■ CHRYSLER 3.5 V6 SERVICE A
MAGAZINE
■ DECODING DTCs
■ TPMS SIGNALS ®
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Diagnostic Dilemmas: Starter & Battery Diagnostics
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Fuel Pumps & Scan Tools What controls fuel pressure and volume on most vehicles is the ECM. This article discusses how some fuel pump problems can be solved using a scan tool.
Starter & Battery Diagnostics Technical contributor Gary Goms expains the evolution of the starter and what makes it turn and what makes them stop.
Tech Update
Diagnostic Dilemmas
Series 42 Engine Chrysler 3.5 Technical Editor Larry Carley looks at the technology behind the second-generation Chrysler V6.
AUGMENTED REALITY
CONTENT IN THIS ISSUE:
Testing Direct Injection Injectors Solving Oil Sludge Problems Engine Timing AVI Publisher Jim Merle email: jmerle@babcox.com 330-670-1234, ext. 280
Graphic Designer Dan Brennan email: dbrennan@babcox.com 330-670-1234, ext. 283
Editor Edward Sunkin email: esunkin@babcox.com 330-670-1234, ext. 258
Contributing Writers Gary Goms, Scott “Gonzo� Weaver, Bob Dowie and Randy Rundle
Managing Editor Jennifer Clements email: jclements@babcox.com 330-670-1234, ext. 265
Ad Services (Materials) Cindy Ott email: cott@babcox.com 330-670-1234, ext. 209
26 44 60 69 Technical Editor Larry Carley 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
DEPARTMENTS
®
Columns
6 Gonzo’s Toolbox 8 ASE Quick Tip 10 NEWS: Oil Invoice Changes 12 Directions 16 Aftermarket Update 38 Customer States... 48 TPMS Sensor Signals 52 Decoding Diagnostic Codes 58 Volkswagen Belt Service 64 Tech Tips 72 Shop (New Products) 75 Rapid Response 76 Classifieds 80 Wienermobile 101
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Marvin Greenlee, owner Meade & Greenlee Inc. Salem, Oregon
Marc Duebber, owner Duebber’s Auto Service Cincinnati, Ohio
Anthony Hurst, owner Auto Diagnostics Ephrata, Pennsylvania
Audra Fordin, owner Great Bear Auto Repair Flushing, NY www.womenautoknow.com
Roger Kwapich, owner Smitty’s Automotive Toledo, Ohio
Rick O’Brien, technician Coachworks Portland, Maine Tom Palermo, general manager Preferred Automotive Specialists Jenkintown, Pennsylvania
HOME OFFICE 3550 Embassy Parkway Akron, Ohio 44333-8318 330-670-1234 FAX 330-670-0874 www.babcox.com 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 Sales Representatives: Bobbie Adams badams@babcox.com 330-670-1234, ext. 238 Sean Donohue sdonohue@babcox.com 330-670-1234, ext. 206 Dean Martin dmartin@babcox.com 330-670-1234, ext. 225
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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
Publication
Paul Stock, owner Stock’s Underhood Specialists Belleville, Illinois Michael Warner, owner Suburban Wrench Pennington, New Jersey
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) (August 2013, Volume XVIII, Number 8): 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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» Gonzo’s Toolbox
By Scott “Gonzo” Weaver Gonzosae@aol.com
LOST IN THE OWNER’S MANUAL I Know It’s Here, Somewhere...
H
ardly a day goes by when I’m not changing oil in a car. It’s a simple task to perform, but, today, you must also reset the oil reminder system. The procedure varies from model to model and year to year. Sometimes, I figure that since I’m right there by the car, I might as well find the owner’s manual (that little booklet that’s typically buried in the glove box under all those extra napkins, broken sunglasses and assorted paperwork) and look up the procedure myself. (And, sometimes, the car may be too new that the procedures are not yet in an online information system.) Oftentimes, I might even use it to find the exact amount of oil I need to add. But, for some reason, not one manufacturer can come up with a method of putting the information in one convenient spot. The information is included, but it’s hardly ever clearly placed where you can easily find it. And, you’d think with years of going through various owner’s manuals to find these reset procedures, or the vehicle’s oil quantity, that I’d have this down to an science. NOT! So, here I am, just another
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day at the shop, doing another oil change, and, just like the last oil change, I’m sitting in the car flipping through page after page of that crazy book trying to find the right section. That might explain the crazy mechanic in the car, if you walked by right about then. You’d probably notice me shouting out a few comments about what I think of these poorly written vehicle exposés. It’s like a maze of confusing references from one page to another. Tell me, why do these owner’s manual writers make it so difficult to find such everyday information? I know it’s in there; probably one short paragraph describing a few steps you need to do to
clear the warning light, but do you think they’ll put a reference to that particular page in the index? Good luck on that one. Of course, for a lot of the newer cars, you can reference a CD or go to a website where you can view the manual. To me, that just makes it even less likely that I’ll look. Instead, I’ll just go to my own computer and find the procedure in a repair information database. I’ve lost count of how many times that I think I’ve found the page with the information I needed, only to be directed to another section, which then leads me to an entirely different section. It’s just a pain in the dipstick to read these manuals sometimes, and that’s probably why most vehicle owners don’t read them at all. You know what these manufacturers need to do? They need to spice things up a bit, like hiring a professional drama writer to write the owner’s manual for them. I can’t say I’d sit down in my comfy chair next to the fireplace with a copy of Gone With The Owner’s Manual, but it wouldn’t hurt to make them more user-friendly, or we’d be back to square one. ■
» QuickTips
SCAN TOOL MODES
ASE L1: Understanding Scan Tool Modes Section B, Item 8 of the ASE L1 certification task list states: “Interpret OBD II scan tool data stream, diagnostic trouble codes (DTCs), freeze-frame data, system monitors, monitor readiness indicators, and trip and drive cycle information to determine system condition and verify repair effectiveness.” What ASE is talking about are the modes of OBD II scan tool protocol. Modes are usually denoted by a dollar sign and a twodigit number. While most rookie technicians can use a scan tool without being aware of what the modes mean, L1 certified technicians should know what the modes are for advance diagnostic and tool usage. Mode $01: Used to identify what powertrain information is available to the scan tool. Mode $02: Displays freeze-frame data. Mode $03: Lists the emission-related “confirmed” DTCs stored. It displays exact numeric, four-digit codes identifying the faults. Mode $04: This mode is used to clear emission-related diagnostic information. This includes clearing the stored pending/confirmed DTCs and freeze-frame data. Mode $05: Displays the oxygen sensor monitor screen and the tests. Mode $06: This type of information is a request for On-Board Monitoring Test Results for Continuously and Non-Continuously Monitored Systems. There are typically a minimum value, a maximum value and a current value for each non-continuous monitor. Mode $07: In this mode, the scan tool sends a request for emission-related DTCs detected during the current or last completed driving cycle. It enables the external test equipment to obtain “pending” DTCs detected during the current or last completed driving cycle for emission-related components/systems. This is used after a vehicle repair, and after clearing diagnostic information to see test results after a single driving cycle to determine if the repair has fixed the problem. Mode $08: Bi-directional testing of components. Mode $09: Retrieve vehicle information like the VIN and the calibration identification. Mode $0: Lists emission-related “permanent” DTCs stored. As per CARB, any DTC that is commanding the MIL on and is stored into non-volatile memory will be logged as a permanent fault code. ■
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» OilNews
INVOICE REQUIREMENTS
New Oil Change Invoice Requirements For Shops
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our customer invoices might have to list the engine oil type, brand and other related information, according to a new recommendation by the U.S. Commerce Department’s National Institute of Standards and Technology (NIST) and the National Conference of Weights and Measures (NCWM). These recommendations became effective July 1, 2013, for states that approve, and are outlined in a section known as the Uniform Regulation for the Method of Sale of Commodities. But, it is still not clear how these recommendations will be enforced. “Last year (July 2012), the NCWM added a requirement to its existing model regulations for retailers that provide oil change services to provide consumers with a document that lists the oil’s manufacturer, brand name, SAE viscosity and service requirements as defined in API 1509, SAE J183 or ASTM D4485,” said Ron Hayes, chairman of the Fuels and Lubricants Subcommittee of NCWM. “This follows concerns expressed to
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the NCWM that some retailers may not have provided consumers with product-matching advertised specifications.”
Recommendations: • Oil change facilities and repair shops must disclose the engine oil brand name, SAE viscosity and API service category or categories on invoices or customer receipts. • The retailer must have labels on all containers, including bulk storage tanks, with the same information. • Oil suppliers must provide the information on delivery tickets to the retailer. • Effective Jan. 1, 2014, all delivery tickets must be retained at retail facilities for one year. • Labeling and disclosure on receipts are required for engine oil with obsolete API service categories with the appropriate cautionary language. To get more information on these uniform recommendations and to determine the status of your state, visit ASA’s legislative website at www.TakingTheHill.com. ■
» Directions
By Edward Sunkin | EDITOR
Cash For Clunker Cars Are Now Your Stimulus Package
I
n 2009, the Car Allowance Rebate System (CARS), or the “Cash for Clunkers,” program incentivized drivers to trade in their gas guzzlers for a more fuel-efficient vehicle.
Most of these 690,114 vehicles are now four years old and have almost 50,000 miles on the odometer. This is a repair sweet spot you cannot ignore.
Below are the top 10 selling Cash for Clunkers cars: 1. 2. 3. 4. 5. 6. 7. 8. 9. 10.
Toyota Corolla Honda Civic Toyota Camry Ford Focus Hyundai Elantra Nissan Versa Toyota Prius Honda Accord Honda Fit Ford Escape
If you look over the maintenance intervals for the top 10 vehicles, in the past four years these vehicles have not needed much more than oil changes and filter replacements. Hope-fully, the owners have abided by these intervals because seven out of the 10 vehicles on the list have maintenance indicator lights.
Inspecting the Sweet Spot These vehicles are a golden opportunity for shops. At the 36,000-, 40,000- or 50,000-mile interval, all of the OEMs recommend major inspections. These inspections typically include most vehicle fluids, the HVAC system, drivetrain and most mechanical systems. Belts, hoses and the battery
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get special attention. The OEMs want you to inspect the items on the list so you can recommend the appropriate services to your customer. Sure, these items could be ignored and the vehicle could run 100,000 miles without a problem, but beyond that, major part failures can be expected.
The Shift I always hear the line, “cars are just built better.” The real truth is that cars are just built different, and they will also last longer, creating even more service opportunities. The manufacturers have learned that every driver and drive cycle is different. They also know that vehicles are lasting twice as long and accumulating more miles per year than ever before. Instead of making blanket recommendations, they want techs to inspect vehicles and make recommendations for parts replacement depending on an interval to make vehicles operate longer and be the most economically sound. The really good news is every vehicle in the top 10 has a cabin air filter. ■
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» Aftermarket Update
Brought to you by:
For free e-mail updates with the latest aftermarket news, tech tips and supplier promotions, log on to AutoCarePro.com.
MAHLE Clevite Kicks Off Third Annual
Champion Technician Contest MAHLE Clevite Inc. recently announced the third annual MAHLE Clevite Champion Technician Contest, a contest designed to spotlight talented and forward-thinking engine technicians and specialists nationwide. By answering a series of five questions, one grand-prize winner will receive a VIP trip to the 2013 NASCAR Sprint Cup Series Champion’s Week in Las Vegas. “Since its inception in 2011, the MAHLE Clevite Champion Technician Contest has enabled us to recognize the persistence and tireless dedication of today’s engine technicians, nationwide,” said Ted Hughes, manager – marketing for MAHLE Clevite. “In
this — our third consecutive year of the contest — we once again will salute one passionate individual who exemplifies a ‘champion’ in every sense of the word.” In order to enter, participants must answer a series of five questions that describe the nominee’s passion about engines and engine rebuilding, explains the history of how their journey in this field began, describes a defining moment in their career and describes the skills and talents the individual exemplifies to characterize them as a “champion.” Participants can either submit an entry about themselves, or on behalf of the nominee.
» Aftermarket Update Contest registration forms can be downloaded at www.mahleclevite.com/championtechnician and submitted via email to mahle.clevite@ us.mahle.com or by faxing the completed application to 248-596-8899 until 11:59 p.m. ET on Oct. 28, 2013. The grand-prize winner will receive a trip to Las Vegas Dec. 4-7, 2013, including coach airfare for two, a three-night hotel stay, a special meetand-greet with a NASCAR personality, MAHLE Clevite VIP dinner for two at a five-star Las Vegas restaurant, two tickets to NASCAR Victory Lap and NASCAR After The Lap, as well as tickets to the NASCAR Sprint Cup Series Awards and the NMPA Myers Brothers Awards Luncheon, a feature on MAHLE’s website and social media sites, Las Vegas and Officially Licensed NASCAR merchandise and a commemorative plaque. The prize package is valued at approximately $4,000.
New ‘TechTalk By Federated Auto Parts’ Tech Tips Now Airing On ‘Two Guys Garage’ Kevin Byrd and Willie B., the hosts of “Two Guys Garage,” are talking education and training in new “TechTalk by Federated Auto Parts” segments. The tech tips are now airing during new “Two Guys Garage” episodes on Great American Country Network (GAC). “TechTalk by Federated Auto Parts” will be featured on every episode of the show through the end of the year. The segments focus on time-saving installation techniques and problem-solving parts from Federated manufacturing partners. For more information or to find air dates and times, visit www.federatedautoparts.com.
Nationwide
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are of such exceptional quality they are backed with a 100% labor guarantee. If you purchase and return a defective starter or alternator from AutoZone, you will receive 100% reimbursement for your labor within just 48 hours.* Order from your Commercial Sales Manager, at www.autozonepro.com, through your shop management system or by phone. *48 hour labor claim response guarantee does not apply to claims over $1,000 or claims requiring product testing.
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GUARANTEE
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» Aftermarket Update Mitchell 1 Names
New VDO App for
Educator of the Year
Gauges
David Byrd of Goldsboro, NC, was named the Mitchell 1 2013 Educator of the Year during North American Council of Automotive Teachers (NACAT) conference held recently in Quebec City, Quebec, Canada. Each year, Mitchell 1 recognizes one of the nation’s top teachers for excellence in automotive repair instruction. Byrd was presented with a check for $500 and a recognition certificate. He will also receive a one-year complimentary subscription to Mitchell 1’s ProDemand repair, diagnostic and maintenance information program for the school where he teaches.
The new VDO Gauges2Go app allows enthusiasts to view VDO gauges in a virtual simulation as if they were mounted right on their dashboards. It includes a fully functional GPS speedometer, so any mobile device or tablet with the application is able to produce an authentic-looking dashboard. Called “Gauges2Go,” the new VDO app is available free from iTunes for use on all iOS smart devices and on Google Play for Android, as well as at www.vdo-gauges.com/app.
New Video From CARDONE CARDONE just released a new ProTech technical video titled, “Simple Power Steering Contamination Test.” The video explains a quick way technicians and shop owners can show customers why it’s important they flush their steering system and/or replace their steering hoses. Visual proof works best, according to CARDONE. The video can be viewed at: youtube.com/cardoneindustries.
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20 September 2013 | UnderhoodService.com
» Aftermarket Update 5 Finalist Positions Remain In $10,000
Champion ‘King Of The Road’ Contest Are you driving the next Champion “King of the Road?” There’s only one way to find out: by entering Champion brand’s free King of the Road online contest at www.Alwaysa Champion.com. The contest, which has already awarded $2,500 in prizes and generated more than 50,000 votes, still has five weekly prizes remaining before the King of the Road finals determines the $5,000 grand-prize winner. Champion spark plugs, wipers and chemical additives are “Performance Driven” products of FederalMogul Corporation.
The first five Champion King of the Road finalists are: • Kenny Fensom, Fayetteville, NC, 2003 Chevrolet Trailblazer • Roger Walker, Jacksonville, AR, 1966 Pontiac GTO • James Laurita, Commack, NY, 1970 Ford Mad Max Cobra Jet • Rich Barcia, Selden, NY, 1969 Dodge Charger • John Carlson, South Bend, IN, 2008 Ford Mustang “Our top vote recipients so far have included everything from the winner’s first car to legendary Detroit muscle cars Go to www.uhsRAPIDRESPONSE.com
that have been painstakingly maintained over the decades. The incredible range of entries demonstrates the owners’ passion for their vehicles and for the Champion brand,” said Jessica Wynn, brand strategy manager, Federal-Mogul. To enter the free contest, simply submit one or more digital images and interesting background information about your vehicle through the “King of the Road” link at www.Alwaysa Champion.com. Members of the Champion online community will vote to determine the winner of each of the five remaining $500 prizes. Weekly winners are then automatically entered into the $5,000 grand-prize round. Anyone may vote in the contest and participate in other Champion promotions by completing a free registration on the brand’s website. The final weekly winner will be announced Monday, Sept. 2, and grand prize voting will take place Sept. 9-15. To learn more about the Champion “King of the Road” contest and to look up the right Champion product for any application, simply visit www.Alwaysa Champion.com. ■
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Âť TechUpdate
FUEL PUMP
by Andrew Markel, editor Brake & Front End magazine
Fuel Pump Diagnostics Using A Scan Tool CONFIRM THAT A PUMP IS BAD BEFORE GETTING YOUR HANDS DIRTY
T
he most common diagnostic procedures for fuel pumps in the past were analog and hands on. Most fuel pump-related problems could be solved with a pressure gauge and voltmeter. Today, the scan tool is the most important tool when diagnosing a fuel supply problem. On early import vehicles, the fuel pump was energized when the key was turned on and a vacuum-operated diaphragm regulated fuel pressure. Today, input from at least two modules and various sensors that are networked on
a high-speed serial data bus is required for a fuel pump to operate. While this may sound like it would complicate the diagnostic process, it actually simplifies diagnostics and can save you from unnecessarily dropping a fuel tank. With a scan tool, it’s possible to verify if the modules controlling the fuel pump are receiving the correct data like oil pressure, crank position and key position. Some late-model vehicles have even turned the fuel pump into its own module or node on the high-speed serial data bus. The module may share data like the fuel level and tank pressure with the instrument cluster module and the ECM. What this also means is that this data can be monitored with a scan tool. If the serial data bus is unable to communicate with certain modules like the theft deterrent system or even the body control module (BCM), it could cause the fuel pump to shut down. Most late-model vehicles have return-less fuel systems. Instead of using engine vacuum to a pressure regulator under the hood, the system uses engine data and varies the speed of the pump to meet fuel requirements. The pump is energized with pulse-width modulated voltage. This means that if you connect your voltmeter to the fuel pump circuit, the readings will bounce around instead of being a constant voltage. A scope is required to graph the amperage and voltage. These systems have different modes for start, acceleration, deceleration and fuel cut-off. On some vehicles, these modes can be observed on an enhanced or factory scan tool as part of the Mode 6 data.
INITIAL DIAGNOSTICS The most common customer complaints when it comes to fuel pumps are a no-start condition, intermittent no-start condition or even hard
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» TechUpdate
FUEL PUMP
starting. The first step in any diagnostic process is to perform a visual inspection of the vehicle. Next, verify the customer’s complaint. Many diagnoses go wrong because the technician fails to verify the customer’s concern. If the customer says it does not run, make sure it will not start and run. Forget your “noid” lights on most modern vehicles. This lowcost tool worked well on simple vehicles, but with modern vehicles it can lead you down a diagnostic black hole. If the vehicle has gasoline direct injection (GDI), there is no way you could even access the injectors to install a noid light. If you do feel compelled to prove the injectors are pulsing, try using a scope. Forget the fuel pressure gauge at this point in the diagnostic process. Even if there is pressure at the fuel rail, this information is of little use on newer vehicles without having access to the
parameters. Some port fuel injection systems and all GDI systems have pressure sensors that can be observed with a scan tool. Also, GDI-equipped Asian and European models do not have ports to attach the gauge. After the visual inspection and verifying the customer’s complaint, it’s time to connect the scan tool. First, pull the codes and make sure the modules are communicating on their communication buses. Some low-end generic tools may not be able to talk to all the modules. This is where an enhanced or factory scan tool comes into its own. Many enhanced or factory scan tools can perform a “health check” that can pull codes and parameters from the modules on the vehicle with just one press or click. Some scan tools have automated tests that can bi-directionally control components to automatically confirm operation. With the codes pulled, you can come up with a diagnostic strate-
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» TechUpdate
FUEL PUMP
Like the 3.2I V6 FSI engine with Audi valvelift system, the 3.0I V6 TFSI engine uses a supply-on-demand fuel system.
gies and further tests to resolve the no-start condition. Service information is just as critical of a tool as a pressure gauge. Every fuel system has a set of parameters that must be set in order for the pump to be energized. For some systems, this may include a crank sensor signal, oil pressure and maybe a check with the vehicle theft deterrent module. If the vehicle has any “loss of communication” codes like U1000, resolve those problems first before diagnosing or replacing the fuel pump. While these codes may seem like they have nothing to do with the fuel pump, often a dead module or short in the serial bus can result in a no-start condition. After you’ve performed the checks with your scan tool and have confirmed with the service information that it could be the Go to www.uhsRAPIDRESPONSE.com
fuel pump causing the no-start condition, you can carry out the physical tests to confirm the condition of the fuel pump.
GDI STRATEGIES AND SCAN TOOLS Diagnostics fundamentals for GDI are not that much different than conventional fuel injection systems. These systems inject the right amount of fuel directly into the cylinder. These systems are very efficient and are able to get the right amount of fuel into the cylinder so no fuel is wasted by not having to spray on the back of the intake valve. In fact, after working on a few GDI systems, you may find that they get easier to work on due to the tighter long-term and shortterm fuel trim parameters. GDI makes more horsepower for a given engine size. This is why Mercedes-Benz and BMW
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» TechUpdate have been able to get away from V10 and V12 engines. Utilizing GDI systems, their new V8s are able to produce more power while using less fuel. The diagnostic strategies are similar to port fuel systems, but most of these systems have an additional fuel pump, pressure sensors and a different style of injector. With the injector in the combustion chamber, the pintle and seat of the fuel injector are under extreme pressures. To overcome the cylinder pressures, the fuel pressure supplier to the injector may be as high as 2,000 psi. The in-tank pump in GDI systems is more responsible for volume than pressure. Fuel on this side of the system is called the low-pressure side. A fuel pump on the engine pressurizes the fuel for high-pressure injectors. This pump is driven off a lobe on the camshaft. This part of the fuel system is called the highpressure side. The pressure from the highpressure fuel pump is monitored by the powertrain control module (PCM) through a sensor and can be modulated by changing the volume of fuel entering the pump inlet. While specific pressures vary among different vehicle applications, most high-pressure pumps are capable of producing at least 2,000 psi of fuel pressure. These extremely high fuel pressure levels are required to overcome compression and combustion pressures inside the cylinder and to inject a relatively large volume of fuel directly into the cylinder in a very short amount of time. Factory and enhanced scan tools can monitor pressure transducers on the high and low Go to www.uhsRAPIDRESPONSE.com
FUEL PUMP
sides of the system. This information can be used to diagnose the health of the low-side and high-side pumps. These tools will have the PID parameters for these components as part of the Mode 6 data. These parameters can tell you what the pressures should be during the different modes of operation. Also, if this data is used in conjunction with the waveforms of the injector pulses, it’s possible to perform cylinder balance and other diagnostic tests. The pressure transducers can also be used to monitor system pressures to diagnose hard-start problems. Maintenance and the reduced frequency of engine oil changes have been known to take their toll on some GDI high-pressure pumps. For example, some VWs and Audis are experiencing wear on the follower on the pump due to poor lubrication and oil that has broken down. The follower that rides on the camshaft can wear and lose metal at the base. The pump is very sensitive to the changes in dimensions of the follower and it can result in lower fuel pressures. This condition is initially diagnosed with a scan tool and not feeler gauges. With late-model imports, so much of the diagnostic process for fuel pumps can be performed from the driver’s seat of the vehicle with a scan tool. This makes you a more productive technician and the diagnosis more accurate. And this translates into a more profitable shop. ■ ~ Go to www.UnderhoodService.com and use the search function to obtain more fuel-system-related technical articles.
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» DiagnosticDilemmas
rotating ElEctrical By gary goms, Contributing Writer
Starter & Battery
O
n June 15, 1911, Charles F. Kettering was awarded a patent for an electric self-starter for automobile engines. Thinking out of the box, Kettering designed a small, high-torque motor that would deliver a burst of energy lasting only long enough to initiate the internal combustion cycle. Fortunately for modern commuters, Kettering’s electric self-starter transformed the automobile from a temperamental novelty item into a practical means of transportation.
COMPONENT BASICS From a historical view, it’s important to remember that Kettering’s conventional field-coil starter required battery power to create the magnetic field needed to make the starter armature turn. During the 1980s, field-coil starters were phased out in favor of “ferrite” permanentmagnet starters. Since the fields in permanent magnet starters don’t require battery power, permanent-magnet starters require much less current to crank an engine. The result is a much lighter, far more efficient starter motor. But, because permanent or fer-
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Diagnostics Photo 1: The insulation between the commutator segments should be recessed about 1/32” beneath the commutator bars.
rite magnets are made of a brittle ceramic material, they are vulnerable to cracking caused by sudden impacts. Cracked magnets can be tough to diagnose, which is why it’s usually better to replace the starter as an assembly than to repair or rebuild it. See Photo 1. In addition, the rotating mass of the starter armature is reduced to create a more compact starter motor assembly. As pictured in Photo 2, the armature on most modern starters terminates into a sun gear mating with a set of planetary gears (see Photo 3) provide the initial gear reduction for the starter. A secondary reduction gear can
September 2013 | UnderhoodService.com
Photo 2: In this application, the starter armature is surrounded by six permanent magnets.
also be used on starters like the one used to illustrate this story. See Photo 4. The starter “solenoid” is actually a combination of an electric relay and solenoid. The relay portion electrically connects the starter armature to the battery. The solenoid portion mechanically engages the starter’s drive
» DiagnosticDilemmas starter armature to explode from centrifugal force as the engine accelerates. In other cases, the clutch will simply wear out, which usually results in a “whirring” sound, indicating that the starter motor is running, but not engaged to the flywheel.
STARTER ACTUATION SYSTEMS
Photo 3: This starter motor terminates into a planetary gear set similar to those used in automatic transmissions.
pinion with the engine’s flywheel gear. While modern solenoids usually incorporate two high-amperage terminals and one low-amperage, primary activation terminal, some older designs might incorporate an additional primary “bypass” terminal that was originally designed to boost ignition coil voltage during cranking. In some applications, the bypass terminal is unused and remains a vestigial remnant of past technology. The starter over-run or one-way clutch is a simple roller-type clutch that’s designed to release when the engine speed exceeds cranking speed. In rare instances, the clutch will seize, which can cause the
Photo 4: The secondary reduction drive gear contains an over-run clutch that disengages the starter motor as the engine speed increases.
For safety’s sake, the starter’s primary circuit is routed through a neutral safety switch on automatic transmission vehicles and through a clutch safety switch on manual transmission models. With that said, current practice is to reduce the electrical load on the ignition, neutral safety and clutch switches by
Photo 5: Corrosion at the lower solenoid terminal on this starter caused an intermittent “clicking,” no-cranking complaint.
inserting a starter relay into the starter primary circuit. In this case, the above switches activate the starter relay switch rather than the starter’s primary solenoid circuit. Keep in mind also that modern technology in some vehicles has delegated the starter engagement process to the powertrain control module (PCM). In this system, turning the ignition switch or pressing the “start” button simply commands the PCM to engage the starter motor. Failures in these systems should first be diagnosed with a scan tool and by using diagnostic techniques similar to those used in any other system controlled by the PCM.
BATTERY DIAGNOSTICS The first step is to make sure that the battery UnderhoodService.com 33
» DiagnosticDilemmas
Figure 1: A lab scope display of the relationship between voltage and amperage can provide valuable information about the condition of the starter and battery.
terminals and cables are free of corrosion. Next, determine the battery state of charge (SOC) and condition by testing with a conductance or variable-load, carbon pile battery tester. Recharge or replace the battery as required. Voltage drop from the battery to the starter can be measured by attaching a voltmeter in parallel to the positive battery terminal and to the solenoid B+ terminal. The rule of thumb is that voltage drop shouldn’t exceed 0.5 volts during cranking. The voltage drop on the negative ground terminal can similarly be measured by attaching the voltmeter lead to a clean area on the engine block and to the battery B- terminal. Here again, the voltage drop shouldn’t exceed 0.5 volts. See Photo 5 on page 33.
rotating ElEctrical
maximum (min/max) recording feature or to a twochannel lab scope. To illustrate how a starter works on a vehicle in good condition, I’ve included a lab scope recording of battery terminal voltage and starter amperage draw. See Figure 1. The amperage draw begins from the “zero” point at the left. The initial amperage drawn by the solenoid primary circuit occurs at 70 milliseconds (ms). If the voltage remains at zero, it’s likely that the system has a bad neutral or clutch safety switch, or that the starter relay is defective. If the solenoid amperage remains at 2-3 amps, the solenoid doesn’t have continuity to the starter. Bad solenoid contacts, worn starter brushes or an open-circuit armature can be the cause. In this case, the primary symptom will be a clicking noise as the solenoid primary circuit activates. Any of the above failures can result in an intermittent starter engagement complaint. Once the solenoid closes the circuit at 100 ms, the amperage draw increases to 311 amperes at the trigger point. As the engine cranks, the amperage draw declines until approximately 300 ms. At about 300 ms, amperage rises slightly as the torque load on the starter is momentarily increased due to a possible variation in fuel delivery or spark advance.
STARTER CURRENT DIAGNOSIS Most starter-related electrical failures can be diagnosed by measuring current flow into the starter. Actual current flow to the starter can be measured by attaching a 600-amp inductive current probe to the battery positive or negative cables. The probe can be attached to a multimeter with a minimum/ 34 September 2013 | UnderhoodService.com
Figure 2: At 2.5 milliseconds, available battery voltage drops from about 13.0 volts to 9.19 volts as the starter is engaged. After the engine starts at 6.3 milliseconds, the alternator begins recharging the battery at 13.8 volts.
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» DiagnosticDilemmas
rotating ElEctrical
Similarly, battery terminal voltage spikes down to nearly 8.0 volts at 100 ms as cranking amperage is suddenly drawn from the battery. The battery terminal voltage begins to rise to about 10.0 volts at 200 ms as the starter amperage begins to stabilize. As the engine begins to crank, 10.0 volts should be considered the minimum voltage. If the battery won’t maintain 10.0 volts during cranking, the PCM might fail to process data or activate the injector and ignition system drivers. See Figure 2 on page 34.
BATTERY VOLTAGE GRAPHING Graphing available battery terminal voltage also provides a direct insight into battery condition. Charging voltage should be achieved approximately two seconds after the engine starts. If charging voltage doesn’t increase within that time interval, it’s likely that the battery doesn’t have enough remaining plate capacity to fully support starter current draw. In any case, using a lab scope to display available battery voltage and amperage discharge is an easy way to quickly evaluate battery, starter and starter activation systems.
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36 September 2013 | UnderhoodService.com
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» DiagnosticDilemmas A LOOK AT IDLE/STOP TECHNOLOGY We’re beginning to see “idle/stop” or “stop/start” technology enter the non-hybrid market, with fuel savings ranging from an estimated 5% to 15% in normal driving. Although a version of idle/stop technology was popularly introduced in a European version of Volkswagen in 1983, the technology has a number of issues, including how to power the HVAC and lighting systems while the engine is stopped. Because idle/stop technology obviously requires a rapid discharge/recharge cycle, the absorbed glass mat (AGM) battery most closely meets those requirements. Similarly, idle/stop engine cranking systems include integrated starter/generator systems mounted at the flywheel or connected to the front of the crankshaft by the drive belt. Others use an “enhanced” starter motor system that is built to withstand repeated cranking cycles. With the advent of direct fuel injection and electronic valvetrains, some manufacturers have explored using fuel and spark timing alone to initiate the internal combustion process. ■
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UnderhoodService.com 37
» CustomerStates...
UNDERHOOD ODDITIES
‘There is a clunking under the hood when I accelerate’ WHAT HAPPENS WHEN CUSTOMERS FAIL TO TELL THE FULL STORY...
A
lmost every repair order starts with the words, “customer states.” In repair shop language, it is the customer’s complaint without any speculation. But, most repair orders fail to capture the shear ignorance, neglect or inaptitude of the customer’s treatment of their vehicle. This picture was sent in by a reader to show how an owner chose to fix a worn motor mount with a tie-down strap. Or, maybe it was done to
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prevent a vacuum or coolant leak from the intake manifold. If you have your own “customer states...” story and picture of a problem that was ignored for too long, please send it and you could win $50 if your entry is selected to appear in the magazine. It could be an air box filled with a squirrel’s nut stash or an engine where the oil change interval was extended way too long. Send your entry to amarkel@babcox.com. Thanks! ■
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» EngineSeries
3.5 CHRYSLER
By Larry Carley, technical editor
Chrysler 3.5L SOHC V6 ENGINE SERVICE
I
f ever there was a service opportunity ripe for the taking, Chrysler’s 3.5L SOHC V6 engine (and its 2.7L, 3.2L and 4.0L cousins) is it. This engine was introduced back in 1993 as an “upgrade” from the earlier 3.3L pushrod V6 engine. Some would question whether the move was a step forward or backward because the 3.5L V6 (and its variants) has a poor reputation for reliability. Lubrication issues, oil sludging, coolant leaks, overheating and low-mileage engine failures have plagued this engine family from the get-go. Some blame the design of the engine itself for all the ills it has suffered, while others blame consumers for not maintaining their engines properly. But regardless of who’s at fault, these engines do represent a significant service opportunity.
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Engine Details The new 3.5L engine used essentially the same cast iron block and crankshaft as the 3.3L (same 81 mm stroke), but the bore size was increased from 93 to 96 mm and the compression ratio was bumped up to 10.4:1. Chrysler designed new heads and manifolds to accommodate the overhead cams, and a sexy dual-throttle cross ram intake system with a manifold tuning valve. The front of the block was modified to accommodate a frontmount oil pump and a timing belt drive for the overhead cams. The water pump was built into the front cover so it could be driven by the timing belt. The 3.5L V6 was used in 1993’97 Chrysler LH cars (Dodge Intrepid, Chrysler New Yorker and LHS, Eagle Vision) and the ’97 Plymouth Prowler. In 1998, the 3.5L was reworked and given an aluminum block and additional tweaks to increase
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» EngineSeries
3.5 CHRYSLER
the power to 253 to 255 hp, depending on the application. Unfortunately, Chrysler failed to upgrade some things that needed to be upgraded, like the undersized oil galley passages in the block, the troublesome coolant pipe that runs under the intake manifold, the undersized PCV system that doesn’t pull enough air through the crankcase and the overall reliability of the engine itself. The 1998 to 2010 all-aluminum versions of the 3.5L SOHC V6 were used in a wide range of Chrysler models including the 300 and 300M, Avenger, Challenger, Charger, Concorde, Intrepid, Pacifica, Prowler and Sebring. The last 3.5L V6s were produced in 2010. For model year 2011, the engine was replaced with a totally new 3.6L DOHC Pentastar V6.
Oil Sludging Problem One of the most common problems with these engines is that the oil tends to sludge and break down — especially if the oil is not changed every 3,000 miles. These engines run hot, and with a PCV system that barely flows enough air to pull moisture out of the crankcase, it doesn’t take long to create an oil sludging problem. As sludge and varnish build up inside the engine, it can restrict the small oil passages that deliver oil to the crankshaft bearings, increasing the risk of oil
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starvation and bearing failure. Many of these engines have failed at relatively low mileages (less than 80,000 miles) because of spun bearings and/or broken connecting rods. If you have a customer who drives a Chrysler product with a 3.5L V6 (or a 2.7L, 3.3L or 4.0L), you need to stress the importance of frequent oil changes (every 3,000 miles, not the 7,500-mile intervals recommended by Chrysler). If you find evidence of maintenance neglect such as foaming or sludge on the underside of the oil filler cap, a plugged PCV system or oil that looks like tar when it drains out of the crankcase, recommend a crankcase flush to remove as much of the accumulated sludge and varnish as possible when the oil is changed. Also, inspect and clean the PCV valve when the oil is changed, and replace the PCV valve every 30,000 miles to keep the PCV system working at peak efficiency.
Coolant Leaks Any engine can develop coolant leaks after years of service, and the 3.5L V6 is no exception. These engines have a small metal heater tube that runs from the front of the engine under the intake manifold. There’s an O-ring seal at the front of the engine that tends to fail and leak after so many years of service. The metal tube can also rust from the inside out and leak coolant. Replacing this tube is a laborintensive and time-consuming repair job, as it requires removing the upper intake manifold and fuel injector rail. The replacement O-ring is P/N 06505692AA, and the metal tube is P/N 04792185AC. Replace both at the same time to prevent further trouble down the road. The cooling system on the 3.5L uses a water pump with a molded plastic impeller. The design is more efficient than a typical stamped metal impeller and produces less cavitation, but the soft plastic impeller can be eroded and worn down by rust and sediment in the coolant. If this happens, the pump won’t cirGo to www.uhsRAPIDRESPONSE.com
» EngineSeries culate as much coolant, causing the engine to run hot and overheat. If an engine is running hot and there are no obvious external coolant leaks, and the radiator cooling fans are cycling on and off, and the radiator isn’t clogged or obstructed, pressure test the cooling system to check for an internal coolant leak. Leaky head gaskets are also a common problem on these engines. If the cooling system holds pressure, and the cooling fans are functioning normally but the engine is running hotter than normal, it’s probably a worn water pump. If you do change the water pump, change the thermostat too. One other possibility would be a restricted catalytic converter that’s creating backpressure and causing heat to remain in the engine. Regular coolant maintenance is absolutely essential on these engines, so if the coolant has not been changed in five years, it may be time to drain, flush and refill the cooling system. Using a coolant exchange machine will make it easier to keep air out of the system. For 2001 and newer vehicles, Chrysler recommends a long-life HOAT (Hybrid Organic Acid Technology) or GO-5 type of antifreeze that meets its MS9769 requirements. HOAT coolants contain a combination of inorganic acid and organic additives for added protection against aluminum corrosion, which is important with the all-aluminum 3.5L engines. The same coolant can be used in the older 1993-2000 applications instead of a conventional green formula coolant. If you’re replacing a water pump, be sure to inspect the upper and lower radiator hoses, and heater hoses. Replace any hose that is not in perfect condition. If the hoses are more than 10 years old, replace all of the hoses. On 2006-’08 Dodge Charger and Magnum and Chrysler 300 vehicles, Chrysler issued a recall (L08110617-010) regarding a fan separation problem.
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It only applies to cars equipped with the severe-duty cooling package. The free fix involves replacing both fans with new ones (P/N CBHZL080AA) that hopefully won’t come apart and damage the radiator.
Don’t Forget the Timing Belt Chrysler probably should have used a timing chain in this engine, but instead opted for a less expensive timing belt. The factory recommended replacement interval for the belt is 100,000 miles. The early 1993-’97 3.5L engines are non-interference engines, so if the timing belt snaps or jumps time, the engine won’t bend any valves. The all-aluminum 1998-2010 engines, however, are interference engines. If the timing belt is not replaced at the recommended mileage, the risk of belt failure increases with every mile that’s driven. If the belt breaks, the vehicle owner will be looking at a very expensive repair. On older cars, the cost of the engine repairs will be more than the car is worth. Replacing a timing belt on a 3.5L V6 is typically a two- to three-hour job, so the cost of preventive maintenance is relatively cheap compared to what a broken timing belt could cost the vehicle owner. The life of the water pump is about the same as the timing belt, so if you’re replacing one, you should replace both at the same time.
Other Preventive Maintenance The newer 3.5L V6s came factory-equipped with long-life platinum resistor spark plugs with a recommended replacement interval of 100,000 miles. The first generation 1993-’97 engines have conventional 60,000-mile plugs. Replace them with same or better and gap to 0.048” to 0.053” on the ’98 and newer engines, and 0.035” on the ’93 to ’97 engines. The second generation 1998 and newer 3.5L engines have a coil-on-plug ignition system, so you UnderhoodService.com 45
» EngineSeries obviously have to remove the coils before you change the plugs. Be sure to inspect the long tube on each coil that fits down over the spark plugs for cracks or carbon tracking. Replace as needed to prevent misfires. Caution: Chrysler TSB 18-024-01 warns against cranking the engine with any of the coils removed. If any of the coil circuits shorts to ground in the engine bay, you can damage the coil
3.5 CHRYSLER
that use a serpentine belt with an automatic tensioner, tension on both belts needs to be checked and adjusted periodically. Each belt has its own separate tensioner pulley. Chrysler recommends adjusting the belts on the older engines every 15,000 miles. Use a belt gauge to check and adjust the tension. For the flat poly V-belt, set the tension to 190 lbs. (new) or 160 lbs. (used). For the A/C compressor V-belt, set the tension to 160 lbs. (new) or 120 lbs. (used).
Misc. Fixes
driver circuits in the PCM! Also, if you notice oil residue on any of the spark plugs, the spark plug tubes in the valve cover and the valve cover gasket might be leaking. Replace them as needed. On the first-generation engines with a distributorless ignition system, be sure to inspect the spark plug wires when changing the plugs. The original suppression wires on a high-mileage engine will likely need to be replaced. Be careful when changing the spark plug wires. The wires run under the fuel rail on the left side of the engine. There should be enough clearance to run the wires under the fuel rail without having to remove it. Don’t attempt to bend or force the fuel rail upward for added clearance as doing so may damage the rail. Also, change one wire at a time so you don’t mix up the firing order. The older 3.5L V6 engines have two drive belts, a poly V-belt (flat belt) for the alternator and power steering pump, and a conventional V-belt for the A/C compressor. So unlike the newer 3.5L engines Go to www.uhsRAPIDRESPONSE.com
If you encounter a 2008 Chrysler 300, Magnum or Charger with a MIL light on and a DTC P050D (cold start rough idle set), the PCM may need to be reflashed with updated programming to eliminate the false code. Refer to Chrysler TSB 18-031-08 for details. On some 2008 and 2009 Chrysler 300, Magnum and Charger models with the 3.5L V6, a strange whistling noise may be heard in the engine compartment while the engine is running. It could be a vacuum leak, but it could also be a noisy purge control solenoid. Chrysler TSB 18-036-08 says the fix for this is to reprogram the PCM with updated software that corrects the condition. On 2009-’10 Dodge Challengers and 2008-’10 Chrysler 300, Magnum and Charger cars, the MIL may come on because of a false DTC P0339 code (crankshaft position sensor intermittent set). The fix is not to replace the crank sensor, but to reprogram the PCM with a software update (TSB 18005-11). If the code persists after the software update, it may be necessary to shim the crank sensor or replace the crankshaft flex plate. ■
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»TPMS Sensor IDs By Andrew Markel, editor, Brake & Front End magazine
Why, Where and When T o understand any TPMS relearn procedure, you have to understand this: SENSORS ONLY TRANSMIT, THEY DO NOT RECEIVE. No vehicle asks a sensor for information on how it is doing. I know you’re thinking a sensor does receive signals when the vehicle is in relearn mode and the technician holds a TPMS tool to the sidewall of a tire. The tool excites the transmitting antenna with either a magnet or a radio signal at a preset frequency. This is more like a “poke” or “nudge” that triggers the device. Some early sensors do not have this feature and require the technician to deflate by 10 psi in 20 seconds during the relearn procedure. When the sensor is poked, it will transmit its sensor ID and other required information. This must be done in a pre-determined sequence so the vehicle module knows where each sensor is positioned.
NORMAL OPERATION In normal operation, sensors transmit information at programed intervals when the accelerometer is activated by movement or if the pressure sensor detects sudden deflation of the tire. When it is moving, it is transmitting information in 15-, 30- or 60-second intervals, depending on the application. The sensor will also stay active approximately 10-20 minutes after the car is parked. Knowing the exact amount of time required for the sensor to go to sleep can be helpful for some relearn procedures. If a relearn procedure is attempted on some vehicles with the sensors active, it can make the relearn procedure impossible because the system might hear more than one sensor talking at a time.
SIGNAL STRENGTH The sensor has to last at least seven years on the same battery. This means that the transmission from the sensor is relatively weak when
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compared to other radio signals that could be in its surroundings. But the signal only has to travel a few inches or a few yards, depending on the application. For an outside device to interfere with a TPMS signal, it must do three things. First, it must be transmitting a signal in the same bandwidth. Second, it must be transmitting for a long enough period of time that it interferers with multiple transmissions from the sensor. Third, it must transmit a signal with the same code or protocols as the sensor. In other words, the interference must occur at the right time, right place, while saying the right things. Cell phones cannot interfere with a TPMS system. The same is true with Bluetooth devices. Their signals are not continuous and they are not in the same bandwidth. The biggest problem for some sensors and systems is sensors from other vehicles transmitting during the relearn procedure. Some OEMs recommend that the relearn process is performed away from other vehicles and outside. The main culprit for sensor interface during the relearn process is not a high-tech gadget, but the car itself. Sometimes a sensor can have its signal blocked by a brake caliper, control arm or other large metal object placed between the sensor and antenna. The only solution is to move the car forward a few feet to
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» TPMS Sensor IDs unblock the signal. On some vehicles, the wiring harness or electronic accessory can create problems if the wires get close to the antenna. CAN bus or other serial data wires can interfere with TPMS signals if the data wires get close to the antenna.
SAVING IDS If a tire is dismounted or the sensor is disturbed, the TPMS sensor ID# should be recorded and saved in the customer’s records. Also, some scan tools can read and store the IDs. Regardless of the method, save the IDs. In some cases, a camera can be used to capture the ID. Why? It comes down to productivity. First, it can save you from having to dismount a tire to check the ID number once the relearn process
has started and a dead or inactive sensor has been detected. In some cases, a transmitter may not function properly and may need to be replaced. For this procedure, the system must be reset so the control module can relearn the transmitted ID of the replaced sensor. Second, depending on the type of sensor you are using, having the ID can help you code or program a new sensor. Third, if you have a repair where the keyless entry systems or TPMS module have been replaced, having the sensor IDs and locations can help during the relearn process when writing IDs to the vehicle. Last, it can serve as a way to check that the TPMS module has the correct IDs written onto the module.
TAKE YOUR TIME
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50 September 2013 | UnderhoodService.com
Technicians can become frustrated by new sensors stuck in storage or “super sleep” mode. Sensor makers are putting sensors in this mode to increase their shelf life by conserving the battery. Waking up a new sensor may require a rapid deflation or driving. Check the service information or the sensor’s manufacturer information. When a relearn process is started, vehicles want only one sensor talking at a time. Sometimes all of the sensors are active and sending out signals because the vehicle was repositioned or there is radio interference. For the sensors to go into a sleep mode, the car has to be still for a set amount of time (which varies from vehicle to vehicle). If you are having a difficult time with a relearn procedure, let the vehicle sit for 20 minutes. This should put the sensors into sleep mode, and then you can turn the sensors on one at a time so the IDs and positions can be read by the TPMS system. Most TPMS systems are smart enough to realize that something is interfering with the signals, and will disregard a bad sample and wait for the next transmission from the sensor before turning on the light and warning the customer. By that time, the vehicle has moved away from the interference source. ■
» ScanTalk
DIAGNOSTIC CODES
De-Coding Diagnostic Codes By Scott “Gonzo” Weaver, contributing writer
I
like to take full advantage of the codes the manufacturers offer. One of the ways to do that is to understand what all those letters and numbers represent that are in a diagnostic trouble code. Each of the five digits actually has a purpose and can make the job of diagnosing a vehicle’s problem much easier if you understand the breakdown of the code’s letters and numbers. I don’t want to even begin to try and remember each individual code, there are just too many of them, only what section of the car the code is referring too. Let’s say you’re on the phone with a prospective customer and they mention a code number. While you’re talking to the customer, they are usually looking for some confidence in what you’re telling them. Knowing how to break down the code and explain
it to them could make the difference in whether or not they’ll call the next shop on their list or not. Keep in mind that codes are designed to help identify a particular problem with an area of the
The “P” indicates it’s a powertrain code. The first “1” indicates it’s manufacturer specific. The second “1” indicates it’s related to fuel or air metering.
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» ScanTalk
DIAGNOSTIC CODES
vehicle. They are a “guide” not a cure. Codes should be used in conjunction with proper diagnostic procedures, scanner readings and technical information. All circuits and components should be thoroughly tested before replacement of any The advantage of a full-feature scan tool is the ability to decode the component. DTC and give possible causes.
Breaking Down the Code The first character of the five-digit code is a letter, it defines the section or system in the vehicle that the rest of the code is referring too. The letter codes are: P, B, C and U. (There are a few older models with an “E” code to. Treat those like a “P” code.) The letter “P” represents the powertrain (Engine and transmission) The letter “B” represents the body systems. This is a rather large list of systems, HVAC, interior lighting, exterior lighting, air bag and seat belt systems, wipers, dash and instrument panel, and electric seats. There are more added all the time. The letter “C” represents the chassis systems. This generally consists of the anti-lock brake system and its numerous speed sensors. You can
find steering-related codes and emergency brake codes here as well. The “U” represents network codes. These are the codes related to the internal communication between different modules in the vehicle. These codes will also lead you to the other major sections of the car by way of the buss line information. You may also find some codes that will overlap into other areas such as the “P” codes and “C” codes. The next digit of the code is for OBD II or direct manufacturer codes. You’ll most likely see “P0XXX” or “P1XXX.” However, there are some rarely seen codes with a 2 or a 3 after the letter codes. The third position is for the sub-system based on the first letter of the code: 1: Fuel and Air Metering 2: Fuel and Air Metering (injector circuit malfunction only) 3: Ignition System or Misfire 4: Auxiliary Emission Control System 5: Vehicle Speed Control and Idle Control System 6: Computer Output Circuits (theft codes) 7: Transmission 8: Transmission
“C” or chassis codes are some of the most difficult to decode. Often, the codes are more dependent on the manufacturer of the ABS system rather than the OEM.
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Manufacturers are not required to follow the generic numbering system above but most will follow the same code identifications. The last two numbers refer to the actual component or area the first three digits represent. Example: P0301, the “P” would represent the “powertrain,” the “0”
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» ScanTalk
DIAGNOSTIC CODES
represents it’s a generic code (OBD II), the “3” represents it’s an ignition misfire, and the last two digits represent which cylinder it has detected the misfire on. In this example the “01” would represent cylinder #1.
cates the symptom category, while the second digit refers to the subsystem or more in-depth information about the symptom. There are 16 possible symptom categories available for 0 to 9 and A to F. Currently, there are only eight categories in use, 0 through 7.
Types of Codes When we refer to codes, there are two types that are of interest: current codes and history codes. Current codes are codes that the internal monitoring system of the computer has deemed necessary for attention. History codes are codes that have had a fault that either has been repaired or is no longer considered as important to the overall vehicle condition by the computer. But, the computer program still feels it is necessary to leave a trace for the technician to follow for any needed evaluations. History codes are extremely helpful in diagnosing intermittent failures. These history codes become a “bread crumb trail” back to the source of a problem. I would advise not to just clear history codes unless you have written them down and checked them out thoroughly.
0: General Electrical fault (standard wiring failures) 1: Additional Electrical failures (overflow from the “0” code 2: Frequency/Pulse Width (frequency and pulse modulated inputs and outputs of the PCM. 3: PCM internal failures (memory, software, internal electrical failures of the PCM). 4: PCM programming failures (operational software) 5: Algorithm failures, OBD II connector PCM failures or input comparison failures 6: Mechanical failures (faults detected by inappropriate motion in response to a PCM-controlled output) 7: Bus signal failures (signal integrity or bus hardware failures) 8: Reserved codes (reserved for future use)
Code Reading with a Scanner As far as reading a code, as long as we are talking about generic codes, any OBD II-compliant scanner will more than likely be able to read those codes. If a scanner does run across a code that it does not understand, a message is displayed across the screen: “Manufacturer Only Code” or “Unreadable Code.” What it’s actually telling you is, it’s a “1” code (second digit of the code, or more to the point, a manufacturer-specific code). You’ll have to step up to a better scanner to read that particular code. GM and several other manufacturers have added additional information to the five-digit codes. These are not “codes” but are “Symptom categories.” The DTC symptom is made up of an additional two-digit code that is place after the five-digit code (usually a space between the two codes). The first digit following the DTC indi56 September 2013 | UnderhoodService.com
The second digit of these “symptom” codes refers to a specific problem area. For example: 01: represents a code for “short to battery” 02: represents a code for “short to ground” As you can see, the first digit represents the general area of the code while the second digit is more precise with what it wants to tell you to look for. I’ve counted more than 80 subsystem codes in use right now. I’m sure they’ll be more. Coding and deciphering the code has become a regular part of a technician’s daily job. Knowing how to interrupt and break down the internal structure of the code will help in determining how to make the proper repairs. The more time we can spend doing the correct diagnosis means the less time we’ll spend on the job, and the quicker we can move onto the next. ■
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» Volkswagen Feature
Timing BelTs
Don’t Miss Out on
Missed Maintenance By Bob Howlett, owner, The Swedish Solution www.swedishsolution.com
e don’t work on those V8s.” I’ve often heard that said in reference to the 4.2L VW and Audi 8 cylinders. Some criticisms are that the timing belts require too many special tools and you can’t see the engine (see Photo 1). I hear a lot of excuses when it comes to V8 Audis and VWs, but, in reality, they are not much different than the V6s and most models don’t require too many special tools. There are many shops that don’t want to do a timing belt replacement on the 4.2 V8, but it’s time to buy the tools and stop sending good paying jobs to competitors. A friend of mine, the chief of police of a nearby community, recently acquired a confiscated 2004 Volkswagen Touareg at no cost as a result of a drug bust. It had a few rattles and needed wiper blades, so the chief stopped by to have me take a quick look. It’s widely believed that the timing belts on VWs are due at 105,000 miles, but that is not always the case. This car has a recommended change interval of 80,000 miles and it was 15,000 overdue. Because we stock the parts, he decided to leave the car so I could take care of the belt before it failed and a catastrophic engine failure resulted. Let’s get started. 1. In most 4-, 6- and 8-cylinder cars, the front of the car comes off and what VW calls the lock carrier gets put in service position. The Touareg has plenty of room so that step was not necessary in this particular case. 2. Lift the car and remove the under pan. Carefully vent any pressure in the cooling system. Release the retainers holding the upper radiator hose to the fan assembly. Pull the clip and discon-
“W
58 September 2013 | UnderhoodService.com
Photo 1
nect the hose from the radiator (see Photo 2). 3. Disconnect the electrical connectors, then release the retainers on the sides of the fan assembly and remove the cooling fan assembly. 4. Release the tension on the serpentine belt by turning the tensioner clockwise (see Photo 3). If the belt is to be reused, mark the direction of rotation. Our belt looked pretty bad and needed to be replaced. 5. Release the clips and remove the left and right upper timing belt covers. Rotate the crank pulley until the mark lines up for top dead center (see Photo 4). The large holes on the camshaft securing plates should be aligned on the inside so the camshaft locating bar 40005 will fit between the two cams (see Photo 5). If the large holes are on the outside, rotate the engine 360° and they should line up properly. 6. Remove the sealing plug from the left side of the block and you should be able to carefully install the crankshaft holding tool 3242 and lock
Photo 2
Photo 3
Photo 4
Photo 7
Photo 5
Photo 6 Photo 8
Photo 9
Photo 10
the crankshaft in place (see Photo 6). Remove the center timing belt cover and then remove the eight bolts holding the crank pulley on (see Photo 7). 7. Next, remove the side bolt for the oil filter housing (see Photo 8), followed by the three front bolts that hold the timing belt dampener cover on, and then remove the cover. Slowly depress the dampener until you can install
locking pin 40011 (see Photo 9). 8. With the cams in place and the crank locked in place, you can now loosen the cam gear retaining bolts and remove the gears using puller 40001 (see Photo 10). Leave the cam adjusting bar in place while pulling the cam gears to prevent the cams from turning. Once you remove the cam adjusting bar, you can remove the belt.
9. The water pump is timingbelt driven, so before you install the new belt, replace the water pump (see Photos 11 and 12 on page 60) and also install a new thermostat (see Photo 13 on page 60). Our timing belt kit came complete with the hydraulic dampener and both rollers. Once those were put in place, the belt was put onto the crankshaft gear first, then the UnderhoodService.com 59
» Volkswagen Feature dampener roller, around the tensioner roller, then onto the still loose camshaft gears and finally around the water pump (see Photo 14). 10. Reinstall the camshaft adjusting bar. Install a 5 mm drill bit between the tension arm and hydraulic piston (see Fig. 1). Then, using tool 40009, turn and hold the tensioner in the 1 o’clock position and tighten the bolt to 45 Nm (see Photo 15 on page 62). You can now remove the drill bit and pin from the hydraulic dampener. 11. Lift the tension arm and install a 7 mm drill bit between the tensioning lever and the hydraulic tensioner housing (see Fig. 2 on
Timing BelTs
page 62), torque the cam bolts to 55 Nm (see Photo 16 on page 62), and remove the cam adjuster bar. Remove the crankshaft holding tool and install and torque the plug to 30 Nm. 12. Rotate the engine 720° and check that the distance between the top of the hydraulic
dampener and the roller arm is about 5 mm. If everything looks good, reinstall the crank pulley. 13. Install the timing belt covers and install the new serpentine belt (see Photo 17 on page 62). 14. Reinstall the cooling fan assembly and skid plate. 15. Refill the cooling system using an airlift, and you’re ready to start the car. While it was clear that the timing belt had never been done, it did look like the car had been fairly well maintained. We replaced the rattling sway bar links, put on a set of wiper blades and it was ready to go. It’s important to note that we almost missed out on this maintenance opportunity. Many tim-
Photo 13 Photo 11
Photo 12
Photo 14 Fig. 1
60 September 2013 | UnderhoodService.com
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» Volkswagen Feature ing belts have different change intervals even in the same car line. The change intervals can be different not only because of engine size, but also due to model year. Don’t miss out! When a vehicle comes in, if even for a quick check, let the customer know about its required maintenance. We usually make a lot more money doing routine maintenance than diagnosing intermittent driveability problems. Don’t let these significant maintenance opportunities pass you by — ones that will also help you keep your customers’ vehicles in top-running condition. ■
Fig. 2
Photo 15
Photo 16
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» TechTips
FORD \ KIA This month is sponsored by:
MIL On with DTC P0463 or Erratic Fuel Gauge Operation Issue: Some 2004-’07 Explorer four door/Mountaineer vehicles may exhibit the malfunction indicator lamp (MIL) on with diagnostic trouble code (DTC) P0463 or an erratic fuel gauge concern. This could be from sulphur contamination in the fuel, causing an open or high resistance on the fuel sender card. Service Procedure: 1. For vehicles with a customer symptom of erratic fuel gauge operation (with no MIL on), proceed to Step 1a. For vehicles with a customer symptom including the MIL on, proceed to Step 1b. If unable to verify the concern, do not continue with this TSB. a. Follow the appropriate pinpoint test (PPT) for “Fuel Gauge Inaccurate” in Workshop Manual (WSM), Section 413-01. If PPT test results lead to fuel pump module replacement, proceed to Step 2. If PPT test results isolate any problem other than fuel pump module replacement, repair as indicated and do not continue with this TSB. b. Install a scan tool to retrieve any DTCs. If DTC P0463 is retrieved, proceed to Step 2. If DTC P0463 is not retrieved, this TSB does not apply, follow normal WSM diagnostics. 2. Remove the fuel tank. 3. Remove the fuel pump assembly from fuel tank. See the chart to determine if a kit
64
(contains a fuel level sensor assembly, a wire harness and heat shrink tube) or fuel pump assembly is required for repair. For vehicles that can be serviced with
Figure 1
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a kit, go to Step 4. For vehicles that require fuel pump assembly replacement, go to Step 12. 4. Remove the fuel level sensor assembly (sender card/float rod assembly) from the fuel pump assembly. 5. Detach the electrical connector from the fuel pump housing (Figure 1). 6. Remove the wiring harness from the fuel pump assembly flange by depressing the retaining fingers on the harness connector at bottom of the flange and by pushing upward out of the flange (Figure 2 on page 66). 7. Install the new wiring harness by feeding the wires through the flange hole and inserting the harness connector into the flange until an audible click is heard. Check for proper retention. 8. Re-attach the electrical connector harness to the fuel pump housing. Prior to making the
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Âť TechTips
FORD
Figure 2
connection, place one loop in the pump wires away from the convoluted feed tube (Figure 3). 9. Re-attach the signal wire (yellow) on the harness to the signal wire (yellow) on the replacement fuel level sensor assembly (Figure 4). 10. Wrap the ground wire around the signal wire one time and attach the ground wire terminal to the terminal on the fuel level sensor assembly. Check for proper retention. Note: The ground wire must be wrapped around the signal wire, as described in Step 10, to prevent potential interference with the float rod arm. 11. Re-attach the fuel level sensor assembly to the fuel pump housing, making sure that both the signal wire and the ground wire are routed through the gap between the fuel level sensor assembly and the fuel pump bracket. Torque the fastener at the bottom of the fuel level sensor assembly to 1 Nm (9 lb.-in.). Go to www.uhsRAPIDRESPONSE.com
Figure 3
Figure 4
12. Re-install the fuel pump assembly into the fuel tank. Note: Take care not to damage/bend the float rod or sender card during installation of the fuel pump assembly. 13. Re-install the fuel tank. Courtesy of MotoLOGICÂŽ Repair & Diagnostics: www.motoshop.com/motologic
» TechTips
KIA
KIA CONSTANT VARIABLE VALVE TIMING OIL CONTROL VALVE INSPECTION This bulletin provides information related to the oil control valve (OCV) used in constant variable valve timing (CVVT) systems. If, at any time, the OCV is suspected as a cause of rough idling, poor acceleration, camshaft timing misalignment-related trouble codes, misfire-related trouble codes, etc., on a Kia vehicle equipped with a CVVT system, be sure to perform the OCV inspection procedure below before replacement. If the OCV operates normally, inspect for other engine malfunctions. Do not replace the OCV. Note: Make sure the oil filter is OE; aftermarket oil filter flow rates differ and may affect the CVVT system’s performance. See Figure 5.
Engine
Vehicle Model
OCV Supplier
Alpha 1.6L/ Gamma 1.6L
Rio (JB), Soul (AM)
Denso
Theta 2.0L, 2.4L Optima (MG), Rondo (UN), Denso Forte (TD) Beta 2.0L
Spectra (LD), Sportage (KM) Siemens
Mu 2.7L
Optima (MG), Sedona (VQ) Delphi
Lambda 3.3L/3.8L Amanti (GH), Borrego (HM), Delphi Sedona (VQ) , Sorento (BL) Tau 4.6L
Mohave/Borrego (HM)
Denso
Related Diagnostic Trouble Codes: P0011, P0012, P0014, P0015, P0016, P0018, P0021, P0022 and P0300
Basic Inspections: – Monitor the waveforms of the crankshaft and camshaft position sensors with GDS. – Check if the OCV connectors are securely connected and the pin tension is correct. – Check that OCV connector seals are well seated; LH and RH OCVs are installed in place. Note: The LH and RH OCV connectors are different in colors on V6 configurations. – Measure resistance between the OCV power and ground terminals. > If resistance is within specifications, proceed to the OCV test: Determine if OCV operates normally by providing 12V power and ground. – OCV is operating as designed; inspect other related areas. > If resistance is not within specifications, replace the affected OCV. (See chart below.) OCV Supplier Denso Delphi Siemens
OCV Coil resistance (at 68° F) 6.9 ~ 7.9 Ω 6.7 ~ 7.7 Ω 6.8 ~ 8.0 Ω
– If the OCV does not move or cycle, examine for foreign objects like flashing or aluminum chips inside the OCV. 68 September 2013 | UnderhoodService.com
Figure 5
> If no foreign objects are found, replace the OCV. > If foreign objects are found in the OCV, remove the foreign material and then verify that the DTC or driveability concern is corrected. 1. Measure the resistance between the OCV power and ground terminals. 2. Check if the OCV operates normally by providing a 12V power supply. Do not apply voltage for longer than five seconds at a time; do not overheat the OCV windings. Note: Careful attention is necessary to avoid a
» TechTips
KIA
Measured Resistance (68° F)
Action to Take
Denso (6.9 ~ 7.9Ω) Delphi (6.7 ~ 7.7Ω) Siemens (6.8 ~ 8.0 Ω)
Check if the OCV operates normally by providing 12V power. (See Step 2.)
Infinity
Open circuit → Replace the OCV.
Abnormally low or zero resistance
Short circuit → Replace the OCV.
short circuit when providing the OCV with 12V power because the spacing between the OCV power and ground terminals is very narrow. 3. When 12V power is provided to the OCV, the OCV must move forward as shown in Figure 6. A: Maximum retarded valve timing condition (12V not provided), Normally open. B: Maximum advanced valve timing condition (12V provided), Closed when energized. 4. If the OCV does not move forward, examine it carefully for a foreign object like an aluminum chip or flashing, which may be jammed inside the OCV passage. See Figure 7. – Blow out the foreign object using compressed air, reuse the OCV and then verify that the fault is corrected. The OCV can be replaced for the following conditions: • Resistance is out of specification;
Fuel Pump Installation Tips After having identified the fuel pump as the cause of a failure, empty the fuel tank in an appropriate container or gas buggy. Before removing the fuel pump from the tank and to prevent contamination, clean dirt off the top of the tank. Remove the retainer ring and lift the fuel pump out from the tank. With the fuel pump removed, inspect the interior of tank for contamination. If contaminated, have the tank cleaned or replaced to ensure the new fuel pump will not
Figure 6
Figure 7
• Valve does not move when voltage is applied; and • Foreign debris cannot be removed from the OCV. Courtesy of Kia Motors America.
prematurely fail. Install all accessories supplied including the replacement connector. Install the new O-ring or gasket and reinstall the retainer ring. With the fuel tank in place and all fuel/vapor and electrical connectors in place, fill the tank with enough fuel to soak the pump and so that fuel can be drawn by the fuel pump suction port. Especially for modular units, fill the tank at least 50% as pumps are mounted higher in the module. Install a new fuel filter to prevent excess pressure differential between the pump and filter. A dirty filter may exhibit a restriction that can
70 September 2013 | UnderhoodService.com
reduce the pump’s life, as it will run under considerably higher pressure. Cycle the ignition switch several times without starting the engine. This will enable the fuel delivery system to pressurize correctly and prevent long cranking time, which could be misdiagnosed as a defective pump. Install a fuel pressure gauge and verify pressure. On return-type systems, test the fuel pressure regulator. To ensure proper fuel pump operation, road-test the vehicle with fast accelerations and quick left and right turns. Courtesy of Spectra Premium, www.spectrapremium.com ■
» Shop Ranger Products, a division of BendPak Inc., has equipped the Ranger DST64T wheel balancer with revolutionary DataWand and inner data set arm, allowing operators to quickly and automatically enter wheel parameter settings in less than three seconds for exact balancing every time. A soft-touch keypad and display panel includes dynamic, static and variable alloy settings, and features dynamic tire and wheel graphics to help guide technicians through balancing procedures. A weight optimization feature automatically calculates the minimum amount of weight needed to achieve an optimal balance so shops use less weight and increase profits. Go to www.bendpak.com/wheel-service/wheel-balancers/dst-64twheel-balancer.aspx for details. Reader Service: Go to www.uhsRAPIDRESPONSE.com
Schaeffler Group USA Inc. announces the release of the 07-202 LuK RepSet. This clutch kit was developed for the 2005-’10 V6, 4.0L Ford Mustang in response to a national dealer inventory shortage and high aftermarket demand. Every LuK RepSet is 100% functionally tested and guaranteed to meet OEM performance specifications. The 07-202 clutch kit contains everything you need to get the job done right. The all-new components include: clutch, disc, flywheel, release bearing, slave cylinder, pilot bearing, spline tool and lubricant. Visit www.Schaeffler-Aftermarket.us to receive the most up-to-date catalog and product information. Reader Service: Go to www.uhsRAPIDRESPONSE.com The Innova PRO 31603 expert diagnostic tool allows technicians to quickly retrieve vital information in order to diagnose OBD II, ABS and SRS issues. Extended Asian and European ABS and SRS coverage is available so technicians can complete more repairs, more efficiently. Shop management software reports manage vehicle diagnostics. Visit www.pro.innova.com. Reader Service: Go to www.uhsRAPIDRESPONSE.com
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ToughOne Absorbent Glass Mat (AGM) batteries are uniquely designed to meet the demands of today’s vehicles, providing superior performance in vehicles with multiple electronic devices, and dependable power and longer life in all climates. Providing twice the battery life of a standard battery, ToughOne Platinum AGM batteries utilize PowerFrame Grid Technology to deliver up to 70% better electrical flow. ToughOne, available exclusively from Advance Auto Parts Professional, offers industry-leading coverage for import and domestic applications. For the latest promotions on ToughOne products, visit AdvanceCommercial.com/season, or call your local Advance delivery store. Reader Service: Go to www.uhsRAPIDRESPONSE.com
72 September 2013 | UnderhoodService.com
» Shop OTC’s Genisys Touch features more than 70 onboard training videos, helping technicians diagnose and fix vehicle issues faster. Videos walk techs through new fixes, tool operation, scan and scope and more, providing answers under the hood instead of away from the vehicle. Wi-Fi capability also aids in searching for repair solutions with one device. Visit www.otctools.com. Reader Service: Go to www.uhsRAPIDRESPONSE.com
The EnviroShield Cabin Air Filter — NAPA Filters’ EnviroShield Cabin Air Filter has the added advantage of BioShield75, a unique, patented coating to the filtration media, formulated to destroy harmful molds, bacteria, allergens and other pathogens. A dirty cabin air filter clogged with dirt, dust, smelly mold and allergens can have a negative impact on the performance of a vehicle’s defroster, heating and A/C systems. Reader Service: Go to www.uhsRAPIDRESPONSE.com
Autolite XP Xtreme Performance Iridium enhanced spark plugs are one of Autolite’s most technologically advanced spark plugs ever. With an iridium-enhanced 0.6 mm finewire design and proprietary V-trimmed platinum sidewire technology, these spark plugs provide better durability* and a more focused ignition for better overall ignitability** and optimal performance. *Compared to 0.8 mm finewire, multi-electrode design and standard plugs. **Compared to average of other premium brands.
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» MemoryLane XX
Wienermobile 101 I
t all started in 1936 when Carl Mayer presented the crazy idea to his Uncle Oscar to transport the company spokesperson, “Little Oscar,” by way of a 13-foot-long hot dog car. Fortunately, Oscar Mayer liked the idea of a giant hot dog roaming the streets of Chicago to promote his product and the Wienermobile is not only still around, but it is truly a treasured American icon. It’s time now for a behind-the-bun journey to ketch-u-up on the history of the beloved
An appearance in a 1940s Swiss Colony Cheese Days Parade in Monroe, WI.
80
September 2013 | UnderhoodService.com
The First Wienermobile 1936
Wienermobile. Designed by the General Body Company of Chicago, the Wienermobile was originally created with open cockpits to be driven exclusively in Chicago. Then in the 1940s, the vehicle was revamped to include a glass enclosure and expanded its scope to include the East and Midwest. After World War II, fuel rationing was discontinued in 1952, Oscar Mayer not only created the infamous Wiener Whistles, but also enlisted the design brilliance of Gerstenslager in Wooster, OH, to design five new Wienermobiles. These 22-foot-long vehicles were built on a Dodge chassis, complete with a sunroof and sound system. The next design was built on
» MemoryLane
A current Weinermobile and the MINI Cooper transformed into LTL LINK
“Little Oscar” with Houston grocery store manager Bennie Demarco and the Wienermobile in 1969
1952 Wienermobile
a Willys Jeep chassis and begins to look more like how you and I know the Wienermobile, because for the first time, this hotdog had buns! The next couple models were built on a Chevy motor home chassis, complete with V6 engines and included franktastic features like Ford T-Bird taillights. Disappointed Americans were forced to say sorrowful goodbyes to the retired Wienermobiles in 1977. But this anguish didn’t last for long! Only 11 years later, due to the enthusiastic response of multitudes of dedicated fans, a six-vehicle fleet of brand-new, 23-foot-long, fiberglass Wienermobiles was born. In addition to happily resting on a Chevy van chassis powered by V6 engines, a stereo system was included that joyfully played over 20 versions of the Oscar Mayer Wiener jingle. Bigger is better, reasoned California automotive designer Harry Bradley when he devised the design plan for the 1995 Wienermobiles. At an impressive 11 feet high, 8 feet wide and 27 feet long, these GM units set the dimension requirement for future Wienermobiles at pretty franking big.
A new feature on the 1958 Wienermobile – buns!
Most of the Wienermobiles you see on the road today were built in 2004 at Prototype Source in California. The custom-made grilled fiberglass dog sits atop a lightly toasted fiberglass bun on a converted GM Chevrolet four-speed/W4 series chassis with a Vortec V8, 6.0L, 300 hp engine. These dogs have evolved quite a bit from their original 1936 form with seating for six, a hot dog-shaped dashboard, a Gull-wing door with automatic retractable steps, a removable bunroof, an exterior back-up camera, condiment-splattered carpet, blue sky ceiling art, a smiling front grill, a control panel and storage space for 11,000 Wiener Whistles. The two new models were released to the road in 2012 and even include state-of-the-art solar panels so the playing of the beloved jingle isn’t dependent on battery power. Oscar Mayer made its 125th anniversary more celebratory by introducing a Mini Wienermobile! Appropriately sporting the name LTL LINK, it’s built on a BMW MINI Cooper “S” chassis. Even though it’s referred to as “Mini,” it still weighs 3,600 pounds and is a whopping 15 feet long and 8 feet high! Because there are only six Wienermobiles currently roaming the open American roads, make sure to relish those times that you’re lucky enough to run into a Wienermobile. Also, don’t be too bashful to sing along with the jingle — you know you want to. “…’cause if I were an Oscar Mayer Wiener, everyone would be in love with me.” ■ By Shannon Wilkes, Editorial Assistant UnderhoodService.com 81
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