires. Fast-forward 50 years, and Dan, whoâ&#x20AC;&#x2122;s been at the helm of Automotive Parts Associates (APA) for 25 years, looks back on his storied and successful career, and looks forward to giving back to the industry in his well-deserved retirement that began in March. What opportunities and challenges do you foresee for APA in the next several years? First the challenges. A consolidating market (like the recent example of Advanceâ&#x20AC;&#x2122;s acquisition of CARQUEST and more mergers that are likely on the horizon) makes it difficult to continue to grow the group. The continuing growth of the retailers and big box players compresses margins for our members. The complexity of vehicle repair, requiring a huge investment in scan tools, will drive shops to focus and concentrate on select repair work, and the proliferation of SKUs will be difficult to manage. Telematics will drive more repairs to the dealers. Now the opportunities. E-tailing (mail order businesses that do not have brick and mortar buildings for walk-ins) and niche markets will continue to be fertile grounds for growth. (A lot of our members say their largest customer is eBay.) There will be more specialized repairs, repair by nameplate (i.e. Honda-only repair specialists), European repair specialists (even luxury Go to www.uhsRAPIDRESPONSE.com

» AftermarketUpdate Asian specialists focusing only on Lexus, for example), light- and medium-duty truck repair and restoration-only shops. With labor rates that are still well under $100 (vs. $125+ at the dealer), independents can be really competitive on price. And, by specializing, their customers will feel like they can get a quality repair for less than at the dealer. Shops can recoup the cost of the necessary equipment through the increased volume of specialized work. We will begin to see the Chinese and Indian cars in

our market (Chery Motors, Tata Motors). That’s great news for independents because they’ll find new avenues to grab a little business here and there. The big box retailers do not do well with these niches. The future is bright for independent repair shop owners who identify new service opportunities and run a good business. For the rest of Underhood Service’s exclusive interview with Dan, head to www.UnderhoodService.com and search “Dan Freeman.”

Bosch Launches New Digital Marketing University Bosch has announced a significant new benefit for repair shops that are members of its exclusive Bosch Car Service program. Going beyond traditional parts and technical training to help Bosch Service Centers reach these consumers, Bosch is launching its new Digital Marketing University to provide new training programs and tools in areas such as website marketing, web scheduling, social media, loyalty and

search engine marketing. The initial training sessions will introduce the latest digital marketing technologies and will be followed by webinars and access to online resources, keeping shops in the Bosch Service network at the forefront of digital marketing. For more information, head to www.boschcarservice.us. ■

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» Gonzo’sToolbox By Scott “Gonzo” Weaver

Best of the Best Tales from the Vision HiTech Training & Expo

he 2014 Vision HiTech Training & Expo took place at the Overland Park Convention Center in Kansas City. I try to attend every year, take some classes, browse the expo, and meet up with some old friends. Classes range from hybrid service, scope and scanner reading, diesel and gas engine driveability, and shop management. Some of the top instructors gather at this convention and put together some of the best classes I’ve ever attended. Whether it’s your first or 40th year in the repair business, you’ll learn something new from attending the Vision HiTech convention.

The Classes Most of the classes were all day — the morning half was lecture and familiarization with the tools and specifications while the afternoon session was hands-on. Each contained exceptional information and instruction. The first class I attended was on hybrid battery servicing. The class went deep into the theory behind the technology, how it works and how to properly charge, discharge and test each cell separately. I also sat in on classes covering scope reading, diesel diagnostics and hybrid diagnostics. Every one of them was top notch.

The Expo Then, with time to spare, I made the rounds through the expo and talked with several vendors

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and suppliers. From tires to tools to demonstrations, there was something for every form of automotive repair.

The People All of the classes, seminars on future technology, luncheon speeches, live podcasts and “think tank” discussion panels were impressive and well received. For me though, the guys and gals in attendance, the ones that swing the wrenches in the service bays across the country, were just as impressive. This convention brings out the cream of the crop — those professionals who are seeking to become better technicians. You don’t go to one of these conventions to learn to be a “parts changer.” This is the type of convention you attend to become one of the best. An email I received said it best: “I learned a lot at the convention, and now I’m back at my job and have to deal with all of these not-soeducated guys from other repair shops all over again.” What he means is there are so many variations of the word “mechanic” out there that a lot of people just lump us all together. It almost sounds like a four-letter word when somebody is at the service counter and says, “My friend already told me what’s wrong because he’s a mechanic just like you.” In my opinion, what they are really telling me is their “mechanic” either doesn’t have the tools

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» Gonzo’s Toolbox to perform the necessary repair, or they have never taken any training on how to perform the repair. These are the “mechanics” that give the rest of the auto industry a bad name. Parts changers, guess-and-go repair shops, and the proverbial, “I had the codes checked at the parts store.” For the technicians attending these training conventions, it’s all about learning or updating their skills, not about changing parts. Don’t get me wrong; there are still top-notch technicians out there who didn’t attend this convention. If you’re reading this, then you obviously are engaged in our industry. I’m talking about those “mechanics” who don’t attend conven-

tions, don’t read the latest technical articles and procedures, don’t keep up with the technology and don’t want any part of learning up-to-date practices because they either think they already know everything or are to dang stubborn to think somebody might know more. You’re never too old to learn something new.

The Best of the Best The other nice part about attending a convention like Vision is the meet and greet aspect. You’re at a convention where like-minded individuals are in attendance; you’re on common ground. They understand the daily grind, the diagnostic and tool issues, the grease and grime, and what it’s like to try to make a living from the underside of a hood. Each of them has a story to tell, and it was common to see techs from different parts of the country get together at the nearest watering hole and swap their latest stories. When the evening came to a close, everyone left with a newfound respect for their trade, themselves and the other attendees. So, there’s a lot more going on at these conventions than classes and sales pitches. It’s a place for the best of the best to meet the rest of the best of the best. I’m never disappointed after spending a few hours with some of the guys and gals at these conventions, and I plan on continuing to do so. Until we reach a point in the future where all this car knowledge can be surgically implanted or is taken over by some weird, futuristic robot control, attending a few classes to increase your knowledge is important. Let’s face it; to keep those computerized metal monsters on the road, it’s going to take the best of the best. ■

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» A/CUpdate

By Chris Crowell | Managing Editor

A/C Evolution

System advances are changing air conditioning service opportunities

he attention-grabbing headline in the world of air conditioning is usually the switching of refrigerants as the industry and regulators continue to search for the next level of environmental friendliness. In the ‘90s, the industry moved from

MAC Systems Using R-1234yf Cadillac XTS (2013,14) Chevrolet Spark EV (2014) Chrysler 300 (2014) Dodge Challenger (2014) Dodge Charger (2014) Honda Fit EV (2013,14) Jeep Cherokee (2014) Range Rover (2014) Range Rover Sport (2014)

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R-12 to R-134a. Then, within the last few years, word came out about the switch from R-134a to R-1234yf. This latest changeover is far from widespread status, but it will start to affect the aftermarket in the next few years, and shops will need to adjust – again. But the underrated A/C story that’s slowly developed during the same time period is the overall improvement of A/C systems.

State of the Industry The latest Mobile Air Conditioning Society (MACS) Field Survey tracks trends in A/C maintenance and repairs, and the group unveiled preliminary results from the 2013 version at the MACS 2014 Training Event & Trade Expo

in New Orleans. The 2013 field survey compiled data on more than 500 vehicles that went in for A/C service at 17 locations across the U.S. The survey trends show the average vehicle shelf life and the quality of the average A/C system have both improved to the point where less work is needed under the extended warranty. The MACS survey in 2003 showed that nearly 60% of the fleet came from original vehicle ownership — a number that is always above 50% (sometimes as high as 70%) as far back as the 1990 MACS survey. The original vehicle ownership of the fleet in the 2013 MACS Field Survey was down to 35%. The average vehicle age in the 2013 survey plateaued in the seven to 13 year range.

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» A/CUpdate COMPONENT REPLACEMENT MILEAGE RANGE COMPONENT Hose: Control switch: Condenser: Evaporator TXV/OT: RD/Acc’l: Seal: Compressor:

50K 10% 0 34% 32% 11% 11% 0 11%

100K 20% 22% 48% 55% 47% 47% 59% 20%

200K 60% 78% 52% 42% 52% 52% 41% 60%

Numbers from MACS State of the Industry presentation

This range extends well past where it was in the early ‘90s and seems to have extended further with each successive survey in the past decade. Over 40 percent of the vehicles in the survey fleet were in the 150,000 to 200,000 mile range. That number was 10 percent in 2003. As that average vehicle age evolved, so did the service required. Better quality systems lead to less leak and replacement-related servicing and more diagnostic time. Nearly 90 percent of the fleet in the 2013 survey had system pressure prior to service.

Reasons for service The decade in between the 2003 and 2013 field survey could be illustrative of a shift in the top A/C repair services for the aftermarket. In 2003, the top reasons for service included compressor case leaks (17%), hose leak (10%), leaking compressor shaft (9%) and leaking seals (8%). In 2013, the top reasons for service included compressor

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case leak (13%), hose leak (12%), leaking condenser (11%), service ports leaking (10%), failed compressor clutch (9%) and leaking evaporator (7%). There were no leaking seals recorded in 2013’s survey. Leaking evaporators barely registered in 2003’s survey (2%), and service port leaks were noted as a potential new leak source.

Other results from the survey: • 69% of the survey fleet required refrigerant circuit service. • 23% of the fleet had control service • 8.1% of the fleet had a compressor clutch failure. • Almost 60% had a control failure located in the vehicle interior; just about 40% of control failure was located in the engine compartment. • Average repair cost of R-134a systems in vehicles 1995 model year or later was $649. In 2003, the average R-134a repair cost was approximately $450. ■

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» SealingScience

By Larry Carley

Intake Manifold Gaskets

ack in the days when most engines had cast iron blocks, heads and manifolds, the intake manifold could be easily sealed with simple and relatively inexpensive die cut fiber-faced metal gaskets (solid or perforated core). Sealer was usually required to ensure a leak-free installation. But in the late 1980s and early 1990s, fuel systems and manifolds began to change. Multiport fuel injection meant the intake manifold no longer had to flow an air/fuel mixture, only air. This gave engine designers more freedom to optimize airflow. Manifolds became more complex, with long curving runners and intricate plenums engineered to improve throttle response and low speed torque. Plastic became a popular material for casting manifolds due to its low weight and cost. Some were also fitted with tuning valves that could reroute the air inside the manifold to change air velocity and flow according to engine speed and load.

Problem Applications On engines with aluminum cylinder heads, corrosion typically erodes the area around the coolant ports. If the plastic under the sealing bead on the intake manifold gasket is eaten away, the gasket can’t hold a seal and will leak. In this case, you can’t blame the leak on the gasket. GM has redesigned the intake manifold service gaskets for some of their problem applications. They’ve changed the sealing beads from silicone rubber to a tougher material called fluoroelastomer (FKM) rubber, which is much more resistant to oils, solvents and chemical attack. The location of the sealing beads on some applications has also been revised somewhat. The original OE gaskets as well as the revised

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service gaskets are usually black with orange sealing beads.

Installation Precautions When servicing or disassembling high-mileage engines, pay close attention to the condition of the sealing surfaces around the coolant ports on the heads. If this area is eroded or pitted, the intake manifold gaskets may not seal properly when the engine is assembled. In some cases, it may be possible to clean up the mating surface on a pitted head by lightly resurfacing the intake port side of the head. Pits can also be filled and sealed with high temperature epoxy fillers, then sanded or machined flat to restore a smooth, flat surface. If the erosion is severe, it might even be necessary to build up the damaged area by TIG welding the head or replacing it altogether with a new or salvage casting. According to one aftermarket gasket manufacturer, the recommended surface finish for the intake manifold and cylinder head mating surfaces should ideally be 30 to 60 microinches Ra

» SealingScience (Roughness Average). Another gasket manufacturer said anything from 20 to 80 Ra should be good enough. Unlike the super-smooth surface finish that’s usually required for late-model MLS head gaskets (20 Ra or less), the surface finish for most intake manifold gaskets isn’t as critical. Even so, it must be smooth, flat and clean, with minimal pitting and waviness. If the intake manifold or intake ports on the head are milled at too high a feed rate, it can leave an undulating wavy finish with ridges and valleys that can be difficult to seal. This may result in coolant or vacuum leaks, as well as premature failure of the intake manifold gasket sealing beads. Overall flatness on both mating surfaces should also be checked with a straightedge and feeler gauge. Flatness should be 0.003” or less on the mating face of the intake manifold and cylinder head intake ports on V6 engines, and it should be

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Âť SealingScience 0.004â&#x20AC;? or less on a V8 or straight six. Equally important, the intake manifold and head surfaces must be clean (no grease, oil or coolant film) and dry. RTV, other sealants or adhesives should not be used around the coolant or intake ports on carrier-style gaskets. The only place RTV silicone may be required is to seal the area where the ends of the intake manifold gaskets mate with the end strip seals on the block under the intake manifold or valley cover. Itâ&#x20AC;&#x2122;s also essential that the threads for the intake manifold bolts in the head be clean and undamaged, as this can affect clamping torque. New intake manifold bolts are recommended. But if you must reuse the old bolts, make sure the threads are clean and undamaged. Also, follow the recommended torque procedure when tightening down the intake manifold bolts and make sure it is the latest

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procedure as the original procedure and torque specs may have been revised. If the intake manifold gasket does not make a tight seal around the coolant ports, it may leak coolant into the crankcase. If it fails to seal tightly around the intake ports, it may allow vacuum leaks that upset the air/fuel mixture and cause idle and driveability issues.

Testing For Air Leaks Even the smallest leak in an intake manifold can cause a fuel trim problem. Finding a leak can be time consuming using your

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» SealingScience eyes and ears. Intake manifold air leaks will suck in air, not expel it. What is sucked in will influence the fuel mixture and impact engine and emissions systems. A smoke machine allows you to diagnose multiple leaks in less time compared to other methods. A smoke machine can pressurize the intake manifold and put smoke or vapor into the system. If there is a leak, you will see smoke come out. Connect the smoke machine to a vacuum port like the supply line to the brake booster. Make sure to block the throttle body with the right sized plug. Also, block off the PCV system. Leaking injector seals can cause lean and misfire codes. Conventional testing methods often involve flammable gases or putting thick oils on the seals and looking for a change in rpms. But this test can’t be performed on engines where the intake manifold restricts access. Smoke machines can help spot these leaks without any disassembly. Smoke coming from the oil filler or PCV system on an engine that is not misfiring could mean the bottom of the manifold is leaking or has cracked. It can also indicate worn valve guides or seals.

Coolant Leaks Coolant does not magically disappear; it has to go somewhere. External leaks can be seen with the naked eye or by using dyes. Internal leaks can find their way into the combustion chamber or the oil. Spotting these leaks can be difficult. Always inspect the overall sys-

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tem. Check the oil for any foaming or signs of contamination. It may be counterintuitive, but take the time to pull the codes. Efficiency or oxygen sensor related codes can indicate that coolant is leaking into the combustion chamber. Coolants contain phosphates and other chemicals that can damage the oxygen sensor and the catalytic converter. If the engine is a V6 or V8, the codes can even tell you which bank is leaking. If the leak is large enough and located in a runner, it might cause a misfire code. If the problem has been occurring for a long period of time, pull the spark plugs. Coolant will leave chalky white deposits on the electrodes. These techniques can help to narrow down what is leaking and determine if further tests should be performed, like compression or leak-down checks. ■

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» Batteries

By Andrew Markel | Editor

Busting AGM/Gel Cell Battery Myths

ave you noticed more batteries are moving into the trunks and under the seats of some vehicles? Chances are if the battery is not under the hood, it is an absorbent glass mat (AGM) or gel cell battery. AGM eliminates acid spilling in an accident because it is sealed. They can be installed at odd angles. These batteries pack a lot of power for their size and weight, which allows manufacturers to shave off a few pounds from the vehicle. That’s a big reason why they are being found more and more on latemodel vehicles.

HERE ARE THREE AGM/GEL CELL MYTHS: You can use your regular battery charger on AGM or gel cell batteries.

False. These batteries like to be charged slow and low. Many AGM/gel cell battery chargers have microprocessors that collect information from the battery and adjust the current and voltage accordingly. Some have different settings for charging flooded, gel and AGM batteries. Overcharging can kill these batteries. Also, alternators are not chargers. Don’t rely on an alternator to do the work of a charger. If a battery is discharged to the point that it cannot start the vehicle, use a charger as soon as possible to make

sure the battery gets fully charged. AGMs and gel cells can be tested the same way as conventional batteries.

False. These types of batteries have lower internal resistance than flooded batteries. Older capacitance battery testers/analyzers may not be able to accurately read these batteries. Most new battery analyzers have a special mode for AGM/gel cell batteries. Old-school load testers might not provide conclusive results. AGM or gel cell battery replacement is the same as flooded battery replacement.

True and False. While the installation of the battery may be the same for the two battery styles, some vehicles require an extra step to tell the vehicle that the battery has been replaced. Newer GM vehicles have a Battery Sensor Module on the negative battery cable. Ford has the Battery Monitoring System (BMS). Other manufacturers have similar systems. These systems require recalibration with a scan tool if the battery is replaced. If the system is not recalibrated, the alternator might overcharge the new battery and cause the battery to fail soon after replacement. ■

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Âť TechTalk

By Andrew Markel | Editor

Toughest Cabin Air Filter Jobs

abin air filters prevent leaves, dirt, bugs and other debris from entering the HVAC system. This prevents the fan and control doors from jamming with debris that could cause fan noise or affect the operation of the heater, air conditioner and defroster. Keeping the HVAC system clean also helps reduce the growth of odor-causing mold and other microbes on the A/C evaporator. Most drivers do not even know cabin air filters exist, despite vehicle manufacturers trying to make them more accessible to the customer since 2010. The most common placement is in or behind the glove box, and some manufacturers place the filter in the cowl area. Most of these filter replacements do not require tools. But there are still many late model vehicles that

April 2014 | UnderhoodService.com

are not easy to service, and they require a significant amount of disassembly to gain access to the filter. Some manufacturers did not make it easy by inserting the cabin air filter into the HVAC system. These are the cabin air filter jobs most DIYers will spend a weekend afternoon and a six-pack of beer trying to perform. For your shop, this is billable labor. Here are the 10 toughest jobs according to the editors of Underhood Service.

2007-â&#x20AC;&#x2DC;12 Nissan Altima (0.3-0.5 hours) To replace the filter, you have to remove the glove box and kick panel. If the previous technician installed the filter backward, you will not have the tab to pull the old filter out. Removing the old filter from the small slot typi-

» TechTalk cally leaves the passenger floorboard covered in dust and debris. To install the new filter, you must scrunch it down, possibly causing damage.

2003-‘08 Honda Pilot (0.4-0.6 hours) Getting at the cabin air filter on the Honda Pilot requires the removal of the glove box, kick panel and a metal brace. If this is the first time the filter is being replaced, you will need to cut a plastic support brace first. What makes this job tougher is the glove box stops and screws, which are awkward to remove.

MERCEDES CABIN AIR FILTER

2000-‘05 Grand Prix (0.2-0.3 hours) The issue with replacing this filter is dealing with the weather stripping that does not want to go back on the cowl panel and firewall. If it is not correctly reinstalled, it can result in a passenger compartment water leak.

ranging from 0.3 to 0.7 hours. Pre-2008, Mercedes consistently hid the filter deep inside the dash, but this started to change in later models.

Any pre-2008 Mercedes

Honda made one of the most tedious cabin air filter replacements out there. Techs need to remove seven screws, a metal bar and three access panels.

Model or chassis does not matter here. Replacing a cabin air filter on a pre-2008 Mercedes can be a chore

1998-2003 Honda Accord/Acura TL+CL (0.5-0.6 hours)

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» TechTalk 2001-‘07 Ford Escape (0.1-0.2 hours)

2002-‘08 Jaguar X-Type (0.3-0.5 hours)

The filter is not necessarily difficult to replace; the issue here is dealing with the plastic fasteners that have become brittle with time. Expect to replace at least one during the job.

To replace this cabin air filter, you need to remove the passenger side wiper arm. Potential issues include stripping the arm or not putting the arm back in the right position. Access to the filter is restricted by the body structure below the windshield.

2010- Nissan Juke (0.5-0.7 hours) This is one of the toughest cabin air filer replacements, requiring the removal of the glove box door, glove box, 10 screws and an electrical connector. Like the Altima, you have to scrunch down the filter to fit it inside the housing. Not a DIY job for the customer.

1999-2002 Nissan Quest/Mercury Villager (0.5-0.6 hours) This minivan requires the removal of the wiper arms, the cowling, top housing and six fasteners. Not a quick job, but replacement can make a big difference in HVAC performance.

2003-‘09 Mazda 3 (0.4-0.5 hours) This system can feel like Mazda built the car around the cabin air filters. To get at the filters, you have to remove the glove compartment, kick panel and a panel that is below the glove box to access to the HVAC system. While most manufacturers use clips, Mazda uses four screws for the compartment cover. The system uses two filters that stack on top of each other. The top filter has a channel underneath it that the bottom filter slides into. ■ Reader Service: Go to www.uhsRAPIDRESPONSE.com

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» TimingBelts Honda 2.2 & 2.3 Timing Belt Tips

These tips outline the belt replacement for the popular 2.2- and 2.3-liter Accord engines. The other Honda engines are similar, but don’t require the balance belt. They shouldn’t present any challenge to the experienced tech, but there are some things to keep in mind as you tackle these jobs. The 3.0-liter V6 models use a hydraulic tensioner that has to be mechanically reset and require a special tool to hold the tensioner in place while it’s installed. The tool is necessary, but it is inexpensive.

This simple retainer will ensure that the balance shaft seal stays in place.

This engine uses a doubletensioner system where both the balance shaft and timing belt tensioner are mounted on the same stud. Before you loosen the adjustment nut that will relieve the tension off both belts, install and tighten a short 6 mm bolt in the adjustment slot (the dipstick tube bolt works well) to maintain tension on the timing belt while you remove the balance belt. With the balance belt out of the way, loosen the just-installed bolt. Move the tensioner to release tension and snug the bolt. With the belt removed, check or replace the seals and water pump and install a seal retainer.

Installing a retainer plate holds the balance shaft seal in place. The 2.2-liter engine used in the Accord had a balance shaft seal with a tendency to come out of its bore, resulting in a severe oil leak. The affected models were recalled and a retainer plate was installed to hold the seal in place. This simple fix was quite effective and the problem seems to have been solved.

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» TimingBelts Look closely at the crank damper and pulley for separation. There have been instances of these pulleys coming apart. If you think you hear a loose belt, yet all of the belts are tight, or if the timing marks didn’t line up on the pulley when the engine was at TDC, suspect slippage between the pulley and hub of the damper. ■ Crankshaft holding tools

You will need to remove the crankshaft bolt and pulley. This can be the most challenging part of the job since the bolt is usually too tight (181 ft.-lbs.) to be removed with a conventional impact gun. Use a special tool that fits inside the hex on the crankshaft damper and a long breaker bar to remove this bolt. In extreme cases, it may be necessary to heat the bolt. Do so with caution so as not to damage the crank pulley or surrounding parts. Turn the engine over in the direction of rotation (counterclockwise) for six crankshaft revolutions. Confirm that the marks are aligned and that the belt is taut between the crank and cam. Loosen the tensioner adjustment nut to allow the spring to make its final adjustment. Retighten the temporary 6 mm bolt so tension will be maintained while installing the balance belt. The balance belt installation is more of the same. Loosen the tensioner adjustment nut to allow the tensioner pulley to be moved out of the way. Install the belt using your marks or the alignment pin. Loosen the adjuster to allow the tensioner to work, rotate the crank one turn and tighten the adjustment nut. Don’t forget to remove the temporary 6 mm bolt. Reinstall the belt covers, drive belts and pulleys. Lightly lubricate the threads and contact surface of the crank bolt and torque it to 180 ft.-lbs. Reader Service: Go to www.uhsRAPIDRESPONSE.com

» Hybrids

By Andrew Markel | Editor

Hybrid Fluid Service 101

oes the phrase “hybrid fluid maintenance” scare you? It shouldn’t. With more than 3 million hybrids on the road, and many of your customers considering purchasing one, servicing hybrid vehicles is in your future. Some special procedures must be followed when working on a hybrid. Most dual-mode hybrids do not use a conventional starter attached to a bell housing. Instead, they use one of the motor/generators to start the engine. This allows the gas engine to start smoother and fast. During extended idling, like at stoplights, the engine will shut down. When the driver hits the gas, the electric motors will propel the car forward and start the engine if required. The hybrid system will also use the engine to charge the batteries and operate the cooling systems to reduce battery temperatures. This behavior can show up in the bay during service if certain precautions are not taken. The engine could start in the middle of an oil change, or the electrically driven A/C compressor could turn on during a recharge. Don’t take chances. Always check the service information for the disable procedures. Some vehicles may require that the key be a certain distance from the vehicle. Others may require a scan tool to disable certain functions. Never assume that one model year of a hybrid is the same as the next. Many manufacturers made sweeping changes due to improvements in software and hardware.

Engine Oil Oil changes may not be needed as often with a hybrid because the engine runs less during low speeds and stop-and-go driving, but the oil still needs to be changed (refer to the vehicle manufacturers’ oil change interval recommendations). Reader Service: Go to www.uhsRAPIDRESPONSE.com

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Âť Hybrids Always use premium engine oils for these vehicles. Some late-model hybrids call for 0W-20 or 5W-20 weight motor oil. Not using the correct weight will damage the top-end of the motor. Starting an engine is the greatest cause of wear on any engine, and hybrids regularly shut down and restart the engine more than a conventional vehicle.

Transmission Fluids In all hybrid automatic transmissions, transmission fluid does not come in contact with the motor drives. On the Prius, the CVT part of the transmission is sandwiched between the two motor/generators. In the first generation Prius, there were rare reports of the transmission fluid leaking into the electric motor case and damaging insulation. Any leak or loss of fluid should be taken seriously. Some models will require a CVT-specific transmission fluid, while others will require a specific grade of fluid that could be compatible with conventional transmission fluid specifications. Pay attention to the Mercon and manufacturer grades. For example, Mercon V is not the same as

Mercon LV, which has a different viscosity. Check the container or ask your supplier if a fluid is compatible before you put it in the transmission. Never take specifications for granted â&#x20AC;&#x201D; some Ford Fusion hybrids call for a Toyota/Aisin grade of transmission fluid.

Cooling Systems Most hybrids have a separate cooling system for the inverter and electric motors/generators in the transmission case. These typically have their own electric pump, heat exchanger and special

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» Hybrids coolant. On the Fusion, Escape and Prius, there are two coolant reservoirs under the hood. Always make sure the fluid is at the correct level. Most manufacturers recommend flushing and filling the system

when the engine’s cooling system is serviced.

Power Steering Bad news: Hybrids do not have conventional hydraulically assisted power steering due to the

requirement that the system needs to operate with the engine off. The GM full-sized pickup and SUV two-mode hybrids use 42volts from the battery packs to power the rack.

Air Conditioning Some hybrid vehicles use air conditioning compressors that are operated by an electric motor instead of a drive belt. The motor’s insulated windings are immersed in the compressor’s lubricating oil. The oils used in these compressors have high dielectric (non-conductive) properties. If a different type of oil somehow makes its way into one of these compressors, and if the insulation on the windings is damaged or compromised, a variety of problems may occur. The greatest risk is that the oil may conduct high voltage to the compressor case or connected components. A person may receive an electric shock if they touch the compressor, engine, etc., and an appropriate ground. On the second and third generation Civic Hybrids, a combination belt/electric drive and A/C compressor is used and requires a special insulating compressor oil: Sanden SE-10Y (P/N 38899RCJ-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. ■ Reader Service: Go to www.uhsRAPIDRESPONSE.com

44 April 2014 | UnderhoodService.com

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» FuelSystem

By Andrew Markel | Editor

FUEL SYSTEM

FAQ

How do I test the wiring for the fuel pump on a vehicle? An accurate way to validate if the vehicle wiring can adequately deliver the power necessary to operate the pump is to use an appropriate “known good load” in place of the fuel pump. An appropriate substitute load is one that requires the same amperage as the fuel pump when it is operating. When a known good load is installed in place of a fuel pump, an expected current should flow through the circuit. If the expected current flows through the circuit with the known good load installed, the circuit is functioning normally. If current flow is correct, voltage and resistance are what they should be.

to support ignition. The symptoms can vary according to ambient temperature. The diagnostic red flag is a fuel gauge needle pegged on full.

What are the symptoms of a clogged fuel filter?

What are the signs of diesel fuel contamination?

The most common symptoms noted are a loss in horsepower, leading to slow acceleration, and in some cases difficulty starting.

The symptoms of diesel contamination greatly depend on the percentage present in the tank. A lower percentage might result in a minor power loss. A higher percentage, thanks to a lack of volatility, might result in a cranking, no-start condition after an overnight cold soak. One basic test for diesel fuel is to place a few sample drops of gasoline on your fingertips

What are the signs of stale gas? Stale gasoline is the loss of volatility, which means the gasoline has lost its “light-end” components and will not vaporize well enough

April 2014 | UnderhoodService.com

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» FuelSystem and rub them together. If an oily residue is left, suspect diesel fuel contamination. If the cranking, no-start vehicle has fuel pressure but acts as if it has a fuel delivery problem, try adding a substitute fuel like propane to the air intake. If the cylinders begin to fire, suspect diesel fuel contamination.

A customer is unsure if they filled up with E85 — what should I ask them? Ask them what color was the handle on the pump. E85 gas pumps use a bright yellow handle to alert consumers that they are using something different than standard E10 grade fuel.

What are the signs of E85 contamination?

I am not getting 12 volts at the fuel pump. What is wrong?

Drivers begin experiencing lean-fuel driveability symptoms, such as hard starting and loss of power, accompanied by a P0171 or P0174 DTC, depending upon the application. As an aside, note that “ethanol” and “methanol” are distinctly different alcohol compounds. Methanol is used in racing applications because its high latent heat of vaporization keeps the engine cool, and because it produces slightly more horsepower than gasoline.

The reason you are not getting 12 volts or more at the fuel pump on a late-model vehicle is because the fuel pump does not need a constant 12 volts. The PCM varies the speed of the fuel pump to increase or decrease fuel flow using pulse width modulation (PWM) of the pump’s supply voltage. The PCM determines how much fuel is required based on engine load and inputs from its other sensors. This type of system typically appears on an engine that has an airflow sensor to monitor engine load.

What is the first thing I should check if I suspect a problem with a fuel pump? The first thing you should do if your vehicle stalls or will not start, and you think it might be fuel related, is add two gallons of gas. Sometimes a fuel pump is diagnosed as defective for not pumping gas when the gauge is actually inaccurate.

What should I do when I install the new pump and it doesn’t work? It is not uncommon for fuel pumps to be installed because of inconclusive testing procedures. Inherent misdiagnosis can occur when performing open circuit voltage tests and continuity checks of ground circuits. The test equipment used to perform these checks (test lights and digital multimeters set to read voltage) does not load the circuit to the same degree that the fuel pump does when the pump operates. ■ Reader Service: Go to www.uhsRAPIDRESPONSE.com

50 April 2014 | UnderhoodService.com

» TechTips Perform Transmission Fluid Service By ‘Severe Duty’ Change Interval Improved lubricants have allowed service intervals to extend for many vehicles with automatic transmissions, utilizing “lifetime fluids.” In the past, service recommendations for automatic transmissions were based on time/mileage tied to requirements of new vehicle warranties (2-3 years or 30,000 miles). Lifetime fluid recommendations are now 510 years or the life of the vehicle (100,000 miles) unless the vehicle is subjected to “severe duty.” The question that often comes up next: When is it appropriate to perform a fluid service? Taken directly from OEM owners’ manuals, “severe duty” has historically been defined as: • Operation of vehicle when ambient temperature is above 100° F. or below 0° F. • Carrying heavy loads or multiple passengers on a daily basis. • High speed highway or interstate driving for extended periods of time. • Driving in hilly or mountainous areas. • Stop and go driving. By definition, most drivers are engaged in severe

duty vehicle operation most of the time. The severity and non-stop cold weather of this recent winter is a perfect example of severe duty conditions that really stress and deteriorate all of the lubricants in a vehicle. The standard recommendation is to cut the recommended change interval (30,000 - 100,000 miles) in half and perform service based on severe duty (15,000 - 50,000 miles). Most drivers are looking to minimize the cost of ownership and still meet the warranty requirements. Most warranties clearly state that failure to perform routine maintenance will void the warranty. When we service vehicles, we owe it to our customers to qualify their driving habits. We need to show them if they operate their vehicle in a manner that may require a more frequent service cycle. When we provide the customer with the advice and service they need to maintain their vehicle and OE warranty based on real world considerations, we instill trust, confidence and loyalty. Courtesy of Lubegard ■

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» DiagnosticDilemmas

By Gary E. Goms

The Diagnostician’s Toolbox How the right tools help unravel diagnostic dilemmas, past and present

hen looking at my annual budget, it’s important to spend my tooling dollars wisely. Due to some past mistakes in that area, I now avoid following the latest fads. There’s nothing worse than a high-priced “toy” gathering dust. On the other hand, there are some purchases that I’ve been putting off for years. Now that I’ve gone over my 2014 work flow and expense account, I can see where some of these oh-so-easily postponed tool purchases could have, more than once, made the diagnostic process far easier and much more profitable.

Inside the Box This diagnostic dilemma started when my neighbor installed a remanufactured 4.0-liter engine in his daughter’s 1998 Jeep Grand Cherokee and couldn’t get the new engine to start even though it had spark and fuel. The remanufactured versions of the 4.0L engine often require re-timing the distributor rotor to achieve an accurate cam/crankshaft (CMP/CKP) synchronization. Since the distributor is nonadjustable, synchronization can be corrected usually by advancing the distributor shaft one tooth counterclockwise. In this case, my lab scope indicated that the cam/crank synch was now accurately adjusted, but the engine still wouldn't start. The vehicle had been parked for at least a year, which caused the gasoline to go stale and the battery to sulfate. So, we drained the fuel tank and installed fresh fuel and a new battery. Using Chrysler’s auto testing mode (ATM) feature, I checked the fuel injectors for pressure drop just to make sure they weren’t clogged. The ignition coil was producing plenty of spark at the spark plug, but evidently not firing the cylinders. At this point, my lab scope was displaying a no spark signature as the engine was cranked, so next I tried to confirm compression, which turned out to be as specified. Available service information indicated that the

April 2014 | UnderhoodService.com

When the camshaft and crankshaft position sensors are synchronized on this '98 4.0-liter Jeep, three sets of four crank sensor pulses (yellow traces) must be contained within one cam sensor cycle (green trace).

rotor should be pointing to the 5 o’clock position on the distributor cap with the No. 1 cylinder at the TDC compression stroke, and, in fact, that position was marked on the distributor cap before it was removed from the original engine. So, I assumed that the rotor should indeed point at the 5 o’clock position. I even crossed several spark plug wires to get the engine to backfire to no avail. Sometimes a good night’s sleep will get us to think “outside the box.” I knew that the single vane on the distributor’s Hall Effect cam sensor should be exiting the cam sensor when the No. 1 cylinder reached top, dead center. With a timing light attached, we confirmed that the spark timing was 120 degrees retarded, which is exactly one terminal on the distributor cap. Jumping each wire counterclockwise one terminal allowed the engine to instantly start. As for the lack of a spark signature on my lab scope, the spark was occurring at 120 degrees ATDC at atmospheric pressure with gasoline in the cylinder and the exhaust valve starting to open, which caused a flat ignition waveform. So much for experience; so much for tunnel vision. Lesson Learned: A far quicker diagnostic method: Use a pressure transducer like my old Fluke PV350, (which I haven't used for years) to

» DiagnosticDilemmas

When the Hall Effect vane was positioned correctly, the distributor rotor pointed at the 3 o’clock position rather than the 5 o’clock position stated in the service data.

indicate peak compression, and use an inductive ignition probe to indicate whether the spark was occurring before or after peak compression. Digging into my tool box, I found that a common air hose coupler will connect the hose adapters on my old Snap-on compression tester hoses to the PV350. Following up, I refreshed my memory by watching an excellent John Thornton training video that filled in the details on compression waveform diagnosis. And, since I had all of the bits and pieces in my toolbox to convert the PV350 to cylinder testing, the cost to my bottom line (excluding the video) was about $6 for a new air coupler, which is money well spent.

sensors with no result. This time I came better prepared with a DLC breakout box (BOB) that allowed me to test the 16-pin data link connector (DLC) without disconnecting my scan tool. Instead of trying to piece together bits of information, I was able to confirm activity at the serial command interface (SCI) pins, thanks to the LED indicator lights on the BOB. The Chrysler Collision Detection (CCD) pin No. 3 correctly measured about +2.5 volts, and CCD pin No. 11 measured about -2.5 volts. Similarly, I was instantly able to confirm B+ at dedicated pins No. 16 and chassis grounds at dedicated pins No. 4 and No. 5. Knowing that the communications were working, I installed a relay-testing adapter directly under the ASD relay. The adapter allowed me to use a voltmeter to determine if the B+ voltage was available at the relay and if the ECM was activating the relay as the ignition was turned on. The answer was no because the ECM should have pulled one primary terminal down to nearly zero volts as it activated the ASD relay. This relatively inexpensive tool also allows a tech to check voltage drop and current flow through the relay contacts, thus eliminating guesswork in relay diagnosis.

Irrational Behavior Diagnosing a faulty ECM or PCM is tough because usually it’s done by a process of elimination. For example, you might recall my column in the February 2014 issue of Underhood Service describing the problems related to diagnosing an intermittent loss of fuel and spark on a 1999 Dodge Dakota. While the root cause of the intermittent loss of fuel and spark was a bad auto shutdown (ASD) relay driver in the ECM, one of the major difficulties I faced was knowing when the CCD bus and SCI communications were failing on the vehicle. As Yogi Berra would say, “it was déjà vu all over again” because I was called a month later to diagnose a cranking, no-start complaint on a 2000 Dodge Dakota equipped with a 4.7-liter V8 engine and a similar on-board electronics system. My client shop had replaced the crankshaft and camshaft position

The LED circuit activity indicators on this DLC breakout box greatly simplify the diagnosis of a bad PCM or ECM.

I wanted to back up my faulty ECM diagnosis by communicating with all other on-board modules. With communications successfully established, I moved on to the bi-directional controls included on the Chrysler diagnostic menu. I wanted to activate the ASD relay, so I attempted to enter the auto-testing mode (ATM), which is designed to momentarily UnderhoodService.com 53

» DiagnosticDilemmas activate components like relays, fuel injectors, ignition coils and even the alternator. But I couldn't access the ATM bi-directional controls, so I had my helper crank the engine to activate the ASD. The engine unexpectedly started, which suddenly complicated the diagnosis.

testers are tools I should have bought years ago. If I hadn’t tested battery voltage at the relay tester with the engine running, I might have assumed that the 14.2 volts indicated at the instrument cluster and scan tool was rational data, which would have made the diagnosis far more difficult. As it was, the voltage rationality issue, the inability to access the ATM mode, the intermittent loss of ground for the ASD relay, and the apparent loss of ground for the alternator field current formed enough evidence After hedging for the past three years, I finally bought a set of relay test adapters. After learnto condemn the ing the finer points of relay testing, I've saved a ECM. The altertremendous amount of diagnostic time. nator performed perfectly after a Thanks to the relay test adapter, new ECM was installed. I detected a serious lack of rationSeat Time ality in the scan tool data stream. In the December 2012 issue of While the data stream indicated Underhood Service, I wrote a colB+ at 14.2 volts at the instrument umn about diagnosing multiple cluster, I measured only 12.6 volts failures on a 2003 Chrysler New at the B+ terminal on the test Yorker van equipped with the 3.8adapter. Returning to the scan liter engine. The owner’s comtool, I saw 14.2 volts on the B+ plaint was a rough idle and a PID or data line. Returning to the stalling condition. Among the battery itself, I measured 12.6 many problems we uncovered volts with two different voltwere badly worn spark plugs, a meters and with the engine runbad coil on the waste-spark ignining. Clearly either the ECM tion, open spark plug wires, and a wasn’t grounding the alternator stuck-open fuel injector. After field or the alternator itself was making the recommended defective. An erroneous battery repairs, my client shop reported voltage was being displayed on the same rough-idle complaint. the instrument cluster. In addiThe engine had passed a comtion, the ECM wasn’t consistently pression test, with all cylinders grounding the ASD relay, causing testing evenly, but when we an intermittent loss of ignition removed the front valve cover, we and fuel. were lucky enough to find a valve Lesson Learned: Both the DLC spring with a broken top coil. breakout box and the set of relay Go to www.uhsRAPIDRESPONSE.com

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» DiagnosticDilemmas Oddly enough, the rough idle condition would disappear as soon as the throttle went off-idle. Above idle speed, the engine would run smoothly. If this broken valve spring was on the rear cylin- Although it caused a rough idle complaint, this broken valve spring (center) passed all of der bank, where our non-intrusive testing and a compression the valve cover test to boot. was not so easily removed, the case would have continued as a Lesson Learned: Since spark Diagnostic Dilemma. Although plug access is becoming harder on the problem was solved, a situaso many vehicles, cylinder comtion like this is troubling for any pression and cylinder leak testing diagnostic tech because, if we are becoming less practical by the don’t want to depend on luck, day. Just recently, I was called to what are our options? diagnose a cranking, no-start Tech forum posts I’ve seen on problem on a 2006 Dodge vacuum waveform diagnostics Durango with a 5.7-liter Hemi have been intriguing but, to me, engine that had obviously been inconclusive. That “significant run out of oil. blip” you see might be nothing Just to confirm the opinion, we but electromagnetic interference ran compression on the No. 1 (EMI). For these reasons, accurate cylinder, which proved to be waveform diagnosis requires a zero. I speculated that the cam long learning curve under a varijournals seized and broke the ety of conditions. timing chain. Vacuum waveform diagnostics But what if the No. 1 cylinder are nothing new, though. In fact, I did have compression? What if have a 20-year-old vacuum wave vacuum waveform analysis transducer quietly residing in my might provide a quicker and toolbox. It’s pretty crude, but I more accurate diagnosis? I have used it in the past to diagdecided to invest in a more modnose a slipped valve guide on a ern vacuum waveform transducfreshly rebuilt 4.3-liter Chevy er that should more accurately Blazer, and I've recently used it to display variations in vacuum pin-point another loose valve waveforms during cranking. guide on a freshly rebuilt 5.0-liter I'm still getting the feel of this Ford pickup. Despite those mernew transducer, so I'm not sure its, it’s not the most accurate, nor how well it will work in practice, the most convenient tool, for but expect to see it in action durdiagnosing internal mechanical ing some new, upcoming engine problems. Diagnostic Dilemmas. ■ Go to www.uhsRAPIDRESPONSE.com

» TechTips Audi: Rattle Noise From Engine Area Rattle noise from the air conditioning compressor. The noise is particularly audible in ECON operation. When the compressor operates under load, the noise is hardly audible. This condition is exhibited only in vehicles equipped with a DENSO air conditioning compressor with a plastic pulley. Damper elements of the plastic pulley are noisy under little or no compressor load.

Production Solution: New compressor from model year 2008.

Service 1. Check whether a plastic pulley is installed on the air conditioning compressor. 2. Make certain that the vehicle is in a temperature environment above 5° C (approximately 40° F), as a compressor shut off condition is active below this temperature. 3. Set the HVAC system to full cooling and listen for noise. 4. Activate ECON mode. If the noise is only present in ECON and not in full cooling, it is likely that the compressor pulley is the source of the noise. 5. Apply a noise-dampening foil (P/N 8E0 260 329) to the pulley. The air conditioning compressor does not have to be removed. 6. If this solution is not successful, replace the plastic pulley according to the repair information in ElsaWeb >> Heating, Ventilation & Air Conditioning >> Heating, Ventilation & Air Conditioning >> 87 Air Conditioning >> Compressor Belt Pulley/Drive Unit, Replacing. Courtesy of MotoLOGIC® Repair & Diagnostics: www.motoshop.com/motologic

Ford: Engine Vibration at Idle

Models: 2000-‘11 Focus Some Ford Focus vehicles may exhibit an excessive engine vibration when idle. The vibration is most noticeable when the transmission is engaged in reverse. This condition may be caused by small stones, road debris, ice or snow packed/lodged in the rear engine roll restrictor.

Action Inspect the rear engine roll restrictor for debris and install a service shield if necessary.

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» TechTips Service Procedure

1. Inspect the rear engine roll restrictor for debris. 2. Remove any debris from rear engine roll restrictor. 3. Remove the cross member-to-roll restrictor attachment bolt. 4. Install service shield.

5. Install roll restrictor attachment bolt and torque to specification. a. 2000-‘07 model year vehicles. 47 Nm (35 ft.-lb). b. 2008-‘11 model year vehicles. 70 Nm (52 ft.-lb). Courtesy of MotoLOGIC® Repair & Diagnostics: www.motoshop.com/motologic

Jeep: Tapping Sound After Engine Warm Up MODELS: 2007–‘08 (KA) Nitro NOTE: This bulletin applies to models equipped with the 4.0L engine. Some customers may experience a tapping sound from the engine compartment after engine warm up. This bulletin involves the installation of a serpentine drive belt and a new design idler pulley using a revised belt routing.

Fig. 1 Revised Belt Routing 1 - Upper Idler Pulley 2 - Driver Side Idler Pulley 3 - Passenger Side Idler Pulley

Diagnosis: 1. Start engine and allow it to idle for five minutes in order to bring the accessory drive components to operating temperature. 2. Set the HVAC to windshield defrost mode. Set the temperature to its coldest setting, and turn on the A/C. While maintaining an engine speed between 1,800 and 2,000 rpm, listen for tapping sound. If a tapping sound is evident, shut the engine off. Remove the serpentine drive belt following procedures found in DealerCONNECT. Do not let the tensioner arm snap back to the free position as damage may occur to the tensioner. 3. Restart the engine and listen for a tapping sound. If there is a tapping sound, this bulletin does not apply and additional diagnosis is required. If there is not a tapping sound, perform the repair procedure.

Repair Procedure:

1. Remove idler pulley (No. 1 in Fig. 1). 2. Install the new idler pulley and serpentine drive belt using the revised routing (Fig. 1). Courtesy of Identifix ■ Reader Service: Go to www.uhsRAPIDRESPONSE.com

58 April 2014 | UnderhoodService.com

» Shop Spectra Premium released nine new fuel tank strap sets covering more than 5 million vehicles. These new SKUs are all first-to-market parts exclusive from Spectra Premium. They include late-model coverage for 2011-‘13 Ford F-Series; 2007-‘12 GMC Acadia/Chevy Traverse; 2007-‘12 Dodge Caliber, Jeep Compass/Patriot; as well as 2003-‘13 Cadillac CTS/STS/SRX. Spectra Premium also releases eight exclusive Toyota fuel tanks, 24 fuel pumps and assemblies, and nine A/C condensers. http://mktg-us.spectrapremium.com/newproducts. Reader Service: Go to www.uhsRAPIDRESPONSE.com

As transmission technology evolves, so does the transmission remanufacturing industry. This shift is no more apparent than in the 6L80E. In this short video, ETE REMAN highlights the updates and upgrades made to this family of transmissions. Proving that, much like rock-hard abs and ice-cold brews, good things come in six (speeds, that is). See for yourself at http://bit.ly/ETE-6L80 Reader Service: Go to www.uhsRAPIDRESPONSE.com

The Elgin PRO-STOCK brand has introduced a broad line of onepiece, thick-wall performance push rods that provide up to 40 percent greater column strength and increased stiffness over conventional, 0.080-in. wall rods. The PROSTOCK line now includes one-piece 5/16-in. diameter push rods featuring 0.110-in. wall thickness and 3/8in. diameter rods with 0.137-in. wall thickness. Available lengths range from 7.900 in. to 9.400 in. for 3/8 push rods and 6.250 in. to 8.800 in. for 5/16 push rods. Reader Service: Go to www.uhsRAPIDRESPONSE.com

NAPA’s Platinum Filter offers technology for the latest advancements in synthetic oil and performance oil filters. Featuring a host of oil filter innovations, including wire re-enforced fully synthetic media and an ultra-durable Hydrogenerated Nitrile compound anti-drain back valve (where applicable), this oil filter provides the ultimate protection in the NAPA Family of oil filters. Visit www.napafilters.com for more information. Reader Service: Go to www.uhsRAPIDRESPONSE.com

Genuine Intermotor Import Ignition Wire Sets are unrivaled for quality, coverage and original match. No one provides more extras, like factory-installed separator clips, anchors and protective looms and trays to keep wires sorted properly and safely. Intermotor ignition wire sets install with ease for exceptional power, performance and extra-long service life. www.IntermotorImport.com Reader Service: Go to www.uhsRAPIDRESPONSE.com

UnderhoodService.com 59

Itâ&#x20AC;&#x2122;s Fast, Easy and Accurate! Get FREE PRODUCT AND SERVICE INFO from the companies featured in this issue of Underhood Service. >> VISIT www.uhsRapidResponse.com and click on the company from which you want information. >> OR, go to www.UnderhoodService.com and click on the Underhood Service Rapid Response Logo.

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» UltimateUnderhood

ASA VISION CONFERENCE

THE REAL SHOWSTOPPERS

Look Around The Parking Lot at a Tech Training Conference For a Good Time

t the recent ASA Vision Training conference in Overland Park, KS, I did a quick survey of the parking lot to see what the technicians drove to the show. I was not disappointed. The most common vehicle was the courtesy shuttle from the shop. Most of these were older than nine years old, but looked better than the average car on the road. Then there were the cars that non-technician types would call junkers, beaters or jalopies. But to a skilled technician and car guy, these are statements of a technician’s skill, cunning and thrift. If you looked at these cars up close you saw evenly worn tires, no leaks on the ground and license plates from states that are a considerable distance from Kansas. ■

This 30-year-old K-Platform Dodge Aries shows how a little bit of maintenance can go a long way. I am sure the owner has a great story about how he found this classic.

This Civic looked rough on the outside, but mechanically you could see it had been taken care of. Notice the clear headlights and proper ride height.

April 2014 | UnderhoodService.com

This Toyota looks like it caught on fire at one point, but some tech got it running and road legal again, probably for a lot less than a lease down payment.

This K5 Blazer looked low and mean. The monochromatic paint job really made the truck pop.

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