Auto Service Professional - February 2021 by EndeavorBusinessMedia-VehicleRepairGroup

FEBRUARY 2021 • VOL. 11, NO. 1

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FEBRUARY 2021 • VOL. 11, NO. 1

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contents Auto Service Professional > The Technicianâ&#x20AC;&#x2122;s Resource

For Owners

For Managers

CONTENTS

For Technicians

February 2021 Vol. 11, No. 1

Departments

PHOTOS COURTESY OF VIP TIRES & SERVICE; PEXELS.COM/@JIBAROFOTO; GETTY IMAGES

STRAIGHT TALK MOVING FORWARD: The magazine gets a new look

TECH TIPS From main caps to a vintage Jeep

TECHNICAL SERVICE BULLETINS For a wide range of makes/models

PRODUCTS New and innovative equipment for your tool chest and shop

AD INDEX Your connection to free information

Technical 10

DIAGNOSING ENGINE MISFIRE AND SURGE ISSUES Start with the basics and work the problem one system at a time

PUSH BUTTON IGNITION SYSTEMS How to troubleshoot start/stop problems

WHEEL ALIGNMENT BASICS AND ADAS Driver-assist systems are directly affected by wheel alignment

FEBRUARY 2021 | ASP

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S T R A I G H T TA L K

Moving Forward The magazine gets a new look

ELCOME TO THE “NEW” AUTO SERVICE

Professional magazine. What longtime, loyal readers will immediately notice is our increased size and better graphic treatment, something that we’re very excited about. Yep, rather than sticking with the original digest page size, we’ve decided to evolve and go bigger. Our new format allows us to enlarge images and illustrations and use larger type when needed, handy for those of us with experienced (re: older) eyesight, and enhanced graphic design. One thing that does not change and will never change is our dedication to providing useful technical information targeted at hands-on shop owners and technicians. We continuously strive to be the go-to publication for your technical information. For those of you who may be fi rst-time readers, be aware that our previous issues (dating all the way to our fi rst issue of March 2011) are readily available online in digital form at autoserviceprofessional.com. Feel free to check out previous issues for a wealth of technical information on a wide variety of diagnostic and service topics. Be sure to check out the technical articles in this issue, including Jeff Taylor’s troubleshooting tips for start/stop systems, Edwin Hazzard’s article that addresses engine surge and misfires and my wheel 4

Auto Service Professional is meant to be read, re-read and then passed along to all of your technicians.”

alignment article that provides the basics of wheel alignment, in addition to requirements for recalibrating various ADAS systems following the alignment job. As in the past, Auto Service Professional is meant to be read, re-read and then passed along to all of your technicians. Since it’s commonplace for many shops to employ both seasoned and entry level techs, who may just be starting their careers, the technical information we provide is intended to benefit all levels of techs, regardless of age or years of experience. Remember to pass each issue around the shop. Something that may be “old hat” to a seasoned tech may be eye-opening, new information to others. We’re pleased to present ASP in this new and very reader-friendly format. We hope you’ll find it both useful and enjoyable.

M I K E M AV R I G I A N EDITOR

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OnlIne THE TECHNICIAN’S RESOURCE

3515 Massillon Rd., Suite 350, Uniontown, OH 44685 (330) 899-2200, fax (330) 899-2209 Website: autoserviceprofessional.com

Publisher: Greg Smith gsmith@10missions.com Editor: Mike Mavrigian birchwdag@frontier.com Managing Editor: Lori L. Mavrigian lmavrigian@10missions.com Senior Editor & Digital Projects Editor: Joy Kopcha, jkopcha@10missions.com Production Manager: Karen Runion krunion@10missions.com Art Director: Zach Pate Graphic Designer: Olivia Curti Production Artist: Lauren Coleman

CONTRIBUTORS Jeff Taylor, Diagnostics & Driveability Specialist Bill Fulton, ASE Master Tech Edwin Hazzard, Mobile Tech Specialist

ADVISORY BOARD Chris Chesney, CARQUEST

ASP’S WEBSITE IS THE GO-TO SITE FOR VEHICLE INFORMATION 24/7. Turn to it any time you need the latest technical service bulletins, in-depth technical articles and the newest products. Our site also features news from suppliers and manufacturers to keep you up-to-date on what’s happening in the automotive industry. Plus, go to our website to renew your subscription to ASP, read the digital version of each issue and sign up for a free subscription to our weekly eNewsletters!

Jake Sorensen, McNeil’s Auto Care Seth Thorson, Eurotech Automotive Donny Seyfer, Seyfer Automotive

SALES Dan Thornton / dthornton@10missions.com (734) 676-9135, mobile (734) 626-4950 Bob Marinez / bmarinez@10missions.com (330) 899-2200, ext. 2217, fax (330) 899-2209 Marianne Dyal / mdyal@10missions.com (706) 344-1388 Customer Service/Subscription Service Phone: (800) 260-0562 Email: subscriptions@autoserviceprofessional.com

EXECUTIVE OFFICERS President: Jay DeWitt

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TECH TIPS

to a vintage Jeep

MAIN CAP ATTENTION ON NEW BLOCK

L-134 JEEP CAM

On those rare occasions when you may be dealing with a brand new engine block that features new main caps, once you remove the main caps for the first time, use a flat file to carefully deburr the outer edges (left and right) that tightly contact the block and the edges of the cap bores where the upper and lower bore areas meet, as the caps may have sharp edges as a result of the block being main-bored when manufactured. These razor edges can disturb cap register and bearing fit when re-installed. There’s no need to remove a lot of material. Just file-kiss the sharp edges.

If you ever have to deal with a customer’s vintage Jeep featuring the L-134 four-cylinder engine and need to remove the camshaft, you’ll first need to remove the cylinder head. Then remove the die cover plate on the driver’s side of the block. This will provide access to the valves and adjustable lifters. The cam will not come out until all lifters have dropped fully away from the cam lobes. Adjust the valves (using a pair of ½-inch open end wrenches) to gain as much valve clearance as possible. Then, using a C-type valve spring compressor, compress each valve enough to allow removal of the valve locks. Once the locks are removed, remove the valve. Push the lifter away from the spring and pry the valve spring out. You may need to use a flat blade screwdriver to pry the spring out from between the lifter and valve guide boss. Repeat this for all valves. Pull all lifters away from the cam. With the cam gear and cam retainer plate removed, the cam will easily slide out. This is a good time to inspect and possibly replace wear items, such as lifters and worn-out springs. Luckily, engine parts for these 1940’s-1950’s engines are readily available at quite reasonable prices.

TOP: Remove the sharp edge at the top of the cap at each side of the main bore. BOTTOM: Carefully file the front and rear of the cap where the cap meets the block.

DON’T BLAME THE COMPRESSOR If a customer’s vehicle A/C isn’t working, remember that many of today’s late-model vehicles feature clutch-less A/C compressors. If the compressor appears to be turning, but you have little or no pressure, don’t automatically assume the compressor is at fault. With the engine running, the pulley may be spinning, which may give you the false impression that the compressor is bad since there’s no pressure in the system. But look closely. If there is no clutch behind the pulley, the compressor is electronically controlled, so scan for DTCs and follow the diagnostics. 8

From new main caps

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DIAGNO SING ENGINE MISFIRE S

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Diagnosing Engine Misfire and Surge Issues Start with the basics and work the problem one system at a time BY EDWIN HA ZZ ARD

GETTY IMAGES

HEN WE GET THAT ELUSIVE VEHICLE

that has been at multiple shops or back to your shop multiple times for that intermittent or even that hardto-solve problem, it really tests our technician-trained minds to their core. If you like challenges but feel you are being mentally tortured by this type of vehicle, you’re not alone. There’s nothing worse than thinking that you have that vehicle fi xed and a couple of days later, it comes back. A technician friend of mine used to call this “the boomerang effect.” It goes out, only to come back. Now in all fairness, not all vehicles return for the same problem. Sometimes it’s a communication breakdown between the customer and the service advisor or the service advisor and the technician. It possibly could be lost in translation. Those of us in the service industry take pride in the motto of “fi xing it right the

first time.” As technicians, we sometimes get led down that diagnostic path that has many different paths from which to choose. What steers a lot of technicians down the wrong path is how they approach the problem. Sometimes the fi x is so simple that it’s staring you in the face. But with so many “what-ifs” in the mix, they may overlook the obvious, akin to the old saying “You can’t see the forest for the trees.” In this article, I’m going to discuss how to approach a vehicle that has a misfire and how to diagnose the problem by keeping it simple. Keep in mind that this is how I do it. It doesn’t necessarily mean it’s the right way, wrong way or only way. It means this is what works for me and it may or may not work for you. As technicians, we have all experienced an engine that is misfi ring at one time or another. I’m not going to go into great detail about how the combustion FEBRUARY 2021 | ASP

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process works as I’m sure most of you already know how it works, but keep in mind that there always has to be intake, compression, power and exhaust. That’s just the way it is. If one of these steps is missing, then a misfire will occur. So where do you start? My recommendation is to verify the issue. What if it’s not misfiring, but cutting out? What if it’s surging? What if it’s not an enginerelated problem, but a transmission problem? Have you ever heard the term “chasing a ghost?” Make sure the complaint matches the symptom. Once we have verified that the engine is in fact misfiring, let’s put a diagnostic game plan together. When you diagnose a vehicle, it’s very similar to going to a gunfight. You want to be prepared and have the right weapons. First and foremost, you need to have a capable scan tool (see Figure 1). Now when I say 12

When you diagnose a vehicle, it’s very similar to going to a gunfight. You want to be prepared and have the right weapons.”

capable, I mean one that is updated for the vehicle that you are working on. The tool should have graphing capabilities and also be able to read Mode6 data (see Figure 2 on page 14). The scan tool should also be capable of performing a recording, which can be done while you are driving or sitting in the service bay, plus have play-back capabilities. And the ability to take screenshots is always a plus. A simple code reader with limited data will just make your job all that more complex. Other tools that should be included are a digital volt ohm meter (DVOM) and/or a lab scope. There are many other tools than can be used, but I want to keep this as simple as possible. Just as you verified the complaint, now you want to verify the data. Set up your scan tool to look at the data while the engine is misfiring. There’s a lot of data that can be shown, but you want to focus on the data that’s

ALL PHOTOS COURTESY OF AUTHOR

Fig. 1: You need to have a capable scan tool that is updated for the make/model/year vehicle at hand that also is able to provide live data.

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DIAGNO SING ENGINE MISFIRE S

Fig. 2

Fig. 3

important. If you have pulled any DTCs, then you know that’s probably one of the first clues you have toward pinpointing the misfire (see Figure 3). As a rule of thumb, I never erase the codes until the vehicle is fixed. If for some reason you do have to erase that diagnostic trouble code, at least save a screenshot of the code in case you have to revert back to it. Let’s say for example that you pulled a DTC of P0300, which is a random cylinder misfire. That tells 14

Fig. 2: The scan tool should feature graphic capabilities and allow you to read Mode6 data. Fig. 3: This test failed because the current codes were cleared since the tool’s power-up.

you that the computer has picked up the misfiring cylinder, but it hasn’t identified which specific cylinder it is. A lot of times, you will get a cylinder-specific misfire code, which will help you in some cases to narrow down which cylinder it could possibly be. When I say “possibly,” that means it’s not always the case. I have seen a cylinder-specific code not misfiring in the cylinder that it flagged, so be careful that you’re not led down the wrong path. There could be variables, like a companion cylinder that is throwing off the cylinder with the code. Perhaps the crankshaft reluctor/ trigger wheel is damaged and the crankshaft position sensor is identifying the wrong cylinder. Let’s take our P0300 code example as our only diagnostic trouble code retrieved. This is where a lot of technicians can become confused. The biggest issue is where do you start? What we know is that the ECM has determined that a misfire has occurred. Looking at scan data may or may not give you any clues (see Figure 4 on page 15). Maybe the vehicle set this code a while ago and your scan tool

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Fig. 4

data isn’t showing anything now. Maybe this code crops up every couple of weeks, but is not consistent. While you have your scan tool connected to the vehicle, now is a good time to look at Mode6 data. Mode6 data can be very useful as long as the diagnostic trouble codes have not been cleared recently. A good way to check to see if that occurred is to check the drive cycle monitors. If the drive cycle monitors are incomplete, there’s a good chance the code or codes have been cleared. If a majority of the drive cycle monitors have been completed but some are still incomplete, that possibly could be a clue to your puzzle. Getting back to the Mode6 data, pay close attention to misfire data. If your scan tool is capable of giving you the identification of the hexi-decimal data descriptions, you should see which cylinders have been misfiring and how often (see Figure 5 on page 16). Many technicians are not aware of the vast amount of information you can gain by looking at Mode6 data. Once you have identified the misfiring cylinders, this is where the fun begins. When a cylinder is misfiring, there are multiple reasons why this is happening. The hardest part in diagnosing a misfiring cylinder is getting to the root cause of the problem. As I stated earlier, this is the way that I go about it. I like to keep it simple and basic in the beginning. When I approach a misfire issue, I like to break it

Fig. 4: Screenshot of misfire data. Note that cylinder 1 has a history of 2,826 misfires.

down into four possible choices. A cylinder misfire is caused by either a fuel problem, an ignition problem, a mechanical problem or an electrical problem. That’s it! Of these four choices, one or more can be the cause. Most likely, it is just one of these choices. After looking at scan data — which consists of fuel trims, voltage readings or any data PID (on-board diagnostics parameter ID) that catches my eye and looks a little out of place — then I usually grab a screenshot for further reference. Once I get to this point, then it’s time to start looking at my four choices. If the vehicle has a lot of miles on the odometer and I don’t have any useful service history, then I will start my testing by looking up the mechanical integrity of the engine. Remember when I said start with the basics? I want to know if the compression, valves, engine timing and/or engine vacuum are adequate. Any one of those can cause a misfire or even an engine surge. There are many ways of performing these tests. One of the easiest and quickest ways to gather a lot of good information is to perform a cranking compression test. This test will give you a good idea of the integrity of the engine. Using a lab scope with an amp clamp around the battery cable is all there is to it. Next up is to disable the fuel, or if possible, put the vehicle in clear flood mode, crank the engine for 10 seconds and catch a wave form. If your pattern is consistent all the way across, then your compression for all cylinders is likely good. If you have one cylinder or more that’s a lot different than the others, then you know something’s not right. Use another channel on the scope, sync it to the cylinder and then perform the test again and you will see — based on the firing order — which cylinder is a problem cylinder. (see Figure 6 on page 16). That’s just one test you can perform. You can always still perform a mechanical compression test, but with the design and often limited access of today’s modern engines, that can be tedious and time consuming. Another mechanical test which happens to be fairly new technology is the in-cylinder test. This test is also performed with a lab scope and a pressure transducer. Removing the spark plug and installing the pressure transducer will give you a lot of information in a short period of time. In-cylinder testing can tell you what your compression is, when the FEBRUARY 2021 | ASP

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Fig. 5

Fig. 6 16

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valves open and close and if they operate at the correct time. There are a lot of training classes on this type of testing. It does take some practice, but once you become proficient at what you’re looking at then this test is invaluable. The next choice to consider could be either a fuel problem or an ignition problem. Let’s start by testing the vehicle’s fuel system. To isolate the fuel control system, you want to be able to interrogate the fuel pump, the fuel pressure, the fuel volume and the fuel injectors. Again using your lab scope, you can check the integrity of the fuel pump to see if it’s working correctly and is producing the correct pressure. Hooking up your amp clamp to the power feed of the fuel pump and turning the fuel pump on will tell you the condition of the fuel pump motor by looking at the humps on your wave form for consistency (see Figure 8 on page 18). Also, observing your amperage draw will tell you just how hard the fuel pump is working. Remember, if your fuel pump is weak, your fuel pressure and volume will be affected. Other checks that can be done in the fuel system include checking the fuel injectors not only for fuel spray, but also for amperage. If you have a fuel injector that is electronically failing, this will give you a misfire, as well. The checks that can be performed to determine the condition of an injector are to make sure you are getting the correct signal from the ECM, which is the amount of amperage that it takes to fire the injector, along with checking injector resistance. Don’t forget — on GDI engines, you will have two fuel systems: a low pressure system and a high pressure system. Remember to use caution when testing a high pressure system, as the fuel pressure can be high enough to cause bodily injury. Next, check the ignition system. These checks need to be made at the primary and secondary parts of the system. Checking the primary is done at the ignition coil. You’re going to check for the proper power and signal to the coil, along with the proper amperage. This also can be checked using your amp clamp and a lab scope. You want to be sure that you are receiving the correct signal to the ignition coil and you want to make sure that the coil is strong enough to provide the correct amperage to be able to fire the spark plug.

Fig. 5: Yellow bars indicate the test value is near limit. Fig. 6: Screenshot of a compression test synced to the number one injector. Note how the frequency depletes. Fig. 7: Scope capture of an incylinder pressure waveform.

I have seen a lot of problems that were caused by improper testing during prior repairs.”

Fig. 7

A good visual inspection of the secondary components — such as the cable and the spark plug boot, along with the spark plug itself — is important. Look for any irregularities, such as a boot that could be arcing to the cylinder head or the spark plug itself for being worn out. Also look for carbon tracking and possibly a cracked insulator during install (see Figure 9 on page 18). Take a good look at the spark plug and see how well it was performing. Look for fuel deposits, excessive oil wetness and spark plug gap. Our last choice of tests is electrical. There can be a wiring issue, a connector issue, a voltage problem or a computer failure. Checking circuits can sometimes be a tedious task. But it’s necessary. You want to make sure when testing your components, such as the fuel injectors or ignition coils, that you have the proper voltage and connections. Perform a good visual inspection of your connectors, making sure that connectors are seated properly and that the wiring terminals are making good contact with the component. I have seen a lot of problems that were caused by improper testing during prior repairs. Make sure that you test your components using approved methods. If not, you might create another problem without even knowing it. When testing computer circuits, make sure that you understand what the computer is supposed to send and receive. It’s a good idea to look at your service information to see how the computer is used on the vehicle you’re diagnosing. I have seen a lot of computers replaced when there was actually nothing wrong with them. FEBRUARY 2021 | ASP

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Fig. 8 Fig. 8: Hook up an amp clamp to the power feed of the fuel pump and turn on the pump. Using the lab scope, study the bumps in the waveform for consistency. Fig. 9

One thing that’s important before you replace the computer is to make sure that you’re getting all the proper powers and grounds to the unit. If you’re missing one ignition power feed to the computer and you replace that computer, then you’re going to have the exact same issue. That can be a pretty expensive mistake. The important thing I want to convey here is when an engine is misfiring, you want to keep your testing as basic and precise as you can. By isolating each choice and focusing on them one at a time, you are eliminating possible culprits one at a time. If I go through all of my 18

Fig. 9: Example of a spark plug with carbon tracking. This can indicate a cracked insulator.

testing on one of the choices and everything tests positive, then I know that the system I tested is not creating my misfire. Then I can go to the next system and eliminate that one. Eventually, you’re going to pinpoint the problem through the process of elimination. Like I said earlier, it doesn’t matter what system you start your testing with. As you become more seasoned, then you can use your gut feeling and start with the system that you think is causing the problem. With the proper training and by using the proper tools and developing your diagnostic game plan, you will be able to nail down a misfiring vehicle quickly and efficiently. As a wise man once said, “Experience is the best teacher.” Misfiring vehicles will always be there for technicians to become increasingly skilled. Edwin Hazzard owns South East Mobile Tech in Charleston, S.C., which is a mobile diagnostic and programming service providing technical service to many automotive and body repair shops. He has 38 years of experience in the automotive industry. He currently is an automotive trainer, a board member of TST (Technician Service Training), a member of the MDG (Mobile Diagnostic Group), a member of the Professional Tool and Equipment advisory board for Pten magazine, a committee member of Nastaf and is a beta tester for multiple tool makers.

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HE TYPICAL PUSH BUTTON START

complaint is “when I push the start button, nothing happens,“ but where do we start to diagnose this complaint when the ignition won’t even turn on? Today many vehicles only need a smart key fob and a start button or switch to get the vehicle running. These systems aren’t new. They have been around since the late-1990’s. But they have become far more common and we are starting to see issues with them. Understanding how a particular vehicle’s push button start system works will be very make- and modelspecific, but there are a number of similarities to all push button start systems. They will use a smart key fob that contains the needed security information that is specifically matched to the immobilizer system of the vehicle. One or more antennae located on the vehicle will be used to sense the fob presence and ask it to report the appropriate security information for interpretation by the immobilizer system. Data regarding brake pedal and, if equipped, clutch pedal position is needed, as well as transmission gear position. Some form of steering lock may be used as an added layer of security. And finally, there are a number of modules, wiring and communications networks linking the entire system together to provide the needed voltage to the starter solenoid and other circuits, allowing the vehicle to start and run.

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THE BASICS Push button no-starts should be treated the same way that we have treated no-start situations in the past. The actual vehicle 12-volt battery must be checked thoroughly before we go into any form of high-tech diagnostics. Proper battery voltage, state of charge and the battery’s physical connections are beyond important. You can’t assume that the battery is OK. (I say this from great personal experience.) I certainly don’t trust some diagnostic procedures that claim that honking the horn is an adequate measure of the vehicle’s battery capabilities. A quick verification of the brake light switch function is next. If the brake lights don’t work, this can be a quick indication of a failed brake switch, blown fuse or wiring issue, and having the brake pedal depressed is needed to make the vehicle start.

The actual engine start/ stop button is only one of many components involved in the push button start ignition system.

If the basics have been checked and no simple issue is uncovered, it’s time to dig deeper into our diagnostics. But if the ignition won’t turn on, that usually means the scanner isn’t going to function, so what do we do next?

NO SCANNER COMMUNICATIONS BECAUSE THE VEHICLE WON’T TURN ON Installing a scanner is generally the next step, but the ignition won’t turn on, so the scanner is not likely to communicate at first. To get the scanner to function, we will need to manually enter all the vehicle information into it before attempting communications. Some vehicles will allow communications with certain theft and body modules by directly going to the appropriate module, but this varies greatly by make and model. Many vehicles won’t allow any scan tool communications until some form of wake-up signal is detected. Sometimes this can be done using the key fob and unlocking the doors, or on a Toyota, by turning on and off the courtesy light switch at an interval of 1.5 seconds until communications begins. Volkswagen (VW)/Audi systems can be forced to wake up by turning on the four-way flashers or holding the high beam switch stalk in the flash to pass position. Fords may require the Tear Tag number using the as-built data available at motorcraftservice.com/AsBuilt to initiate communications. Once the scanner is communicating, it may only provide limited information, data and codes from some modules. Typically, the modules that are all involved in the starting system, steering lock function and the immobilizer will report to help in diagnostics. This limited data will usually give you the info you need about the brake and clutch (if equipped) inputs and transmissions range position, so those areas can be ruled out if a valid key fob is being used and recognized. Pay particular attention to modules that aren’t reporting that need to be reporting, again pointing us in a diagnostic direction.

IMMOBILIZER AND SMART KEY FOB ISSUES Most vehicles are quick to tell you on the dash display that there is “no key fob” or “no valid key found” in the vehicle and won’t allow the vehicle to start. The vehicle needs to recognize that a valid key fob is in it before it will allow a start to happen. There will be a number of antennae throughout the vehicle that are looking for FEBRUARY 2021 | ASP

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S TA R T/ S T O P I S S U E S

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These are some dash symbols that the push button start system will display on a newer Audi.

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Look for this icon This is the symbol that results on the same Audi when the battery is removed from the smart key fob.

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and in some cases, talking to the key fob, asking it to respond and share security information. Dead or weak smart key fob batteries are a common issue, as are improperly installed batteries and damaged fobs from a customer battery replacement or mistreatment. When replacing a smart key fob battery, stay away from cheap, no-name brands. I find they don’t last and may cause other issues, like a low key fob battery light on the dash. Unsuccessful key fob recognition by the vehicle is an issue that will cause a no-start condition. Radio frequency interference (RFI) is a common cause of this issue. Removing the battery from the key fob will prevent any of the vehicle’s key fob antenna or antennae assemblies from detecting and trying to verify the key ID code contained in the fob. When the key fob is placed near the start button or in the special key fob pocket without the battery, the vehicle will excite the key fob and enable the reading of key ID code and possibly enable the vehicle to start. If the vehicle starts using this method, we could be dealing with a key fob recognition error, a problem in the key fob verification system or simply a bad key fob. There are dedicated tools available that will enable you to test smart key fobs, vehicle antennae and their functions. They are available online and aren’t expensive (about $250) and they can be very helpful. General Motors (GM) has issued a TSB or diagnostic tip GM # PIC5650H for a no-crank, no-start, no-key fob-detected concern. GM says that RFI can “jam” the frequency being transmitted from the key fob. This interference can be coming from a number of sources located inside the vehicle, Parking cards, building access cards or even other vehicle key fobs can be the cause. But GM also claims that some aftermarket LED lights, USB power bars and even certain cell phone chargers can cause RFI, resulting in a no-start condition. Some Mazdas may not start after a vehicle battery failure or replacement. If code B13D3 “unregistered remote transmitter” is detected, a vehicle immobilizer system registration may need to be performed. Mazda uses a similar immobilizer system to Ford PATS and two functioning key fobs will be required to perform the registration.

STEERING LOCK CONCERNS The steering column lock is an added layer of security on some push button start vehicles, but on those vehicles it

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S TA R T/ S T O P I S S U E S

We all know that technology doesn’t stop and only moves forward. The push button start system is not going to stand still.”

Depressing the start button with the key fob with the battery removed will help eliminate any radio frequency interference that could be keeping the push button start from operating properly and also will verify the fob’s ability to send out proper security information. 24

is also an integral part of the push button start system. When the start button is pushed, the steering lock motor or steering lock control module assembly will be asked to release the steering column and report its functionality and health to other modules. If that information isn’t transferred to the appropriate modules because of a malfunctioning steering lock motor, steering lock micro switch or steering lock module or the wiring in the column is damaged, a no-start situation can result. Be sure to ask the customer experiencing the nostart condition if they have seen any strange dash messages in the days or weeks before the failure. VW/Audis may display a “Steering Defective! Do not drive vehicle!” message, with a no-start condition, but the customer may not even notice and then retry starting. The steering lock motor may release and act normal and function properly for days or even weeks again before acting up. This situation may or may not set trouble codes. The VW/Audi Electronic Steering Column Lock is a common failure and typically won’t respond when being scanned, but there will be immobilizer codes. One of the cheapest, easiest tools that I use to detect a steering lock issue are my own ears. Sitting in the vehicle with the doors closed, I will do the normal starting sequence while listening to the steering column. I have even used a stethoscope to listen for the motor to release. If no noise is heard, I will try to gently rattle the steering wheel while pushing the start button with my foot on the brake pedal. This rattling may activate the steering lock motor from a possible dead spot or close a failing micro switch. Mercedes-Benz, Nissan, VW/Audi and some Kia/Hyundais experience this issue. If the vehicle starts after rattling the steering wheel or gently tapping on the steering lock module in a Kia, you are likely in the correct area. If you suspect that the steering lock control or motor assembly is the issue, they can be inspected for power, ground and the communication network using an oscilloscope or good digital volt ohm meter, or DVOM. Very rarely will you be able to jump anything or even open the module to clean any micro switches. Replacement will be the answer. Most pieces of the security system, including the steering lock module/motor, may need to be flashed or programmed once diagnosed and installed. This procedure may require the need for security clearance and a

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FUSE BOX LIN COM LINE

CAN COMMUNICATION LINES CAN COMMUNICATION LINES

STEERING COLUMN ELECTRONICS CONTROL UNIT

ENGINE CONTROL UNIT

12 VOLTS SUPPLY

INSTRUMENT CLUSTER AND DASH DISPLAY

START BUTTON SWITCH

LIN COMMUNICATION LINE

ELECTRONIC STEERING COLUMN LOCK CONTROL UNIT

valid locksmith license. Be sure to check not only your scanner’s capabilities, but also whether or not you can obtain the needed security authorizations before committing to these types of repairs. Note that used parts typically can’t be used for replacement as security parts can only be programmed, matched or flashed once. Understanding the particular push button starting system that you are working on is imperative. There are similarities in how these systems function, but there can be huge differences even between models on the same vehicle platform. A good, up-to-date information system will usually provide the needed diagnostic trouble tree on how to perform a push button no-start investigation. Looking at the wiring diagrams will show what modules are in-

This diagram shows some of the circuits that are involved in a VW push button start system and the interaction of the high-speed CAN bus and local area networks, plus the number of modules involved to allow the system to function correctly.

DATA BUS DIAGNOSTIC INTERFACE

CONVENIENCE SYSTEM CENTRAL CONTROL UNIT OR IMMOBILIZER

volved and their respective power, ground and communications lines that can be checked. We all know that technology doesn’t stop and only moves forward. The push button start system is not going to stand still. Cell phone technology has allowed BMW, Mercedes-Benz and Hyundai to create digital car keys, stored on your cell phone. Technology is changing and the use of a smart key fob is likely to fade away, just like the traditional ignition key and cylinder is fading now. Jeff Taylor boasts a 34-year career in the automotive industry with Eccles Auto Service in Dundas, Ontario, as a fully licensed professional lead technician. While continuing to be “on the bench” every day, Jeff is also heavily involved in government focus groups and serves as an accomplished technical writer.

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ALIGNMENT BASIC S AND ADAS

Wheel Alignment Basics and ADAS Driver-assist systems are directly affected by wheel alignment

B Y M I K E M AV R I G I A N

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cover the basics of wheel alignment angles as an aid for new technicians, followed by an overview of the need to consider how wheel angles affect ADAS (advanced driver assist systems) and the concern for ADAS recalibration following a wheel alignment job.

While today’s computerized and highly sophisticated wheel alignment systems provide substantial aid in walking the technician through the steps to achieve proper wheel angles, it’s nonetheless important for the technician to understand the basics of chassis alignment angles and the geometry involved, rather than blindly doing what the alignment system’s readings and calculations command. It’s obvious that incorrect wheel alignment conditions affect tire wear 26

A four-wheel alignment considers the angle of the rear wheels in order to compensate at the front wheels for any needed thrust line issues. Always perform a four-wheel alignment on all vehicles. Otherwise, you’re ignoring the angles of the rear axle/wheels.

PHOTO COURTESY OF VIP TRIES & SERVICE

WHEEL ALIGNMENT BASICS

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ALIGNMENT BASIC S AND ADAS

and can cause drifting/pulling during cruise, acceleration and braking, as well as poor directional control.

PRE-CHECK BEFORE ALIGNMENT

Fig. 1

Prior to measuring or adjusting any wheel alignment angles, always perform a pre-check: • Tire inflation. Make sure that all tires are inflated to specification for the specific vehicle; • Tire size. Make sure that all tires are of the same size (at all wheels or front axle and rear axle, as some vehicles feature different front and rear sizes). Differences of outer tire diameter on the same axle are not acceptable; • Tire condition. Obviously, inspect for tire damage such as cuts, severe tread wear, cupping, uneven tread wear, etc. Replace, if needed, prior to alignment; • Vehicle ride height. Check ride height at the locations specified by the automaker. This will indicate if springs are worn/damaged. Correct, as needed, prior to alignment.

Fig. 2

Fig. 1: During turns, the inside wheel will turn at a greater toe-out angle, turning the wheel to follow a tighter radius than the outside wheel that follows a larger radius. This reduces tire scrub during a turn, allowing the wheels to rotate during a turn with less rolling resistance. Fig. 2: Wheel camber angle refers to the “lean” of the wheel. If the top of the tire leans inward in relation to the bottom, this is negative camber. If the top leans outward, this is positive camber. While the objective is to maximize the tire tread contact patch at the road and to provide predictable vehicle stability and handling, slight compromises in terms of OEM specs are made for street driven production vehicles in an attempt to achieve a good combination of these requirements.

ILLUSTRATIONS ON PAGES 28, 29, 30, 31 AND 32 COURTESY OF HUNTER ENGINEERING

TOE ANGLE Toe angle is achieved by comparing the distance between the center of the front of the tires to a distance between the centers of the rear of the tires on the same axle. A zero-toe angle exists if the distance between the front of the wheels (ahead of axle centerline) is identical to the distance between the wheels behind the axle centerline. A toe-in condition (also referred to as a positive toe angle) is present when the two wheels on the same axle are closer together at the front and wider apart at the rear. A toe-out condition (also called a negative toe angle) is present when the wheels are further apart at the front and closer together behind the axle centerline. All front suspensions, regardless of design, feature toe angle adjustment at a location on the steering tie rods/ tie rod ends. Live rear axles will feature no toe angle adjustment (with the exception of the potential use of shims to correct a rear toe issue), since this is a fixed angle. Independent rear suspensions usually offer rear wheel toe adjustment. The toe angle is critical in terms of tire tread life. Ideally, the front steer wheels need to be parallel while cruising to avoid tread scrub. However, toe can also

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Fig. 3

be used to alter a vehicle’s handling traits. An increased toe-in setting can help reduce an oversteer condition in turns and will improve the vehicle’s high-speed directional stability. An increase in toe-out can reduce an understeer tendency and will enhance initial turn-in during cornering. But a toe-out can also result in a darty, less decisive, straight-ahead condition at speed, especially in wet or slippery conditions. With an excessive toe setting in or out, each front tire is pointed in a direction other than straight ahead. When tires encounter a road surface with diminished traction (water, snow or ice), the tire that hits the less-tractive side of the road loses its grip, favoring the opposite tire on the same axle, which can tend to pull the vehicle in the direction of the toe angle. For street-driven vehicles, always stay within the limit range specified by the vehicle maker.

TURNING RADIUS AND TOE-OUT ON TURNS When the steer wheels are turned, individual wheel toe angle will change as compared to its straight-ahead static setting. For example, when the steering wheel is turned to the left, the left front wheel will exhibit greater toe-out as compared to the number of degrees that the right front wheel toes-in. This is a design feature that reduces the tendency of tire scrub during turns and reduces the turning radius of the outboard wheel, reducing the car’s tendency to turn-in too quickly, while pro-

Fig. 3: Caster angle refers to the angle created by the location of the upper ball joint or strut top relative to the lower ball joint. As shown here, if the upper point is ahead of the lower, this is negative caster. If the upper and lower follow a true vertical, this is zero caster. If the upper is behind the lower, this is positive caster. Increased positive caster tends to aid in directional control at speed and superior steering wheel return following a turn.

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ALIGNMENT BASIC S AND ADAS

viding reduced recovery effort when the vehicle direction changes. The inside wheel must turn in a tighter radius than that of the outside wheel in order to allow a smoother turn and reduce tire scrubbing. Inside and outside wheel positions refers to the direction of the turn. When turning left, the left front wheel is the inside wheel. When turning right, the right side wheel is the inside wheel. While static toe (with wheels aimed straight ahead) allows both front wheels to rotate at the same speed and parallel to each other, the individual wheel toe angles differ when the steering wheel is turned more than 20 degrees. This is referred to as the Ackerman principle, allowing the inside wheels to turn in a tighter radius while the outside wheel turns at a larger radius.

Fig. 4

Fig. 4: SAI is the fixed angle established by a line drawn through upper and lower ball joints (or center top of a strut to lower ball joint), with reference to a true vertical at the lower joint. Out-of-spec SAI indicates suspension damage. Fig. 5: IA (included angle) considers both SAI and the hub and wheel camber angle.

Fig. 5

CAMBER ANGLE Camber angle refers to the wheel’s angle from top to bottom when viewed from the front or rear of the vehicle, as compared to a true vertical. If the wheel leans out at the top, this is positive camber. If the wheel leans inward at the top, this is negative camber. If the wheel is set at a true vertical, this is zero camber.

CASTER ANGLE The caster angle (steering axis angle) involves the relationship of the upper ball joint (or top of the strut mount) to the lower ball joint, as viewed from the side of the vehicle. Using a true vertical drawn through the hub center as a reference, caster angle is represented by a straight line drawn through the upper ball joint/pivot location through the lower ball joint. A more-positive caster angle tends to contribute to directional stability at speed and aids in steering wheel return, helping the steering to return to a straightahead position after a turn. A zero caster angle, where the lower pivot is directly below the upper pivot, would likely result in reduced directional control and poor steering wheel return, which would require the driver to manually drag the wheels back to a straight-ahead direction following a turn. The steering axle’s caster angle has a major influence in directional control. Since we are dealing primarily with production vehicles driven on the street, always follow the manufacturer’s specifications.

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STEERING AXIS INCLINATION AND INCLUDED ANGLE Viewed from the front of the vehicle, SAI (steering axis inclination) is a non-adjustable angle between a true vertical drawn through the center of the tire and a line drawn through the upper and lower ball joints. The SAI is determined at the point in which these two lines intersect. Simply stated, SAI is the factory-designed “camber” angle of a specific wheel’s suspension system. Another fi xed angle is IA (included angle), which is the combination of SAI and wheel camber. Both SAI and IA are measured to verify that the fi xed-by-design angles are correct. If either the SAI or the IA are outside of the OE specification, this indicates that damage has occurred, such as a bent control arm, bent strut, dislocated strut tower, etc.

SCRUB RADIUS If you’re not familiar with the term “scrub radius,” this represents the point of greatest load on the tire tread

Fig. 6: The scrub radius, which affects the load point of the tire to the road, considers the angle created by the wheel camber and the SAI. Be aware that an aftermarket wheel with greater offset that places the wheel centerline further outboard results in a more-positive scrub radius. This can place excess stress on wheel bearings.

Fig. 6

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ALIGNMENT BASIC S AND ADAS

area, primarily during turns. As viewed from the front of the vehicle, this is determined by considering the distance between the center of a front tire tread and the imaginary SAI line, when measured at the road surface. Since these two lines will eventually intersect, it’s this intersection point that we’re really interested in. When the two lines crisscross exactly at the road surface, this is known as zero scrub. When the lines crisscross above the road surface, this condition is known as negative scrub. When the lines intersect below the road surface, the condition is called positive scrub. An excessively negative scrub radius tends to increase steering effort, while excessive positive scrub radius, where the load of the tread is moved further outboard, can not only affect handling and ease of steering, but can over-stress wheel bearings. Scrub radius is affected when aftermarket wheels featuring a different offset are installed, which moves the tire’s tread center from the original location. A wheel offset that moves the wheel further outboard places greater stress on wheel bearings and in the case of front-drive systems, this can also lead to overstress and wear on outer CV joints. In most cases, a short arm/long arm suspension (upper and lower control arms, where the lower arm is longer) will exhibit a positive scrub radius. Commonly, a front-wheel-drive MacPherson strut front suspension features a negative scrub radius, which aids in minimizing the torque steer effect that is a common trait of front-wheel-drive systems.

THRUST LINE AND THRUST ANGLE A vehicle’s thrust line represents the “aim” of the rear axle, as viewed from above. The thrust line effectively divides left and right rear wheel toe. The thrust line may or may not follow the geometric centerline. The thrust angle refers to the difference between the geometric centerline and the thrust line, measured in degrees. As viewed from above, if the thrust angle aims to the right (passenger side), this is a positive thrust angle. If the thrust angle aims left (driver side), this is a negative thrust angle.

CENTERLINE STEERING AND GEOMETRIC CENTERLINE Centerline steering is simply a term that refers to a “straight and level” steering wheel clock position when the vehicle rolls in a straight line. If the steering wheel 32

Fig. 7

Fig. 8

Fig. 7: A vehicle’s geometric centerline refers to a line drawn from the center of the rear axle through the center of the front axle. Fig. 8: The thrust line refers to the angle at which the rear axle is aimed. The thrust angle represents the difference between the geometric centerline and the measured thrust line.

is not centered, this may indicate a possible thrust angle deviation. An off-center steering wheel will also “confuse” the steering angle sensor. The geometric centerline is a term that refers to a line drawn from the center of the rear axle to the center of the front axle, as viewed from above the vehicle.

TYPES OF WHEEL ALIGNMENT The now-outdated method of centerline two-wheel alignment does not consider the rear wheel positions and should not be considered, because it ignores the thrust direction of the rear axle. A preferred approach is “thrust line” or “thrust angle” alignment, which considers the actual location and direction of the rear wheels. This allows you to adjust the front wheel angles relative to the rear wheel angles, regardless of the geometric centerline. If the vehicle in question features rear wheel toe adjustment, we can achieve optimum wheel alignment using the total four-wheel alignment, which considers and allows adjustment of all four wheels, allowing toe

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ILLUSTRATIONS COURTESY OF AUTEL

adjustment to bring the thrust angle to ideal zero or as close to zero as possible. If the thrust angle is â&#x20AC;&#x153;off zero,â&#x20AC;? this can contribute to vehicle dog-tracking (crooked body relative to direction of travel), increased tire wear and unequal left/ right turning. Total four-wheel alignment allows you to adjust and hopefully correct rear axle thrust angle, then allows you to adjust the front wheels parallel to the rear wheels. Whether the rear toe is adjustable or not, always adhere to a four-wheel alignment. A four-wheel alignment approach allows you to refer to and consider the rear, while a total four-wheel alignment allows adjusting of both front wheel angles, as well as rear toe. Loading the vehicle (cargo weight) in the manner in which it will be driven should be done with any wheel

Manufacturers of ADAS calibration equipment provide in-depth training regarding how to use their equipment. Learning and following these instructions completely is essential to properly calibrate an ADAS system. Above is a quick look at some of the Autel calibration tools with the Autel system.

alignment job. In order to obtain the optimum wheel alignment angles for someone who expects maximized performance, the weight of the driver should be considered, as well as one or more passengers, depending on how many people will be riding in the vehicle for the majority of its operation. While perhaps not practical in all cases, whenever possible, place the driver of the vehicle in the driver seat during the entire alignment process or another technician of the same weight. This will allow you to better tune the wheel angles in a loaded condition as the car will normally be driven. This becomes more of a factor if the driver tends to be on the heavy side. While this can be a touchy subject to address if the person is self-conscious about their weight, simply explain that for optimum-tuned FEBRUARY 2021 | ASP

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ALIGNMENT BASIC S AND ADAS

ADAS RECALIBRATION AFTER ALIGNMENT If the customer’s vehicle is equipped with ADAS (advanced driver assistance system) and/or a steering angle sensor, simply performing a wheel alignment job doesn’t mean that the job is complete. Additional work may be required in the form of sensor/camera /radar calibration or reset. Here are some expert tips:

Snap-on/John Bean target fixture.

The following are tips provided by Autel. ADAS calibration procedures should be performed on a level floor. If an alignment lift is used for leveling, Autel calibration software can provide adjustment information and the calibration frame can be easily raised or lowered to be at level with the floor. As an example of available ADAS service systems, Autel offers its adjustable ADAS Calibration frame system with a millimeter-level accuracy, crossbar minor adjustment knob and laser positioning. The laser is positioned on a sliding plate to locate radar and frontmounted cameras. A modular frame assembly houses accessory tools needed for calibration. The system’s software is intuitive and provides graphics, as well as step-by-step instructions. The system allows both pre-scan and post-scan reports, along with ADAS module identification and calibration. Cameras, sensors, ultrasound and radar are some of the technologies used to capture driving environment data, including traveling or static vehicle position; pedestrian location; road signs; driving lanes; road curves; driving conditions, including poor visibility and evening driving; and more. This information is used to instruct the vehicle to take its predetermined action. Cameras, sensors and sensing systems are typically located in the front and rear bumpers, the windshield, the front grill and in the side and rearview mirrors. Depending on the vehicle type, either a stationary or a dynamic calibration procedure is required to calibrate ADAS sensors to vehicle modules. (In some vehicle types, both calibration procedures are required.) The following are tips provided by Jordan Krebs, Snap-on product manager, alignment worldwide. The Steering Angle Sensor (SAS) is a subcomponent of the steering system that typically only measured and helped maintain a straight steering wheel, but recently has been integrated with Lane Keep Assist and other ADAS components. Some vehicle manufacturers use different types of ADAS components that require different calibration types. In static calibration, the vehicle and ADAS target holder are at set positions. The scanner is connected to the OBD II port, which tells the sensors to calibrate.

PHOTO COURTESY OF SNAP-ON

performance, it’s accepted practice to load the vehicle in its normal condition, regardless of the person’s size. Rather than potentially offending the customer, this tactic can be used to impress the customer regarding your attention to detail.

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In dynamic calibration, the scan tool is connected to the OBD II port with the technician driving the vehicle in a “target-rich environment,” until the sensors have collected enough data points. Ford, General Motors, Honda, Subaru and other manufacturers may have static and dynamic sensors on the same vehicle, further increasing the amount of work required to properly calibrate the vehicle. Vehicle manufacturers require wheel alignment to be checked before ADAS recalibration. We recommend it for all vehicles due to the potential positioning of the calibration stand based on alignment readings. There are many ways to position the ADAS stand, including the following:

Recalibrating a steering angle sensor is a relatively easy process.”

• Geometric centerline, based on the vehicle’s overall suspension components; • Body centerline, based on the actual center of the vehicle’s body, and; • Thrustline, based on the vehicle’s thrust angle.

Our current generation of aligners offer ADAS positioning information when the technician selects the vehicle. This allows technicians to know before calibration what components may be needed and what will need to be calibrated, if and when adjustments are made to the vehicle’s alignment angles. While we currently have our EZ-ADAS available in the market, we are continuously pushing ourselves to bring innovative products to the automotive industry, while striving to make work easier for our technician customers. We have a new product coming soon. Using our experience in alignment, Tru-Point will enable technicians to place targets with a higher degree of accuracy, all without the need for lasers, tape measures or plumb bobs. Tru-Point will provide an audit of vehicle alignment and will prove the target’s placement to guarantee that a proper calibration is completed.

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The following comments were provided by Kaleb Silver, Hunter’s director of products management. Recalibrating a steering angle sensor is a relatively easy process. Using Hunter’s CodeLink Tool, you’re guided through a few quick and easy steps, with the steering wheel centered. That’s the most common reset needed. In some cases, other sensors are also calibrated as part of the process, like the torque angle and yaw sensors. ADAS sensors/cameras/radar are tied to the wheel alignment, as the wheels determine the direction of vehicle travel, which can affect the aiming of various sensors. The variety of ADAS encompasses many different technologies, including cameras and radar, all of which 36

Example of technician monitoring calibration using the Hunterlabeled Bosch tool.

are involved in attaining a semi-autonomous driving experience. However, keep in mind that not all components necessarily require recalibration attention after a wheel alignment. As long as the vehicle has not been involved in a collision or service work that has disturbed any sensors, cameras or radar systems, the requirement for recalibration may or may not be needed. In many cases, a reset may or may not be required by the OEM. As an example, for vehicles that feature a front camera, Honda says you don’t need to recalibrate. Audi, as another example, says that you do need to reset. In short, always adhere to the OEM requirements, as they may be OEM-specific. However, a great deal of floor space is not needed

PHOTO COURTESY OF HUNTER ENGINEERING

ALIGNMENT BASIC S AND ADAS

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in all cases. There are two basic categories: some that require expensive fixtures, but not a lot of floor space (perhaps as little as five feet), and others that are much more basic and less expensive, but require more extensive floor space. A full-function scanner tool will be required in order to perform pre- or post-ADAS scans. The two common methods of calibration involve dynamic or static procedures. A dynamic calibration is done by placing the vehicle in drive. Static calibration is performed in a bay with stationary target fixtures. Each vehicle manufacturer has its own requirements, often based on vehicle model and year. The Big Three Detroit automakers tend to require dynamic calibrations, while most Asian and European OEMs tend to require static, fixture-based calibrations. ADAS systems employ various “terrain-reading” component, including the use of radar, lasers and cameras. These systems are intended to detect road markings, other vehicles, pedestrians and additional objects. In addition, these driver-assist systems rely on information provided by steering angle sensors, steering torque and sensors that detect yaw and lateral acceleration. Whether nor not the vehicle is equipped with ADAS or is simply equipped with a steering angle sensor, the steering angle sensor must be recalibrated anytime toe angle adjustments are made. Thrust angle is critical, not only for proper wheel alignment and vehicle directional stability, but also to allow the ADAS sensors/systems to properly “read” driving conditions. Wheel alignment must be performed before attempting to recalibrate ADAS, as the system relies on existing thrust angles and wheel toe settings.

This photo shows an example of the various pieces on the Autel calibration stand.

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ILLUSTRATIONS COURTESY OF AUTEL

RECALIBRATION ISN’T FOR WHEEL ALIGNMENT ONLY It’s important to note that whether or not the vehicle will receive a wheel alignment, recalibration will be required whenever an ADAS sensor or camera is unmounted during a non-related repair — for example, if a camera or sensor needs to be removed in order to perform a body or engine repair or as a result of a windshield replacement, where a camera is removed/ reinstalled. If a camera or sensor is not mounted in the correct location or at the correct angle, the system may not detect an approaching obstacle or it might activate when not needed. Alignment and calibration of the system’s cameras and sensors are critical.

(619) 427 8540 PGMRECOVERYSYSTEMS.COM FEBRUARY 2021 | ASP

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TeChnICal ServICe

bulleTInS

MAZDA

ACURA

LOW-SPEED SURGE

ACURA RDX ROUGH IDLE

Some 2019-2020 Mazda3 and CX-5 owners may complain about surging at low speeds. This condition may be caused by torque fluctuation and torsional resonance in the torque convertor.

Have a rough idle on a 2019 Acura RDX? Before you waste time inspecting and diagnosing, the engine idle may simply be set too low. Acura recommends updating the PGM-FI software using version 1.004.060 or later.

Information courtesy of Mitchell 1

BMW

ROTOR RESURFACING Technicians might not be able to resurface brake rotors on certain 2018-2020 BMW G12, G14 and G15 models using ProCut PRM9.2 or X9 brake lathes. An upgraded lathe package, including a modified gearbox, is now available to address the issue.

DODGE

EASY RAM FIX PORSCHE This bulletin applies to 2019 RAM ProMaster City vehicles equipped with a 2.4L Multiair engine. The MIL may be on and you may find DTC P018C (fuel pressure sensor circuit low). This applies to vehicles built on or after August3, 2018, and on or before Aug, 13, 2018. This may require replacement of the fuel pressure sensor and line. The combination fuel pressure sensor and line is available as a single unit. Sensor or line are not available separately. The assembly is available as P/N 68338428AA. Replacement time should be about a half-hour. 38

GENERATOR MALFUNCTION CHEVROLET This bulletin applies to 2007 and later Porsche Boxter, Cayman and Carrera vehicles. As of 2007, these carsâ&#x20AC;&#x2122; generators must be evaluated as functioning correctly. The DME controller temperature should always be checked before measuring voltage and must be at a maximum of 135 degrees Celsius. If this temperature is exceeded, an incorrect measured voltage value will be determined. Electrical generator faults will be stored as fault codes in the DME control unit.

SPARK TRANSMISSION FIX This bulletin applies to 2014-2019 Chevy Sparks equipped with CVY7 automatic transmissions that may underperform. This condition may be caused by the transmission fluid pressure switch being contaminated with debris coming from the valve body. Clear the codes and road test the vehicle. If DTCs do not reset, no repairs are necessary. If DTCs do set, replace the fluid pressure switch.

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CADILLAC

SHIFT PADDLE PROBLEM This bulletin applies to 2013-2019 Cadillac ATS, 2009-2015 CTS VIN D, 2014-2019 CTS Sedan VIN A and 2013-2019 XTS models. If shift paddle replacement is necessary, the steering wheel does not need to be replaced nor does it need to be removed.

FORD

HYUNDAI

BRAKE DRAG ISSUE

OEM OIL ONLY?

Some 2017-2019 Ford F-Super Duty pickups may exhibit a brake drag problem. Utilize workshop manual dianostics in section 20600 to verify the correct installation of the stop lamp switch.

Hyundai approves only the ATF and DCT gear oil specified in the vehicle ownerâ&#x20AC;&#x2122;s manual. Use of other ATF or gear oil may result in improper shift quality or other drivability conditions. Hyundai does not approve the use of any aftermarket ATF or gear oil additives.

LINCOLN

CRACKED SKIRT BMW

MYSTERY WIPERS This bulletin applies to BMW vehicles produced from March 1, 2015, to June 2019. This includes 2 Series, 3 Series and 4 Series vehicles. The windshield wipers may switch on by themselves and can no longer be switched off despite activation of the switch, due to an internal software error in the SZL (steering column switch cluster). The correction involves replacement of the SZL. The SZL does not require programming/coding after replacement.

Some 2015-2017 Lincoln Navigator vehicles equipped with a 3.5L EcoBoost engine with greater than 20,000 miles may exhibit a tick type noise from the cylinder block area. This noise may be caused by a cracked piston skirt. The noise can be isolated to a cylinder using a stethoscope or other suitable listening device. Cancelling the affected cylinder will reduce or eliminate the noise. If the noise is isolated to a specific cylinder, it is recommended to replace the short block.

MERCEDES-BENZ

LEAKY SHOCK ABSORBER? This bulletin applies to 2019 MercedezBenz models 205, 213, 238, 253, 117, 242 and 246 without Air-Matic. Rear axle shocks can appear to be extremely oiled. However, this does not always indicate a leaky shock absorber. The likely cause is residual oil from the shock assembly.

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TECHNIC A L SERVICE BULLE TINS

JEEP

JEEP PCM REPROGRAM This bulletin applies to 2015-2018 Jeep Renegade vehicles equipped with a 1.4L or 2.0L engine. A certain number of these vehicles may inadvertently suspend some required OBD monitors when the P1D7F fault code is set. These items are MIL-relevant. Inspect the software level of the PCM and, if necessary, reprogram the PCM. The following special tools are required to perform this repair: - NPN wiTECH micro pod II - NPN laptop computer - NPN wiTECH software

moisture sensor. The fluid can separate and leak due to heat loads. The sensor should only leak one time and the leakage will not affect the performance of the sensor. Clean the glass surface and sensor bracket with an isopropanol alcohol wipe until the surfaces are clean, then re-install the moisture sensor. Test the sensor by placing the ignition in the run position and rotating the wiper switch intermittent (delay) band fully forward. Once the wipers wipe once, apply water to the outside of the windshield in the area of the sensor with a spray bottle. After one or two sprays, the wipers should wipe.

SUBARU

SUBARU SOFTWARE GLITCH JAGUAR

DISCONTINUED SENSOR Jaguar says that the supplier of its exhaust gas pressure sensors has discontinued its original sensor. When the new sensor, whose P/N is JDE40156, is ordered, the engine harness will need to be changed. CADILLAC

OILY WINDSHIELD This bulletin applies to 2013-2019 Cadillac ATS, 2016-2019 ATS-V, 2014-2019 CTS Sedan, 2017-2019 XT5, 2013-2019 XTS, 2015-2019 Escalade 2WD and 4WD, 20132019 SRX and 2014-2019 ELR vehicles. Some customers may comment that an oily substance is found on the inside of the windshield surface and appears to be leaking from the rear view mirror area. The oil/fluid is from the gel pad of the 40

replacement of the fuel tank and O-ring due to a P0461 DTC. This bulletin applies to Gladiators built on or after April 12, 2019, and on or before May 6, 2019, and equipped with a 3.6L V6 24V VVT engine. The fuel gauge may not be accurate and/or the gauge may be stuck. Replace the fuel tank, referring to the detailed service procedures available in the DealerCONNECT Service Library. Replacement fuel tanks are available as P/N 68332305AC.

In the interest of customer satisfaction, Subaru is initiating a service program to reprogram the ECM on certain 2019-2020 Ascent and 2020 Legacy and Outback vehicles. In some vehicles, the current software may cause the sub learning value control to operate improperly during the wake-up mode of the ECM. This could cause repeated erroneous learning of the accelerator position, which can result in the disabling of the VDC function. When the VDC function is disabled, EyeSight, Reverse Automatic Braking (RAB) and Electronic Parking Brake (EPB) auto release functions are disabled by the VDC fail signal, causing the VDC, EyeSight, RAB and EPB warning lights to illuminate. ECM reprogramming will be required.

JEEP

STUCK FUEL GAUGE This bulletin applies to 2020 Jeep Gladiator vehicles. It involves diagnosis and possible

Visit autoserviceprofessional.com/TSB for additional service bulletins.

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prOduCTs

Milwaukee Tool offers modular storage system ••• Milwaukee Tool has expanded the PackOut Modular Storage System with two new drawer solutions: the PackOut 2-Drawer Tool Box and the PackOut 3-Drawer Tool Box. They are made with impact-resistant polymers, all-metal ball bearing slides and metal-reinforced corners for extra durability. The drawers are designed for easy access to tools and materials no matter where they’re stacked, and both have a 50-pound weight capacity. Users can easily customize the internal drawer layouts through quick-adjust dividers and a locking security bar holds the drawers closed to keep contents secure during transport. New customizable foam inserts and quick-adjust divider sets are also available for increased storage organization. MILWAUKEE TOOL milwaukeetool.com

New and innovative equipment for your tool chest and shop

CRP releases new range of Rein coolant hoses ••• Knipex Tools introduces CoBolt S bolt cutter ••• Knipex Tools has introduced a version of its CoBolt S compact bolt cutter with a special blade recess designed for cutting thicker materials with ease. Despite its compact length, the CoBolt S provides extremely high cutting power, easily cutting bolts, nails and rivets up to 11/64-inch in diameter. In addition to its compact design, the cutter has a slim head designed for better access to confined areas. The CoBolt S has a strong lever action mechanism that allows the user to exert less effort when using the cutter. Another feature is laser-cut edges on the blades, which prevent material being cut from slipping. They are forged and multi-staged, oil-hardened from German, chrome vanadium, heavy-duty steel.

CRP Automotive is offering a range of Rein Automotive coolant hoses for direct OE replacement on 2010-2013 Ford Transit Connect models. These are the same hoses manufactured by the OEM and are identical to the OE hose. CRP Automotive offers eight SKUs within their coolant hose program for Ford Transit Connect vehicles, delivering applications for more than 150,000 VIOs in the U.S. and Canada. The complete Rein Automotive coolant hose program includes radiator hoses, engine coolant hoses, heater hoses and a variety of other hoses found inside the engine bays of today’s more technologically complex vehicles. The hoses include all of the branches, clamps and quick connect fittings needed to complete the job efficiently, making them an ideal solution for technicians.

KNIPEX TOOLS knipex.com

CRP AUTOMOTIVE crpautomotive.com

Carter expands product line with 139 new SKUs ••• Carter has expanded its extensive line of fuel pumps with 75 new SKUs added to module assemblies and 64 new SKUs added to hanger assemblies. All of these new SKUs are qualityengineered for the automotive aftermarket to meet or exceed OE standards for performance and durability. The 75 new module assembly SKUs focus on virtually all of the makes for Ford, Hyundai, GM, Honda, Chrysler and Nissan. That’s 14.5 million VIO new segment coverage. The 64 new Hanger Assembly SKUs are for BMW, GM, Honda, Ford, Nissan and Toyota applications, representing 5.9 million VIO new segment coverage. CARTER carterengineered.com. FEBRUARY 2021 | ASP

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AD INDEX Aftermarket Auto Parts Alliance Inc.

IFC

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Aftermarket Auto Parts Alliance Inc.

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AUTEL

5, 27

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Automotive Parts Associates Inc.

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Clore Automotive

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Lang Tools

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NAPA Auto Parts

OBC

www.napaonline.com

Oâ&#x20AC;&#x2122;Reilly Auto Parts

22-23

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OTC Tools

IBC

www.otctools.com

PGM Recovery Systems

www.pgmrecoverysystems.com

Pico Technology

www.picoauto.com/A774

Robinair

www.robinair.com

Sellars Company

www.shoptowels.work

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PROJECT NAME

CREATIVE

TRIM

2/3/2021 1:57:03 PM

Auto Service Professional - February 2021

Articles inside

PRODUCTS

TECH TIPS

DIAGNOSING ENGINE MISFIRE AND SURGE ISSUES

TECHNICAL SERVICE BULLETINS