ADVERTORIAL
March/April | 2015 | Vol. 5, No. 2
Ford distributorless ignition system Nailing tough A/C problems Electronic/adaptive ride control
Circle 101 on Reader Service Card
March/April | 2015 | Vol. 5, No. 2
The Technicals
Parasitic draw diagnostic strategies Page 14 | Developing real-world solutions
Ford distributorless ignition system F Page 26 | How it works, and what to look for when it doesn’t
Nailing tough A/C problems Page 42 | A review of new tools and diagnostic strategies
E Electronic/adaptive ride control c PPage 54 | A brief overview of today’s systems
Departments Straight Talk I hate thieves | Page 6
Technical Service Bulletins Mazda Tribute threads, a shifty Ford F-150 and more | Page 66
Letters Readers educate us | Page 13 Tech tips Toyota 4Runner has no 4WD | Page 40 Tool Review Snap-on CT8810A cordless impact wrench | Page 62
Quik-Link Your connection to free information | Page 71 The Toy Chest New and innovative equipment for your tool chest and shop | Page 73
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Straight Talk
I hate thieves Mike Mavrigian | Editor
A
nyone who works for a living to support themselves and their family, pays their taxes and abides by the law hates a thief. Low-life criminals who take advantage of honest folks are the scum of the earth. My shop recently experienced three separate instances of theft. First, we had just started a restoration for a customer. During the tear-down, we moved the body outside to power wash the tub. We inadvertently left my prized aluminum race jack outside a bay door — a stupid blunder on our part. You guessed it... the next morning it was gone. About six months later, one of our shop’s spare “run-around” cars, a sweet-running 1981 Pontiac Bonneville, was heisted by a crook driving a tow truck with a “Police Towing” sign emblazoned on the rear window. I had left the shop a mere 15 minutes prior. We had witnesses to the theft, but since the tow truck looked legit, they didn’t call the cops. The crook simply hooked it and drove off. The Medina, Ohio, sheriff’s deputies eventually caught the crook, thanks to the eye witnesses’ accounts. He was cited for about 30 vehicle thefts in the area. Unfortunately, the good old Bonneville had been sold for scrap and crushed before he was nailed. My only consolation is thinking about the jerk “enjoying” his stay in prison. About a year later, a thief broke into a
friend’s car parked in our lot and stole the factory radio. A week later, my buddy sold the car. When the buyer arrived with a fatbed to load the car, the thief actually showed up and told the car buyer that his “friend” had given him the radio and he was missing the faceplate. The buyer of the car, unaware of who this clown was, looked in the car and said that he didn’t see it. The thief then walked over to one of our bay doors and peered inside the window to where we were working. The brazen thief told the car buyer that nobody was in the shop. He then eyed a set of roll-around car dollies (owned by my friend) and tried to pick them up. Discovering they were frozen to the ground, he told the car buyer that he’d return “later.” That evening, the car buyer called my friend and told him about what had happened. My buddy drove to the shop and — lo and behold — the dollies were gone. Had I looked outside while the car buyer was talking to this clown, I would have assumed that he was with him to help load the car. Of course, had I seen him try to grab the dollies, I would have known something was rotten and would have approached him. Had I known this moron was a thief, I would have called 911. Keep in mind that my shop is not in a metropolitan area. We’re located in a quiet rural area, two miles from the closest small town. It just goes to show that thievery can take place anywhere. In the aftermath of my experiences, I
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Straight Talk found that a local engine machine shop had two scrap engine blocks and a 200-pound anvil stolen from behind the business, and a nearby automotive service shop had about 15 engine cores and a host of core starters and alternators swiped from their storage building as well. Like most business locations, my shop has always been equipped with an alarm system to protect against break-ins, but as a result of this unusual rash of crimes, I’ve now installed a video surveillance camera system
Circle 104 on Reader Service Card
to capture and record any activity in and around our parking lot. It’s a shame to fnd yourself in a position where you need to spend time and money to protect what’s yours, in addition to running a busy shop, all due to a few scumbags who would rather steal than work for a living. I know my experiences can’t be isolated cases. If you’ve experienced similar scenarios, email me at mike.mavrigian@bobit.com. I hate thieves. ●
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3515 Massillon Rd., Suite 350, Uniontown, OH 44685 (330) 899-2200, fax (330) 899-2209 Website: www.autoserviceprofessional.com Editor: Mike Mavrigian Mike.Mavrigian@bobit.com Managing Editor: Lori L. Mavrigian Lori.Mavrigian@bobit.com Senior Editor: Joy Kopcha Joy.Kopcha@bobit.com Associate Editor: Ann Neal Ann.Neal@bobit.com Contributors: Bob Weber/Automotive Technical Writer Craig Truglia/Diagnostics & Driveability Specialist Bob Rodriguez/Hybrid & Alternative Fuel Specialist Advisory Board: Dan Paddy/Dan Paddy Service, Seville, OH Frank Dannemiller/Mobile Service & Repair Co., Wadsworth, OH Bob Fall/Fall Automotive Machine, Toledo, OH Scott Gressman/Gressman Powersports, Fremont, OH Ken Styer/Ohio Technical College, Cleveland, OH Greg McConiga/O’Daniel Automotive Restorations, Ft. Wayne, IN Art Director: Neal Weingart Neal.Weingart@bobit.com Production Manager: Karen Runion Karen.Runion@bobit.com Publisher: Greg Smith Greg.Smith@bobit.com Sales: Dan Thornton djtinc@gmail.com (734) 676-9135, mobile (313) 410-0945 Michele Vargo Michele.Vargo@bobit.com (330) 899-2200, fax (330) 899-2209 John Dyal, The Dyal Company John.Dyal@bobit.com (760) 451-5026 Marianne Dyal, The Dyal Company Marianne.Dyal@bobit.com (760) 451-9216 Customer/Subscription Service Tammy Katata, (800) 991-7702
Auto Service Professional is a Bobit Publication Executive offces: 3520 Challenger St. Torrance, CA 90503 Chairman (1961-2014): Edward J. Bobit CEO & President: Ty F. Bobit Chief Financial Offcer: Richard E. Johnson VP & COO: Cyndy Drummey
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Letters
Readers educate us Here’s a letter we received from a reader that’s a real eye-opener.-Ed.
Hi, Mike, Just a few words from a retired factory service engineer. Most manufacturers run a set of screens behind the screens a dealership tech sees when he engages the OBD-II connector and downloads codes or runs tests. I retired from BMW of North America. The screens the BMW dealership tech sees are termed ISTA. Behind these screens is a data stream being collected called FASTA. It is delivered to the factory via a website called DealerSpeed. It is proprietary. This data will list environmental data, all the ranges being displayed by various sensors, and the communication between the systems. The software engineers use this data to create patches for operating issues such as a hesitation at X-degrees Fahrenheit. The technician never sees these screens but the factory engineers see what the tech sees and the results of any tests run by the technician. The warranty department also uses FASTA data to determine if the vehicle is actually suffering operating issues. It either validates or invalidates a warranty claim. All manufacturers run some type of warranty screens that the tech has no idea is being downloaded. I’ll bet you didn’t know the factory gathered this data. As an FYI, the data only transmits if the dealership computers are online. Data won’t be gathered if computers are offine. Greg Barnett
Another oil change interval opinion Hi, Mike, I read, with great interest, in the November/December edition, the responses
to your previous article on oil change intervals. There were many good points expressed, most of which I agree with. However, there are two more very important points that I think need to be made; or, at least, clarifed. Gasoline contains some sulfur that could not be completely removed in the refning process. When the gasoline burns in an engine, the sulfur is not consumed. Among other things, some of it escapes past the rings and settles in the crankcase. A certain amount of condensation (water) also ends up in the crankcase. This combination ends up in the form of sulfuric acid, which, obviously, is not a good thing inside an engine. Unless there are now additives in the oil that neutralize that acid (of which I am unaware), the only way to remove it is to drain it out with the oil. Of course, the type of driving and the amount of fuel consumed will have a bearing on how much sulfur and water accumulates. Which brings me to the next point. We, as an industry (I am a retired service rep/technical training instructor for an Asian auto manufacturer), have created our own monster, in that we place too much emphasis on the mileage intervals between oil changes. We tend to overlook the time span between oil changes. Customers need to be educated to have oil changes done on a time or mileage interval — whichever comes frst! Larry Tanzer Eltee Services Spirit Lake, Idaho
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Connections
Parasitic draw diagnostic strategies By Craig Truglia Craig Truglia is an ASE A6, A8, and L1 certifed technician who presently works as a service writer for Patterson Auto Body, a repair facility in Patterson, N.Y. A former shop owner and editor of several automotive repair magazines, Truglia combines his Columbia University education with the real-world experience he sees daily in the automotive repair feld. Technicians Truglia and Fred Byron took part in diagnosing the different vehicles in this article.
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ey On Engine Off (KOEO) battery draws have always been a relatively diffcult concept for customers to wrap their heads around. They fgure when the vehicle is turned off, nothing is on any more. However, these problems are hardly
new, as vehicles have had shorted wiring, switches, and other simple problems for years. For the last few years now, many parasitic draw issues have become increasingly complicated, thanks to the computer networks on vehicles. This means that tried-and-true diagnostic techniques may actually complicate a KOEO battery draw diagnostic. Thankfully, even though there are a few new techniques and increasingly complicated systems to be dealt with, the process is still essentially the same in principle. Pulling fuses. Many technicians believe they do not need a review in the “pulling fuses� technique, but forgetting the basics can cost valuable time. The frst step is to test the batteries after having them fully charged. A technician can waste hours
This customer’s Ford Excursion had a parasitic draw caused by its battery.
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Connections diagnosing a vehicle only to fnd that a shorted battery cell is literally draining power, even after it is charged or the vehicle is run for some time. Make sure the vehicle is working with a known good battery. In fact, recently a Ford diesel (equipped with dual batteries) came into the shop and the customer demanded that the batteries not be changed, because he wanted to
change them himself after the problem was diagnosed. Lo and behold, one battery was measurably warmer than the other because it had a shorted battery cell. His battery was the parasitic draw all along. After putting on an amp clamp (or meter on series), it is good to know that a battery generally should not be pulling more than 100 mA or so. A nice rule of thumb is 25mA to 75mA.
Shown here is a standard “pulling fuses� diagnostic setup on a customer’s problematic 1997 Jeep Grand Cherokee. A meter can be put in series (here with an in-line fuse) in order to avoid blowing the fuse in the meter and an amp clamp. It is worth noting that noise can affect the readings of an amp clamp, sometimes rather signifcantly. Both pictures are of the same vehicle and were taken at the same time.
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The reserve capacity on a battery can actually be used for something!
A fairly simple way to know if a parasitic draw is in acceptable range (because manufacturers do not generally publish specifcations) is to divide the reserve capacity by four. So, if the reserve capacity is 120 minutes, if you divide it by four, you get 30. This means 30 mA is the “acceptable” battery draw according to the battery manufacturer. In reality, a draw that small on a battery of a RC of 120 with a 30mA draw may take many weeks to go dead. However, if you double the number, now it takes two or three weeks. Triple the number, a week or so. It is easy to see how a 120 mA draw can cause a no-start in a few days, and even higher in a day or less. After confrming that the battery draw is excessive, it’s time to start pulling fuses. When the excessive draw disappears, the fuse that was pulled essentially isolates this system. Then, after consulting an information system and wiring diagrams, you can determine what is connected to that fuse. At this point, simply unplugging whatever switches, modules, etc., are part of that fuse’s circuit generally narrows down what is causing the parasitic draw.
New techniques. The old school way of pulling fuses remains to this day a solid way of diagnosing most parasitic battery drains. However, it can no longer be the only diagnostic strategy in the technician’s arsenal simply because of the increasing amount of computerized management in the average vehicle. Many observant technicians might have noticed that checking the battery drain the moment the vehicle is turned off is not useful, simply because modules need to “go to sleep.” It usually takes anywhere from three to 15 minutes, but it can be longer. Before the modules go to bed, the vehicle can be drawing several hundred mA for quite some time. Once they have all gone asleep, the bare essentials will still be drawing power (PCM, BCM or RCDLR (remote control), the clock, etc.) However, they will draw power at a very low rate, usually below the numbers that were discussed earlier in the article. Every vehicle is engineered differently, so each model will have different modules go to sleep at different times. Different designs make it necessary for the engineers to adopt different software strategies.
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Connections Now, most of the time there is no easy way to fnd out what the software strategy is. So, there is no way to anticipate if the technician pulls a fuse, killing power to the BCM, that the instrument cluster now wakes up, thereby increasing the KOEO draw the technician is measuring. Therefore, pulling fuses does not always work. How do we fnd a parasitic draw when pulling fuses wakes up more modules than it puts asleep? In extreme situations a thermal imaging tool can catch a relay stuck on or a fuse in which something on its circuit is on, because power running through a circuit draws power. However, most of the time, temperature differences are minimal
unless a lot of amperage is being pulled. It can be useful in picking up a shorted battery cell, alternator diode, and other odd KOEO draws that can be found by simply pulling a fuse. Another strategy is to check for a voltage drop across a fuse. This avoids having to pull the fuse in order to see if it is pulling power. There are fancy formulas for fnding out X voltage drop, on Y fuse, equals Z draw. The higher the mvV (or fuse rating), the more mA the voltage drop reading refects. A good resource for these is http://info.powerprobe.com/fusechartsdownload. However, just like scoping ignition, sometimes it is not necessary to
On this 1995 Jeep Grand Cherokee, a draw is simulated by turning on the headlights. A fuse that normally reads 0.3 ohms with the lights off now reads 59.4 ohms!
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Connections
The parasitic draw on the vehicle was eliminated after pulling the fuse to the instrument cluster. Using a battery tester with an amp clamp, such as this example from Midtronics, makes testing a battery and checking for a parasitic draw easy and quick.
know every in and out of these things. If every fuse does not have a signifcant voltage drop because nothing on the circuit is on, but one or two suspect fuses do, that narrows down where to look, right? Last, there is the “Chesney Method� of fnding parasitic draws. It is done the same way as testing for voltage drops, but the DVOM is put in ohms mode. Supposedly, after subtracting for ohms of resistance in the leads (simply touch the leads against each other to get a number), every 0.1 ohm equals a little more than 10 mA on meters with 10 megohm of impedance, and only 5 mA on meters with 20 megohm impedance. However, most technicians are not electric engineers and do not know what impedance their meters are. It is best to do an easy baselining on the vehicle with an amp clamp to see what one should expect.
If the technician likes to do algebra, he can fgure out how many mA the KOEO draw is without pulling any fuses out of the vehicle. Using a Fluke 88 DVOM and an amp clamp, headlights pulling 6 amps on a 2003 Toyota Solara measured about 10.1 ohms. If there are 6,000 mA in 6 A, by dividing 10.1 ohms by 6,000 mA makes it where every mA should theoretically equals 0.00168 (or 0.002 to make it easy) ohms. So, a 100 mA KOEO draw should work out to 0.2 ohms, 500 mA to 1.0 ohms, etc. In the real world, every vehicle has different specifcations and depending upon where the technician takes his measurements, the ohms will be different. So, using this technique to get an exact reading is not recommended if the technician is not a mathematical genius. Nonetheless, he can simply just observe that the vast majority
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The wiring diagram as provided from Mitchell ProDemand shows that if power is killed to the instrument cluster, this shuts down the data network on this vehicle.
of fuses have near identical resistance, while the ones with signifcant KOEO loads will have much higher resistance. It is not rocket science to discern which fuse has the parasitic draw on its circuit. Much has been made of the “new” techniques for fnding parasitic battery draws. However, just like the tried-and-true technique of pulling fuses, the principle is the same. The technician is just looking for the fuse that is coupled with the circuit that has the draw. This is merely a different technique of testing the fuse. Instead of testing the fuse indirectly by pulling it out and observing the draw elsewhere, the technician tests the fuse directly. Some people think that attaching a meter to the fuses can be a tad annoying and time consuming. For this reason, it is best to exploit such techniques when the pulling fuses technique causes the whole “module wake up” issue. Otherwise, it is probably more trouble than it’s worth. 1997 Jeep Grand Cherokee parasitic draw. The following is a to-the-point case study that reviews the principles set forth in this article. This Jeep came in with a parasitic draw of about 200 mA. Like many drivers with mid-1990s Jeeps, she had “no money” to put into the vehicle, even though she daily visits the C-store to buy cigarettes. On a vehicle this old, the “pulling fuses”
technique works just fne. The dome light fuse, when removed, dropped the parasitic draw to around 125 mA. Being that she wanted to save as much money as possible, she did not care whether or not the timer or something else was responsible for the battery draw. She simply wanted the fuse left out. However, the vehicle still had a draw. After pulling another fuse, the draw dropped to about 30 mA. The engine started up and ran normally with this fuse pulled, but it was evident that it was for the instrument cluster, because it did not work! After consulting the wiring diagram to see if there was anything else on the same circuit with the power to the cluster, it was evident that the cluster was the gateway module to a primitive on-board vehicle network. The datalines from the cluster also connected to the ABS, BCM, PCM and airbag modules. At this point, the customer was not willing to pay for the next stage in the diagnosis (which would have been unplugging the modules, starting with the airbag, ABS and BCM ones frst.) So, she took the car as is, knowing that she would have to let it run every few days or the battery would go dead. However, it is easy to see that even on a 1997 vehicle, data networks have already become a relevant part of a technician’s diagnostic routine. ●
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Ford distributorless ignition system How it works, and what you need to look for when it doesn’t By Jacques Gordon Jacques Gordon has worked in the automotive industry for 40 years as a service technician, lab technician, trainer and technical writer. He began his writing career writing service manuals at Chilton Book Co. He currently holds ASE Master Technician and L1 certifcations and has participated in ASE test writing workshops.
T
Photo provided by Junius.
he distributorless ignition system (DIS) was introduced in the 1980s to eliminate parts that affect emissions as they wear, but it also helped improve performance and fuel mileage. Today DIS
has been phased out in favor of coil-onplug (COP) ignition, but Ford was still producing engines with DIS as late as 2008, so you’ll be servicing these systems for many years to come. Like COP ignition, a distributorless ignition system consists of ignition coils, the crankshaft and camshaft position sensors and the control circuits. Earlier systems have some kind of ignition control module that operates the coil packs and communicates with the engine’s powertrain control module (PCM), but later systems integrated all controls into the PCM. The most prominent feature of any distributorless ignition system is that each coil fres the spark plug
These spark plugs are arranged in order as they were removed from a V6 engine with DIS ignition. Note how the center electrodes are worn down on all three plugs from one bank. Can you determine which way the current fows across the gaps?
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Connections through a circuit that’s not connected to a power source, we need to remember how a coil works.
The coil is a transformer When a coil of wire is surrounded by a magnetic feld that’s moving, voltage is generated (induced) in that wire. If the wire is part of a complete circuit, current will fow. An ignition coil creates a stationary magnetic feld when current fows through the primary winding. When the primary current is switched off, the magnetic feld collapses (moves), and this induces voltage in the secondary winding. Since there are more turns of wire in the secondary winding, it acts as a transformer to boost the initial (battery) voltage up to 20,000 volts or more depending on the demand (we’ll get to that later). That voltage can’t go anywhere unless there’s a complete circuit. In a normal coil the spark plug is the secondary winding’s ground and the other end of the winding is connected to the battery, but that’s just to make a complete circuit: The voltage is generated by induction. In a DIS coil, both ends of the secondary winding are connected to a spark plug.
Photo provided by Robert Bosch.
for two different cylinders, both at the same time. Of all the various ignition coil designs, a DIS coil is unique. To understand why, we need to review some basics frst. You probably already know that a coil is actually two windings (coils) of wire. The primary winding is a large-diameter wire wound around a core of ferrous metal, typically a stack of steel plates cut to a specifc shape. Around the outside of that primary winding is the secondary winding. This is much fner wire with about 100 times the number of windings in the primary. In other ignition coils, both windings are connected together at the power source (ignition +). The primary connects to ground through the module that operates the ignition system. The secondary connects to ground through the body of the spark plug, but only when the voltage is high enough to jump the gap to its ground electrode. In a DIS coil, the secondary winding is not connected to the primary winding or to the power source. Both ends of the secondary winding are connected to a spark plug. To understand how current can fow
Cracked spark plug insulation creates a perfect opportunity for carbon tracking.
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Connections When the voltage is high enough to jump both gaps, current will fow through that circuit. Current fows through a circuit from positive to negative. In a DIS circuit, that means the voltage jumping the gap of one spark plug will be fowing from the center electrode to the ground electrode, and on the companion spark plug it will be jumping from ground electrode to the center electrode. You can see this in high-mileage spark plugs: The center electrode of the “positive” plugs will be worn more than the center electrode of the “negative” plugs. Since the coil fres two spark plugs at once, obviously they must be paired so that one fres during a cylinder’s compression stroke while its companion is on its exhaust stroke. The next time that coil fres, the cylinder strokes are reversed, but the direction of current fowing across the spark plug gaps remains the same. This is a function of the way the magnetic feld collapses when primary current is switched off.
Ford’s better idea Ford began using distributorless ignition in 1989 in a system they called “low data rate DIS.” This system uses Hall-effect sensors to detect crankshaft and camshaft positions. It was used on engines that were originally designed with a distributor, with the camshaft sensor mounted in the distributor’s original location. In 1991 Ford introduced the electronic distributorless ignition system (EDIS). Instead of Hall-effect sensors, it uses a more reliable variable reluctance (VR) sensor to detect crankshaft position. There is also a cam position sensor but it’s used for fuel injection, not ignition. This was the basic design of all Ford distributorless ignition systems before going to COP ignition. The EDIS consists of an ignition control module (ICM), the powertrain control module (PCM), a crankshaft position sensor (CKP) and the ignition coil packs. The ICM operates the coils but only as commanded by the PCM. However, under certain conditions the ICM will operate the coils by itself. We’ll get to that later.
The crankshaft sensor on the front of the engine is similar to other passive speed sensors: A two-wire permanent magnet sensor is mounted above a 36-tooth (minus 1) tone wheel, and as each tooth rotates past the sensor it generates a sine wave or alternating-current (AC) signal. The missing tooth indicates a specifc number of crankshaft degrees BTDC of cylinder number one.
Crankshaft sensor specifcations • Four-cylinder engine, missing tooth at 90 degrees BTDC • Six-cylinder engine, missing tooth at 60 degrees BTDC • Eight-cylinder engine, missing tooth at 50 degrees BTDC • 10-cylinder engine has 40-tooth wheel, missing tooth at 36 degrees BTDC • Sensor signal at cranking speed, 1.5 volts peak-to-peak • Sensor signal at 6,000 rpm, 24.0 volts peak-to-peak • Sensor signal 8,000 rpm, 300 volts peak-to-peak max • Sensor air gap, 1.0 mm nominal, 2.0 mm max • Sensor resistance, 290 to 790 ohms NOTE: If sensor polarity is reversed, the signal will not be recognized.
The sensor’s peak-to-peak voltage signal increases exponentially with speed. The ICM reads crankshaft speed and position and reports a profle ignition pickup (PIP) signal to the PCM (Ford’s EEC-IV engine control unit). With the PIP signal and information from the engine’s other sensors, the PCM decides the timing and fring sequence of each ignition coil and issues spark angle pulse width commands (SAPW, later called the “spark angle word” or “SAW” signal) to the ICM, which then turns off the primary current to the coil to fre the spark plug. The ICM controls primary current level and
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Photo provided by Junius.
dwell (the number of crankshaft degrees the primary circuit is turned on). After turning off the primary current, it looks for the “fyback” voltage spike that indicates the magnetic feld has actually collapsed as commanded. This is called the ignition diagnostic monitor (IDM), and in addition to diagnostics, it’s also used to generate a clean tachometer output (CTO) signal. If the fyback voltage is not detected, it will notify the PCM, which will then set the appropriate ignition misfre fault codes (P0300, P0301, etc). As noted earlier, the PCM commands the
ICM to fre the coils, but it’s the ICM that controls primary current. Depending on the engine, primary current is limited to 6.0 to 6.5 amps. If the SAPW signal from the PCM is lost, the ICM can operate the coils by itself using just the crankshaft position sensor. In this case, ignition timing is fxed at 10 degrees BTDC. On most models, if engine speed is less than 1,800 rpm, the PCM will command the spark plugs to fre two or three times during each fring event. This multi-strike feature improves idle quality, but at higher speeds there isn’t enough dwell time to reliably generate multiple sparks. The ignition coils are made in four-cylinder and six-cylinder packages, and some include the ICM. Resistance on the primary circuit will range from 0.5 ohms to about 2.0 ohms. Secondary resistance will vary signifcantly from one model to the next, but it can be upwards of 16,000 thousand ohms. When checking coil resistance, check the specs and pin location diagrams carefully; if primary resistance is off by even one-tenth of an ohm, the engine may not start. In 1996, Ford introduced the integrated electronic distributorless ignition system, and it remained in production through 2008. As the name implies, it’s exactly the same as the EDIS but with the Ignition Control Module built into the PCM. That means the crankshaft sensor connects directly to the PCM, and a lot of other wiring has been eliminated. While this reduces cost and complexWhile the coil packs may appear similar, the pin locations on ity, the coil drivers are this Ford unit are not like the others.
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Photo provided by Junius.
Connections
Try to match spark plug resistance on companion cylinders within 1,000 ohms.
now inside the PCM, so the PCM must be protected against the coil primary fyback voltage (up to 400 volts). It also means that dealing with a failed coil driver requires replacing the whole powertrain control module.
plug wire, the spark plug itself, cylinder compression (it takes less voltage to jump the gap in the companion cylinder on its exhaust stroke) and by the size of the spark plug gap. Spark plugs ware because a few molecules of metal are displaced with each spark, Known failure modes departing from the positive electrode into Probably the most expensive failure that the plasma (the spark itself) and fnally can happen in a DIS system is when high leaving with the exhaust gasses. Ware can voltage from the coil’s secondary winding be slowed by a “button” of precious metal fnds a path to ground through its primary attached to the positive electrode, either winding. This can damage or destroy the platinum or iridium. coil drivers in the ICM or the PCM. It’s not When installing such spark plugs, make diffcult to create this kind of failure, but sure they have the precious metal on both fortunately it’s also not diffcult to avoid, electrodes: Remember, current fows “backbecause most DIS failures are caused by lack wards” through half of the spark plugs, of proper maintenance. from the ground electrode to the center Worn spark plugs are the obvious place electrode. to start. The voltage required to jump the As the spark plugs wear and the gap spark plug gap peaks just before current grows wider, resistance increases and higher begins to fow, and the size of that gap has voltage is required to jump the gap. Some a major infuence on the resistance in the coils are capable of generating 80,000 secondary circuit. Higher resistance creates volts or more, and that voltage will fnd a a higher voltage peak, often called the “kV path to ground somewhere. The coil failure demand.” Resistance is created by the spark noted above is one possibility, but there are
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Circle 116 on Reader Service Card
Photo provided by Junius.
Connections
Photo provided by Junius.
Carbon track shows where voltage went to ground instead of across the sparkplug gap.
The old plug wire was installed on the new plug, and it began misfring in just a few days.
others. Here’s one that seems to be unique to DIS. The photos show two spark plugs from the same engine that suffered a steady misfre when the car was climbing a hill. One spark plug has a carbon track showing the path the voltage took to ground when load (and therefore kV demand) increased. New spark plugs solved the problem, but only for a few days. When the car came back, the plugs were removed and the same carbon track was noted on the new spark plug from the same cylinder. That’s because there was a matching carbon track in the spark plug boot. A new spark plug wire solved the problem. Another picture shows where voltage was leaking to ground through the wall of a hard plastic boot that fts into a deep spark plug well. Early DIS used hard boots but when Ford switched to all rubber boots, this
problem became almost non-existent. As noted earlier, there is a Camshaft Position Sensor (CMP) on these engines but it’s not used by the ignition system. That sensor is only used by the PCM for controlling sequential fuel injection. The engine will start and/or continue running if that signal is lost (P0340), but it will not affect the ignition system. If the CMP signal is good but not synchronized with the crankshaft signal, there will be no codes and the engine will still run, but not smoothly. This is one of the more diffcult driveability problems on a Ford because both the fuel injection and ignition systems are working properly. There is only one moving part in Ford’s DIS; the tone wheel for the CKP sensor. If a properly installed CKP sensor shows signs of contact with that wheel, there’s a mechanical problem that needs to be fxed frst. On
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Photo provided by Wells Electronics.
Connections
engines that use a Woodruff key to locate this test: Accidentally shorting the primary the crankshaft balancer, if the bolt isn’t side of a coil pack to ground will destroy torqued properly the keyway can become the winding in short order. distorted, allowing the balancer/tone wheel And fnally, if you fnd one bad part in to move on the crankshaft. This will retard the system, consider how it has made all the ignition timing and cause low power, the other parts work harder, especially in and the problem may be intermittent as the secondary ignition circuit. Don’t be the balancer moves back and forth on the afraid to spend the time to examine everycrankshaft. thing. ● Also, if a tooth is broken off from the tone ring, there will be two missing teeth instead of one. Depending on where the tooth is missing, this can cause no-starts, backfring and other problems. Neither of these mechanical problems will set a fault code. When installing the CKP sensor, use a feeler gauge to make sure the gap is correct. You can test the coil drivers in the ICM or PCM by connecting a noid light, test light or PowerProbe between the coil primary and the battery and cranking the engine with the fuel system disabled. The light should fash as the driver grounds the circuit. If it stays on or doesn’t light at all, there’s a bad driver or bad This example of a hard plastic spark plug boot was leaking circuit between the coil and voltage to the wall of the spark plug well. Ford eliminated this problem with all-rubber boots. control unit. Be careful with
38 | March/April 2015
Photo provided by Junius.
It may be diffcult to detect visually, but only the boot on the right was making good contact with the coil connection. It is important for you to be aware that high resistance anywhere in the secondary circuit makes the coil work harder.
Circle 118 on Reader Service Card
The Tech Bench
Tech tip 4Runner with no 4WD
I
f a 2003-2012 Toyota 4Runner enters the shop with a complaint of “won’t go into 4WD, and the indicator light just sits there and blinks,” chances are good that the problem is a stuck A.D.D. (automatic disconnecting differential) actuator. The actuator features a fork that moves the transition gears into and out of 4WD. The actuator is easily serviced, located on the front of the differential, secured with four bolts. The problem is one of access. The front differential must be lowered approximately 5 inches or so in order to gain access for removal and installation. With the vehicle on a hoist, remove the two steel engine undercovers, which are secured with 8 mm bolts, requiring a 12 mm wrench. Remove the front undercover frst, followed by the rear (the two “hook” together with an overlapping joint). Place a transmission jack or pair of tall jack stands under the differential. Remove the two front cradle bolts and nuts (these are vertical bolts facing the front of the vehicle). Also remove a nut from the vertical bolt at the left rear of the cradle. This nut features a female hex drive, requiring a 12 mm male hex bit. The vertical bolt stays in place. NOTE: Before draining the differential oil, make absolutely sure that you will be able to remove the differential fll plug. Both plugs are located on the left side. The fll plug is located up and slightly to the rear of the drain plug. Both plugs require the use of a 10 mm male hex bit. Plan to replace the plugs with new plugs, along with new crush washers. Once you’ve loosened or removed the upper fll plug, go ahead and remove the lower drain plug and allow differential oil to drain. Unplug the actuator connector and its vent hose. Carefully lower the differential as far as it will go. The actuator is secured with four bolts, requiring a 12 mm socket wrench.
The A.D.D. actuator features an engagement fork. The internal solenoid is prone to sticking, especially if the customer does not use the 4WD feature on a regular basis.
The actuator is sealed with a packing material (RTV). Wiggle/tap the actuator loose (be careful to avoid nicking the mating surface). Pull the actuator out of the differential. Use a razor blade to remove all traces of the old RTV from the differential’s mating surface. Installation is the reverse of the removal procedure. When installing, place a small bead of RTV onto the differential mating surface (about 5 mm bead diameter). Before installing the new actuator, note the location of the actuator fork. If necessary, reach into the differential cavity and slide the gear sleeve left or right to align with the fork. Install the actuator, carefully aligning the fork onto the sleeve. Install all four bolts fnger tight, then torque to 15 ft.-lbs. Raise the differential up to its installed position and tighten all fasteners. The leftside nut that features a female hex drive is tightened to 64 ft.-lbs. The mount bushing bolt nuts are tightened to 101 ft.-lbs. Connect the actuator wiring harness connector to the actuator and connect the vent tube. Apply a thin flm of anti-seize to the new drain and fll plug threads. Install the new drain plug and its crush washer. Allow the RTV to cure for at least one hour before adding differential oil. Add differential oil until it begins dribbling out of the bottom of the fll hole. With the engine running, turn the steering wheel full-lock back and forth a few times and check oil level again and add if necessary. Install the fll plug. ●
40 | March/April 2015
Circle 119 on Reader Service Card
The Chassis
Nailing tough A/C problems A review of new tools and diagnostic strategies By Craig Truglia Craig Truglia is an ASE A6, A8, and L1 certifed technician who presently works as a service writer for Patterson Auto Body, a repair facility in Patterson, N.Y. A former shop owner and editor of several automotive repair magazines, Truglia combines his Columbia University education with the real-world experience he sees daily in the automotive repair feld. Technicians Truglia and Fred Byron took part in diagnosing the different vehicles presented as examples in this article.
A
s labor rates climb, and serviceability gets increasingly convoluted, it is becoming more and more important to diagnose A/C problems as accurately as possible. Of course, being that air conditioning is generally diagnosed by interpreting pressures and looking at the “general vicinity� of where UV dye can be spotted, it’s less than an objective, exact science. However, there are new tools and diagnostic strategies that make use of the tools already in most shops, that can greatly increase accuracy in diagnosing
This example citing a 1995 Jeep Grand Cherokee has a leaking A/C condenser. The dye, however, cannot be seen on the condenser itself but rather on a nearby area running adjacent to A/C lines that are not leaking. Dye oftentimes nails the spot of the A/C leak, but other times it just tells the technician the general area in which to look. This specifc A/C leak was spotted using a Cliplight Vector 7 UV light and dye (A/C Pro Pag 100 with UV dye). It was repaired using sealant (specifcally U-View Leak Guard.)
42 | March/April 2015
The Chassis A/C problems. Chief among these is using thermal imagers, emissions analyzers, broad spectrum UV fashlights, CO2 gas and a smoke machine, and the Bullseye Leak Detector (which in principle works the same).
Using dye The tried-and-true method to fnding leaks is to use a UV dye and a broad spectrum UV light. There is a good reason for this: It works almost all of the time. The normal procedure for the technician is to use a UV light and scan the obvious trouble areas. This includes the evaporator, condenser, lines, compressor, expansion valve/offce tube, Schraeder valves, and any associated seals.
A/C machine-safe sealants? There are two kinds of technicians — those who use whatever A/C sealant they can fnd and hope it does not cause any issues and others who are really paranoid and use sealant detectors like the Neutronics Quick-Detect to fnd harmful sealants. If the technician wants to avoid potentially trashing their A/C machine, an in-line sealant flter such as the Charge Guard from Air Sept can be used to remove it. The Society of Automotive Engineers has issued a standard (SAE J-2670) for sealants
that can be used for mobile air conditioning that will pose no threat to standard air conditioning servicing equipment. U-View makes a sealant called “Leak Guard� that is oil-based, so it does not harden when it reacts with moisture like most other sealants. This particular product has a dye in it, so it can be used for the detection of very large leaks, as well as replacing the need to inject oil in the system because it is in of itself oil-based. In independent testing (by the author of the article) it has been found to work, even in a vehicle that has had the standard A/C sealant added to it to no avail. Many shops make it a standard practice to inject oil, dye and then sealant in three different steps. Not only is this potentially risky to equipment, but it is time consuming. New J-2670-certifed products make it possible to mitigate the risk of A/C leaks, while at the same time lubricating the A/C system and putting in dye so larger leaks can be spotted. Dye cannot always spot leaks for several reasons. Sometimes, it washes away or it is covered by road debris. In other instances, it is somewhere the technician cannot easily point an UV light at (i.e. behind the frewall where the evaporator is). Oftentimes, evaporators are sold without total confdence that they will fx the problem.
The Charge-Guard from Air Sept is put in line with the A/C machine in order to remove harmful sealant before it can harden inside expensive A/C servicing equipment.
43 | March/April 2015
The Chassis
You will discover that an emissions analyzer, such as this one from Ansed Diagnostic Solution, can be used to easily detect a variety of leaks with the use of CO2.
Is there a way to be more certain about the location of an A/C leak?
CO2, a technician’s best friend The methods covered here should be able to be replicated with any electronic leak detector that is SAE J-2791 certifed, because they are rated to spot leaks as small as 1/4th of an ounce of refrigerant
a year. It is recommended to try any approved “A/C sniffer� if one has it available, as it does not require putting CO2 gas into an A/C system. However, because the author of the article has successfully used CO2 to fnd leaks, the methods covered here focus on the methods that are verifed to work. The principle behind fnding A/C leaks
44 | March/April 2015
Circle 120 on Reader Service Card
The Chassis
A smoke machine that uses CO2 gas is crucial for fnding leaks using this method.
using CO2 is pretty simple. CO2 is an inert gas. It does not react with refrigerants, oils, or sealants, so it will not mess anything up. Plus, it can be detected using an emissions analyzer. On top of this, atmospheric CO2 is so low it is essentially undetectable, so if an emissions analyzer picks any up is a dead giveaway that there is a leak. Further, CO2 is heavier than air, so it always falls below the leak, which is very useful for spotting leaking evaporators. Lastly, CO2 is so small (it’s smaller than the molecules that constitute refrigerant), it can leak out of any leak point that a technician would have to worry about. A simple and easily workable way to put CO2 gas into an A/C system is to remove
the Schraeder valve and pipe in CO2 gas at full blast using a smoke machine. It does not matter whether it is via the high or low side. Dye can be added to these smoke machines to help fnd leaks the tried-andtrue way, while the CO2 gas in the smoke can be picked up by an emissions analyzer. Smoke machines (at least, the ones not used for smoking turbos) operate at a very low pressure. As a result, they will take a long time to fll up an A/C system. Nonetheless, they can still be used to fnd evaporator leaks that do not require operating pressure to lose refrigerant. Another method, without a smoke machine, is to devise a way to connector the shop’s CO2 tank or cartridge to the A/C
46 | March/April 2015
Circle 121 on Reader Service Card
The Chassis
The Bullseye Leak Detector, as pictured here connected to an A/C system, contains a CO2 tank with a regulator, an emissions analysis devise that detects CO2 gas, and a “funny foam� of sorts that changes color in contact with the CO2. The point is to fll the A/C system with CO2 gas, get close to the leak point using the emissions analyzer provided with the tool, and then to fnd the exact spot with the foam. This helps pinpoint A/C leaks, as well as any other leak (evap, vacuum, etc.) in which CO2 gas can be used.
system and regulate the air pressure. If there is not enough time to build a contraption, it can be purchased by a company such as Automotive Test Solutions. Theirs is available with the Bullseye Leak Detector, which regulates the pressure the CO2 flls the system to 140 psi. An A/C system can be flled with up to 200 psi safely. The beneft of flling an A/C system with higher PSI is that many A/C leaks in the real world can only be found under operating pressure.
In order to fnd an A/C leak with an emissions analyzer and CO2 gas, instead of pointing an UV light at all the suspect areas, slowly run the emissions analyzer below the suspect areas. An emissions analyzer generally takes a few seconds to update and CO2 is heavier than air, so it tends to fall onto the bottom-side of the culprit part. Spotting a leaking evaporator with CO2 can be done by plugging the evaporator
48 | March/April 2015
Circle 122 on Reader Service Card
The Chassis
Many vehicles have condensation drain hoses that are easy to access and plug. In other vehicles, a hole might need to be drilled into the frewall for testing purposes and then plugged, perhaps using a climate control service kit like the BG Frigi-Clean.
condensation drain hose and after 30 to 60 minutes of flling the system with gas, removing the plug. If there is a leak, CO2 at this point would have descended to the bottom of the evaporator housing, nailing that evaporator leak. This method, with the right tools and CO2 under high pressure, works beautifully.
by 1 with each degree Fahrenheit of ambient temperature. What do the pressures tell us? An internal restriction typically creates low pressures on the low sides, and high pressures on the high sides (that’s easy to remember!). Expansion valves and receiver driers often get clogged with debris, sealant, or moisture that freezes up. Diagnosing problems using presIf pressures are the opposite (high on the sures and thermal imagers low side, low on the high side), the comA lot of the above strategies help fnd A/C pressor is likely not working. leaks, but how about systems with a full If the compressor still does not turn on charge and yet they do not blow cold air? In even when jumped with a Power Probe a situation like this, the technician will be (generally by grounding it), it should be looking for a bad compressor, or some sort replaced. of blockage that prevents normal low and Understanding pressures can help the high side pressures. technician fnd blockages in the system In a known good A/C system at 70 using a thermal imager. Here’s what the degrees Fahrenheit ambient temperature, temperature of the refrigerant should be in pressures should be about 35 to 40 psi on a known-good A/C system while operating: the low side and 145 to 160 psi on the high side. Psi tends to increase up by 1 or down • Enters compressor cool, leaves hot.
50 | March/April 2015
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Circle 123 on Reader Service Card
The Chassis
Here, a Power Probe Hook is being used to test an A/C compressor.
• Then enters condenser relative hot, but slightly cools along the way, maintaining a relatively stable temperature until it reaches the receiver-dryer. • After the receiver-dryer the refrigerant enters the expansion valve hot and it should leave it cool. • After this point, refrigerant enters the evaporator, which is not viewable with a thermal imager.
a restriction of some sort and not an underperforming compressor, but the receiver dryer is operating normally, look at the expansion valve. If it does not rapidly cool the refrigerant, then it needs to be replaced. The temperature of the refrigerant should only slightly cool as it leaves the compressor, so that it is still relatively hot when it enters the receiver-dryer. This A/C condenser has an internal restriction, which A restriction should lead to a large temradically cools the refrigerant. perature difference from what should be How do we fnd a parasitic draw when expected in an unexpected area. pulling fuses wakes up more modules than Thermal imaging makes this problem it puts asleep? quickly visible in a way that was before not In extreme situations a thermal imaging possible. tool can catch a relay stuck on or a fuse Also, when in used in tandem with system in which something on its circuit is on, pressure it can help narrow down problems. because power running through a circuit For example, if system pressures indicate draws power. ●
52 | March/April 2015
Circle 124 on Reader Service Card
The Chassis
Electronic/adaptive ride control A brief overview of today’s systems By Mike Mavrigian
E
Courtesy KYB
lectronic stability control (commonly referred to as ESC) is designed to slow and control the vehicle from unwanted oversteer and understeer. An ESC system takes advantage of the existing ABS and traction control systems. The system monitors individual wheel speed (providing data relative to any individual tire losing traction), engine speed, steering direction and the degree of lean and roll being experienced at any given time. The objective is to help the driver maintain control of the vehicle to avoid front-end push (understeer), tail wagging
(oversteer) and loss of traction. In essence, these systems were developed to aid the typical driver in maintaining vehicle control to avoid an accident. Let’s face it: the majority of drivers do not possess the skills to control a vehicle in extreme maneuvers. These systems step in to provide an automatic aid to supplement the driver’s abilities. Beginning with the 2012 model year, automakers began in earnest to produce sophisticated ride control systems that enhance vehicle safety. Whether you refer to these systems as active or adaptive suspension systems (or any of a number of other labels that the automakers decide
Today’s increasingly sophisticated electronic ride control systems take advantage of a variety of input sensors, including the ABS wheel speed sensors and steering angle sensor, in addition to the lateral and longitudinal pitch sensors and yaw rate sensor.
54 | March/April 2015
The Chassis to use), a variety of electronic-managed vehicle stability systems are becoming increasingly commonplace. In addition to, or as part of a stability control platform, shock dampers have become more sophisticated in terms of either damping control or self-leveling (or both) capabilities to control vehicle ride height through a range of vehicle speeds and road conditions. Common examples feature small electric motors that are mounted to the top of the shock absorber rods. These electric motors (actuated by signals sent as a result of the monitoring data provided by various damping, pitch, steering angle and yaw sensors serve to turn the shock’s rods in order to adjust the shock’s valving (stiffer or softer) to accommodate current driving conditions. Other vehicle applications, found on many GM and European makes, employ a magnetic fuid approach wherein
the magnetic-particle-laden hydraulic fuid changes viscosity depending on operating conditions.
Wear-related components are still key The technological advancements in stability control currently in use and those coming down the road certainly contribute to vehicle control and accident avoidance, but all of the electronic techno-magic in the world can’t do its job properly if the vehicle’s tires are sub-standard. Electronic ride control and its attributes are dependent on the tire’s ability to provide the necessary degree of traction. If the tires can’t grip the road, the system can’t provide all of the intended benefts. Regardless of whether or not your shop sells tires, inspect the vehicle’s tires for overall wear, uneven wear and age (dry rot and age-hardened tread compound. If Santa Claus’ reindeers
Circle 125 on Reader Service Card
Courtesy KYB
The Chassis
Electronic stability control systems, using acquired sensor data, are able to apply and release individual wheel brakes in addition to managing engine speed and in certain vehicle applications, managing transmission gear selection, in order to maximize vehicle stability.
can’t get off the ground, it doesn’t matter how many expensive toys are loaded on the sleigh...they aren’t going to be delivered. The same holds true for today’s vehicles equipped with electronic ride control. They may be adorned with innovative and complex systems, but if the tires aren’t up to the job, the customer won’t realize all of the benefts that these sophisticated systems are designed to provide. The same holds true for various suspension system components such as springs, control arm bushings, lower ball joints, anti-sway bar links and bushings, etc. The vehicle may be equipped with electronic ride control system, but the condition of “traditional” wear-related components remains as critical as ever. Electronic ride control systems are management systems, and remain dependent on the condition of all wear-related chassis components.
being used by some auto makers involves magnetic ride control (the actual term is “magneto rheological” technology), which employs electromagnetic oils within the shock’s piston, comprised of a very sophisticated magnetic particle-infused polymer liquid. An electrical charge is delivered to the liquid (timed and controlled by an ECU that receives input data from a series of sensors), causing the magnetic particles within the fuid to change their shape, or density, which quickly changes the liquid’s viscosity (thinner when the system wants freer movement, thicker when damping needs to be more frm). The special “magnetic fuid” can change from a relatively thin viscosity to an almost plastic state faster than you can fick your fnger. This altering of the state of viscosity changes (or is capable of changing) at an astonishing rate of up to 1,000 times per second as commanded by the system’s ECU.
Magnetic ride control Compared to conventional shock damping that relies on hydraulic fuid and control valving, a fairly recent development now
Roll stability control Developed by Ford in 2003, and further refned with ongoing evolvement, a
56 | March/April 2015
Circle 126 on Reader Service Card
The Chassis roll stability control (RSC) was added to piggyback onto existing electronic stability control (ESC), traction control and ABS. The RSC incorporates additional roll sensors that consider the vehicle’s chassis position relative to road angle, vehicle pitch angle, and wheel departure/lift. If the roll angle is detected to approach a potential rollover (vehicle load and center of gravity), the system will apply brake pressure to the outside wheels, helping to keep the inside wheels contacted to the ground. A gyroscopic sensor determines body roll angle as well as roll rate. In conjunction with the vehicle’s lateral, front/rear pitch angle and yaw rate sensors, data is monitored 150 times per second. If roll angle and rate are detected at the predetermined limit, the RSC system activates, reducing engine power and applying the brakes as needed to specifc wheel locations. Wheel lift can be detected with or without braking pressure. RSC is a further enhancement and addition to an electronic ride control system, specifcally designed to detect and hopefully prevent a vehicle rollover. Naturally, this is especially applicable to vehicles with higher centers of gravity such as certain SUVs.
Adaptive suspension terms Absorber control actuator Small actuator motor connected to the top of the shock piston rod in an adaptive system where a signal from the ECU adjusts shock damping. Absorber control ECU Dedicated ECU for an adaptive suspension system. AVS Lexus term for their Adaptive Vehicle Suspension system. CES Tenneco’s Continuously Controlled Electronic Suspension system developed for a variety of OEM applications. CDC Continuous damping control (this is the term used for many of Ford’s European applications). 4-C active chassis This is the term used for Volvo’s active suspension featured in the S60R and V70R models.
Stability control systems quickly monitor vehicle dynamic pitch angles, including both lateral (side-to-side) and longitudinal (front-rear) in addition to roll rate.
58 | March/April 2015
The Chassis FlexRide Term used by Opel for their active suspension. Front acceleration sensor LH Detects the vertical acceleration of the left front area of the body. Front steering control ECU This ECU sends the VGRS (variable gear ratio steering) operation angle signal to the absorber control ECU. MagneRide GM’s name for their magneto rheological systems. Magneto rheological A magneto rheological fuid is a highly specialized type of fuid containing dense magnetic particles that quickly changes viscosity when subjected to a magnetic feld. This fuid can change from free-fowing to an almost solid plastic state by varying the
strength of the magnetic feld. When used to control shock absorber damping, it reacts very quickly, as fast as 1,000 times per second. Rear acceleration sensor This pitch angle sensor detects the vertical acceleration of the rear of the body. Under braking, this detects the angle at which the rear of the vehicle pitches upward. Skid control ECU (brake actuator assembly) The skid control ECU sends the vehicle speed signal to the shock absorber control ECU as part of the data used to determine suspension damping. It also sends the brake pedal depressed signal to the absorber ECU. It sends a request for damping force control to the absorber ECU. Steering sensor The steering angle sensor makes the ECU aware of the steering direction and the angle of the steering wheel. This is yet
Circle 127 on Reader Service Card
The Chassis another aspect of input information used by according to driving conditions. the adaptive suspension system to control shock damping. Lexus absorber control actuators The shock absorber actuators are mounted Yaw rate sensor atop each shock’s rod, under the upper The yaw rate sensor informs the ECU of shock absorber cap. The actuator engages longitudinal and lateral acceleration and to the top of the shock’s rod, keyed to an deceleration (pitch angles). This is another internal damping adjustment driver. This integral bit of data fed to the adaptive sus- is similar to an aftermarket shock that’s pension system in terms of detecting body manually adjustable. In this case, electronic movement. actuators turn the adjusters, commanded by the ECU as a result of information provided One example of an automaker’s electronic by the system’s vertical, lateral and longituride control system is found in the 2013 dinal sensors. Lexus GS350. This system is referred to as Use a jumper wire to connect terminals 12 an Adaptive Variable Suspension (AVS). Con- (TS) and 4 (CG) of the DLC3 diagnostic port. trol actuators are mounted to the top of the Turn the ignition switch to the on position. struts/shocks. By monitoring the various The “SPORT S+” indicator in the informavehicle sensors, the absorber ECU controls tion display should blink in the Test Mode the actuators, varying the damping control blinking pattern, blinking once every 0.125 of the hydraulic shocks/struts. seconds. If the display does not blink, Monitoring and actuating components for there’s a problem with the indicator light. the system include front and rear accelCheck the absorber control actuator eration sensors, yaw rate sensor, steering operation. Starting with the SOFT position, angle sensor, skid control ECU, and the ECM depress the brake pedal. Using the Toyota/ (which sends a drive torque signal to the Lexus Techstream (or similar scan tool), absorber control ECU). check that the absorber actuator position The system sensors monitor body motion increases by two steps, every time the brake laterally (side to side), front-rear vertipedal is depressed. cal acceleration (nose dive and nose rise, You should see the actuator position rear dive and rear rise), and body vertical move from SOFT to 3, to 5, to 7, to 9, motion. to 11, to 15, to 17 (the HARD position). Each of the shock absorbers feature an Bounce the vehicle and confrm that the actuator that tailors the shock’s dampshock absorber(s) is getting stiffer on ing control, adjusting the ride control compression. Every time the brake pedal is depressed, the absorber control actuator rotates in 15-degree increments to a maximum angle of 120 degrees. If the actuator does not rotate, suspect the actuator circuit. Once the inspection is complete, turn the ignition switch to the off position, and then disconnect the jumper wire from the DLC3. Then you can turn the ignition switch to the on position. If the ignition switch remains on after the jumper wire has been removed, the vehicle will remain in the Test Mode. Electronic controlled shock damping, deIn order to remove the shock absorber pending on vehicle model, may utilize a small control actuator, remove the shock cap and electric servo motor at the top of the damper to control shock valving stiffness. disconnect the actuator wire connector.
60 | March/April 2015
The Chassis
Shown here is an example of a shock (strut) with electronic control. Note the wire harness at the base of the strut housing. Other systems that feature a piston rod tip actuator motor, such as that found on Lexus models, will feature the wiring harness located directly under the strut/shock tower cap.
Turn the actuator counterclockwise 40 degrees to detach. In order to inspect the control actuator, use a multimeter to measure the actuator resistance. Citing the front actuators as an example, note that connections on the right front differ from that of the left front actuator. In order to install the actuators, engage the actuator to the shock rod and turn the actuator clockwise 40 degrees. The rear shock control actuators are removed, checked and installed similar to the procedure used for the front actuators. ● Checking the left front actuator: Tester connection 1 (FBL+) – 3 (E FL) 2 (FAL+) – 3 E FL) 4 (FBL-) – 3 (E FL) 5 (FAL-) – 3 (E FL)
Specifcation 12.0 to 12.8 ohms 12.0 to 12.8 ohms 12.0 to 12.8 ohms 12.0 to 12.8 ohms
Checking the right front actuator: Tester connection 1 (FBR+) – 3 (E FR) 2 (FAR+) – 3 (E FR) 4 (FBR-) – 3 (E FR) 5 (FAR-) – 3 (E FR)
Specifcation 12.0 to 12.8 ohms 12.0 to 12.8 ohms 12.0 to 12.8 ohms 12.0 to 12.8 ohms
61 | March/April 2015
Circle 128 on Reader Service Card
Tool Review
Snap-on cordless impact wrench We put the new CT8810A to the test By Mike Mavrigian
Y
es, we’re reviewing yet another cordless impact wrench. While I prefer to “mix it up” in terms of tool species, there has been a notable increase in cordless tool offerings, so when something new pops up, we want to make our readers aware. In this review, we take a look at Snap-on’s new 18-volt CT8810A. This newly introduced cordless impact gun features a 3/8-inch drive, with a reported tightening torque of 230 ft.-lbs. and an impressive boltbreaking torque of 325 ft.-lbs. The torque offerings of today’s cordless wrenches just keeps increasing, making them more attractive, especially for loosening undercar and underhood fasteners when you prefer not to drag an air hose around. According to the spec sheet, this model features a free speed of 2,400 rpm at a rate of 3,480 impacts per minute. The noise level is rated at 97.3 to 108.9 decibels. The kit includes the 3/8-inch drive wrench, two lithium ion rechargeable batteries, an intelligent battery charger and a nifty red and black zippered storage bag.
As soon as I began working with the CT8810A, the frst feature to grab my attention is the ultra-comfy grip that features a non-slip surface. It drops into your hand like an old friend with a frm handshake. As soon as I squeezed the trigger, this little torque monster clocked my wrist as if to tell me that it was ready and eager to get to work. At the same moment, a surprisingly powerful work light illumiThe new Snap- nated forward (the light automatically On CT8810A impact gun turns on whenever features a you pull the trig3/8-inch-drive ger). NOTE: Even and provides a when not triggerrated 325 ft.ing torque action, lbs. loosening torque. a slight squeeze of the trigger turns on the light, which is really handy for increasing visibility at the work space even prior to loosening or tightening. NOTE: While we toyed with the 3/8-inch-drive model, be aware that this line of cordless wrenches is also available in 1/4-inch-drive (model CT8810AQC) and 1/2-inch-drive (model CT8815A).
All charged up Standard battery charge time is rated at 25 minutes. Batteries are rated with a 1,000-cycle period per battery charge. The wrench is designed with an automatic shut-off safety feature if the battery or
62 | March/April 2015
Tool Review switch becomes overheated, which prevents tool damage. The intelligent charger is easy to monitor. As soon as a battery is installed onto the charger, a green LED light will start fashing, indicating that the battery is being charged. The fuel gauge on the battery will display the charge percentage status. When the battery reaches 25% of full charge, the green light will glow steady. When charging is complete, all four lights on the battery pack will turn solid green. If the LED on the right side of the battery fashes yellow, this indicates that the battery is either too hot
or too cold. If the red LED light fashes, this indicates that the battery pack is faulty, and the charger will not attempt to charge the battery. NOTE: The charger also features a USB port (current output of 0.5A and output voltage of 5 VDC), handy for charging items such as cell phones, etc. A unique battery feature is a charge cycle counter. By pressing and holding the button on the battery for 10 seconds, it’ll tell you how many times that particular battery has been charged. Viewing the four LED lights on the battery (lights L1, L2, L3 and
The incredibly handy built-in light activates immediately whenever the trigger is depressed, offering a brightly lit work area.
The broad and radiused trigger is fully shrouded, with no gaps to trap debris.
The well-engineered tactile rubber grip provides a non-slip and very comfy surface.
The intelligent battery charger provides immediate and easily viewed charge status.
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Tool Review L4), the lights will indicate up to a fourdigit code. For example, if LT1 fashes one time, and LT2 fashes three times, and LT 3 fashes four times, and LT4 fashes 5 times, this means that this battery has been charged 1,345 times. That’s pretty cool, providing an idea of the battery history, since you don’t need to guess at how many times a battery has been charged. The “fuel gauge” on the battery itself proves useful, with LED lights indicating state of charge while the battery is in use. Four lights indicates, in order, 100% charge, 75% charge, 50% charge and 25% charge, so you don’t need to guess when the gun will die. When she hits 25%, and you need to keep working, you’ll have a clear indication that it’s a good time to slap on a fresh battery.
Each battery features its own charge level indicator LED lights, so there’s no guesswork involved with determining state of charge.
After charging the battery (which took about 20 minutes), this puppy whipped off those main cap bolts in a heartbeat, without nary a whimper. I continued to play with the gun, walking around my shop loosening a range of chassis bolts from 8 Shop tryout mm and 5/16-inch all the way up to 1/2OK, enough about the features. It’s time inch rusty, nasty bolts. The gun hammered to put this little guy to the test. When I away through about 40 bolts in all, and frst opened the box, I hit the trigger and never showed any sign of wimping out. By found that the battery had a charge, but the way, I’m referring to bolt shank diamwhen I tried to loosen a series of engine eter, not the size of the bolt heads. In all, I main cap bolts (that were previously toyed with the gun for about an hour, and torqued to 70 ft.-lbs.), the bolt’s wouldn’t battery power never fell below 50%. budge. Then I noticed that the fuel gauge Wrench balance was excellent. Even once on the battery was showing well under 25%. my hands became a bit greasy and slimy,
The kit includes the gun, charger, two batteries and a very healthy-sized zippered storage bag.
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Tool Review
For a 3/8-inch-drive impact, the torque output was surprisingly strong, with enough oomph to crack stubborn bolts loose in a heartbeat.
The handling ease and built-in light made underhood and undercar work a pleasure.
grip was secure. One aspect that I really appreciated was the fully shrouded trigger design, with no openings at the base of the trigger to become contaminated with debris. There is an increasing number of cordless guns on today’s market, and this one is a defnite top choice. By the way, the supplied storage bag is healthy enough in size to handle the gun, battery charger and spare battery, with enough room left over to store a king-size lunch. TOOL SOURCE SNAP-ON INC. PO Box 1410 Kenosha, WI 53141-1410 (262) 656-5200 www.snapon.com �
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Circle 129 on Reader Service Card
Technical Service Bulletins pump ID information in Step 3 of the repair procedure. ENGINE OIL PRESSURE SWITCH P/N 2007 and early MDX 37240-RDM-A01 All other models 37240-R72-A01 O-ring for the R72 switch only 91319-R70-A01 TL fange bolts (2) 90170-SDA-A01 TSX V6 fange bolts (2) 90170-SDC-A00 TL AND TSX V6 fange bolt (1) 90396-A5A-010
Mazda TRIBUTE THREADS Some 2010-2011 Mazda Tribute vehicles, equipped with the 2.5L engine and produced before March 3, 2011, may exhibit an intermittent no-crank, no-start condition, with no DTCs or passive anti-theft system (PATS) indicator fashing. 1. Verify the concern. 2. Remove the starter motor. 3. Using an M10 x 1.5-6H tap, clean the threads of both upper and lower starter bolt holes in the engine block to loosen any excessive material. Clean areas with shop air. 4. Clean the threads of both starter bolts. 5. Install the starter motor. The ground wire that attaches to the starter motor upper bolt hole must be clean and tight.
Only 2007-2008 MDX models may need a software update. Use HDS software version 2.020.018 (December 2009/green) or later. YEAR/MODEL 2007 MDX 2008 MDX
PROGRAM ID PROGRAM P/N YEA580 37805-RYE-A58 YEA630 37805-RYE-A63
REPAIR PROCEDURE 1. Start the engine, turn the steering wheel fully to the right and shut off the engine. 2. Raise the vehicle on a lift. 3. 2007-2008 MDX: Detach the front clip from the right front inner fender. Pull back
Acura FALSE OIL PRESSURE This TSB applies to 2007-2011 Acura MDX, 2009-2010 RL and TL, 2010 TSX V6 and 2010-2011 ZDX models. With a normal engine oil level, a “check engine oil level” message may appear on the MID or the navigation screen. The low oil pressure indicator on the instrument panel may also be on. The probable cause is a faulty engine oil pressure switch. Replace the engine oil pressure switch. For 2007 and early production 2008 MDX models, also check the PGM-F1 software and if necessary, update it with the HDS. NOTE: On 2007 MDXs and early-production 2008 MDXs, the threads of the pressure switch are different than on all other models listed. To make sure that you install the correct switch, use the oil
On Audi MDX models, look for the “R72” mark on the right side of the oil pump.
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Technical Service Bulletins Install the new switch and tighten to 13 ft.-lbs. 10. Reconnect the engine oil pressure switch connector and the rocker arm oil pressure switch connector. 11. On TL and TSX V6 applications, reinstall the front subframe middle mount with new bolts and torque to specifcation.
Ford SHIFTY 150 Some 2011-2013 Ford F-150 trucks equipped with the 3.5L gasoline turbocharged direct injection (GTDI) engine and built on or before 7-29-2013 may exhibit a slight buck/jerk at a steady cruise with the edge of the inner fender, and look for the transmission in 6th gear and the engine an “R72” mark on the right side of the oil lugging up grades at 1,500-2,000 rpm. pump. If the oil pump has the R72 mark, To address this concern, reprogram the use P/N 37240-R72-A01 engine oil presPCM to the latest calibration using IDS sure switch. If the oil pump does not have release 86.02 and higher. the R72 mark, use pressure switch P/N Calibration fles may also be obtained at 37240-RDM-A01. www.motorcraft.com. 4. Re-attach the front clip to the right front Advise the customer that the vehicle is inner fender (on 2007-2008 MDX models). equipped with an adaptive transmission 5. For TL and TSX V6 models, remove the shift strategy which allows the vehicle’s front subframe middle mount. This is computer to learn the transmission’s unique secured with two 10-1.25 bolts and one parameters to improve shift quality. When 12-1.25 bolt. Upon reinstallation, tighten adaptive strategy is reset, the computer the 10 mm bolts to 36 ft.-lbs. and the 12 will begin a re-learning process which may mm bolt to 33 ft.-lbs. result in frmer-than-normal upshifts and 6. For easier removal of the engine oil pres- downshifts for several days. sure switch, disconnect the rocker arm oil pressure switch connector. Lexus 7. Disconnect the engine oil pressure switch LEXUS SHAFT BEARING SPACERS connector and remove the switch. Some 2007-2011 4WD Lexus GS350 vehi8. Remove any liquid gasket from in and cles may exhibit a whining noise around around the switch hole. 60 mph on deceleration or when cruising. 9. Apply a very thin layer of liquid gasket Production changes have been made to to the threads of the new switch. On R72 eliminate the noise. Follow the procedure in applications only, install a new O-ring. this bulletin to address this condition. Note the locations of the Acura’s engine oil pressure switch as well as the rocker arm oil pressure switch connector.
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Technical Service Bulletins This TSB applies to vehicles produced before the production change effective VINs shown here: MODEL: GS350 / DRIVETRAIN: 4WD PLANT: Tahara PRODUCTION CHANGE EFFECTIVE VIN: JTHCE1KS#B0028997
1. Confrm if there is a whining noise around 60 mph on deceleration or when cruising. If so, proceed to Step 2. If not, this bulletin does not apply. 2. Remove the rear propeller shaft and confrm if there are washers present between the center support bearing mount and the vehicle body. If washers are present, this bulletin does not apply. Proceed with additional diagnostics. If no washers are present, install fat spacer washers to the bearing support. The 2.0 mm washers are available as P/N 90201-10106.
1) Body. 2) Center support bearing washer. 3) Center support bearing.
If the whining noise continues or there seems to be a driveline vibration after washer installation, refer to the specifc vehicle’s repair manual in the drivetrain section.
Dodge MOPAR SLIP This TSB applies to 2011 Dodge Charger and Chrysler 300 vehicles. Some customers may see a “Service 4WD” light in the cabin compartment node (CCN). The technician may fnd that C1078 (tire revolutions range performance) DTC is set in the DTCM. This condition may occur when driving on a slippery road and the AWD system is monitoring for slipping wheels. Under these conditions, the AWD system may incorrectly determine that one wheel is slipping too much. When the AWD system detects this, it shuts down the AWD capability for the remainder of the drive cycle. The system is overly sensitive to wheel slip and may set this DTC when no issue is present. The system was re-calibrated to allow more wheel slip before setting this DTC. This condition is not monitored when operating in 2WD mode. Updating the DTCM software with software release level 12.01 or higher will correct the condition. Using a scan tool (wiTECH) with the appropriate diagnostic procedures available in TechCONNECT, verify that no DTCs are set. If DTCs are present other than the one listed here, record and repair as needed before proceeding. Install a battery charge to ensure that battery voltage does not drop below 13.2 volts. Do not allow charging voltage to exceed 13.5 volts during the fash process. 1. Reprogram the DTCM with the latest software. Help using the wiTECH diagnostic application for fashing an ECU is available by selecting “help” then “help contents” at the top of the wiTECH diagnostic application window. 2. After DTCM reprogramming, clear any DTCs that may have set in other modules due to reprogramming. 3. Type the necessary information on an authorized modifcations label and attach it near the VECI label.
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Advertiser Index
You’re mere seconds away from receiving product information at your fngertips. free product information. Just go to the Of course, you can always use the Reader website(s) listed to the right of each Service Card to the right and send it to us, advertiser below and you’re there! Instant and we’ll connect you to the advertiser. Advertiser
Page
R.S #
31 Incorporated
55
125
www.aspquiklink.com/12125
A & E Tools
59
127
www.aspquiklink.com/12127
ACDelco
IBC
Advance Auto Parts
51
123
www.aspquiklink.com/12123
Advance Auto Parts
OBC
130
www.aspquiklink.com/12130
ADVICS North America Inc.
31
114
www.aspquiklink.com/12114
Aftermarket Auto Parts Alliance Inc.
17
107
www.aspquiklink.com/12107
Aftermarket Auto Parts Alliance Inc.
41
119
www.aspquiklink.com/12119
Arnott Inc.
23
110
www.aspquiklink.com/12110
Automotive Distribution Network
53
124
www.aspquiklink.com/12124
Blackburn’s Hubcap & Wheel Solutions
9
105
www.aspquiklink.com/12105
Bosch Automotive Service Solutions/Robinair
49
122
www.aspquiklink.com/12122
CRP/Rein Automotive
21
109
www.aspquiklink.com/12109
Drew Technologies
37
117
www.aspquiklink.com/12117
Eastern Manufacturing Inc.
61
128
www.aspquiklink.com/12128
Federal-Mogul Motorparts
IFC-3
101
www.aspquiklink.com/12101
Federated Auto Parts
7
103
www.aspquiklink.com/12103
KYB Americas Corporation
57
126
www.aspquiklink.com/12126
Mahle North America
35
116
www.aspquiklink.com/12116
NAPA Auto Parts
25
111
www.aspquiklink.com/12111
Nissan North America Inc.
29
113
www.aspquiklink.com/12113
O’Reilly Auto Parts
39
118
www.aspquiklink.com/12118
Philips Automotive Lighting
65
129
www.aspquiklink.com/12129
Red Kap
19
108
www.aspquiklink.com/12108
Robert Bosch LLC
15
106
www.aspquiklink.com/12106
Robert Bosch LLC
45
120
www.aspquiklink.com/12120
SKF USA Inc.
5
102
www.aspquiklink.com/12102
Standard Motor Products Inc.
47
121
www.aspquiklink.com/12121
Tracer Products
8
104
www.aspquiklink.com/12104
TRICO Products
33
115
www.aspquiklink.com/12115
VDO OE Replacement Parts
27
112
www.aspquiklink.com/12112
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Quik-Link
Technical Service Bulletins PARTS INFORMATION Sensor, air fuel ratio........89467-71020 (new part uses same P/N as original part) REPAIR PROCEDURE Refer to the Technical Information Service (TIS), 2005-2006 model year 4Runner repair manual: Diagnostics: SFI System (applicable engine): P0171, P0174; or P2195, P2197. Only replace the A/F sensor indicated by the MIL ON DTC(s).
Volkswagen GLOW PLUG GUIDANCE This TSB applies to 2009 VW Jetta models, equipped with the CBEA common rail TDI diesel engine. If glow plug testing becomes necessary, do not jump power or ground directly to the glow plugs. The plugs receive pulse width modulated signals from the ECM. To test, swap a suspected glow plug with a known good glow plug. Clear out the fault memory and drive the vehicle to see if the concern returns. If the concern moves with the glow plug, replace the glow plug. If the concern does not move and comes back to the original cylinder, it is recommended that the engine’s harness be inspected. See ETKA for available connectors, terminal ends, etc., for replacement information.
Mazda BUSTED BATT COVER This TSB applies to 2004-2010 Mazda3 and Mazda5 models. During removal or installation of the battery cover, excessive force may result in breaking the retaining clips. The battery tray tab may be broken if the tab is pulled with “strong force.” Slowly release the outer side tab by about “1/7-inch,” according to Mazda.
Toyota 4RUNNER A/F DTCs Under certain conditions, some 2005-2006 Toyota 4Runner vehicles may exhibit a MIL ON condition with the following DTCs: • P0171 (system too lean, Bank 1) • P0174 (system too lean, Bank 1) • P2195 (oxygen A/F sensor signal stuck lean, Bank 1, Sensor 1) • P2197 (oxygen A/F sensor signal stuck lean, Bank 2, Sensor 1) The air-fuel sensor manufacturing process has been improved to correct this condition. Applicable vehicles include 2005-2006 models produced before the following production change VINs: ENGINE 1GR-FE 2UZ-FE
VIN JTEBU1#R#60080374 JTEBT1#R#60058060
Mercedes-Benz LEAKY MERCEDES This TSB applies to 2008 Mercedes-Benz C300 vehicles and other models equipped with the 272 or 273 engine. According to Mercedes-Benz, in isolated cases, engine oil loss can occur at any of the three rear camshaft cover caps. The cause is attributed to leaking at the cap sealing ring(s), in the event of borderline tolerances and under unfavorable climatic conditions, when the sealing ring can lose its preload. If the rear cam caps are leaking, replace the caps. Small diameter cap: P/N A000 998 55 90 Quantity: 2 Large diameter cap: P/N A000 998 56 90 Quantity: 1 ●
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The Toy Chest OEMgrade leak detection kit The Tracerline EZ-Ject A/C and Fluid Kit (P/N TP-8657) pinpoints leaks in A/C and fuid systems. Spectronic Corp.’s Tracer Products division says the kit features the only concentrated, premiumquality, OEM-approved fuorescent dyes in the industry. The dyes are used and approved by more major OEM manufacturers than any other brand. The star of the kit is the TP-8655 OPTIPRO Plus, a cordless, “true UV” (violet light) LED leak detection flashlight with on-board recharging. The TP-8655 Opti-Pro Plus emits less visible light, making leaks clearer and easier to spot, the company reports.
TRACER PRODUCTS Circle 160 on Reader Service Card www.aspquiklink.com/12160
Non-impact BlueTork tool has shut-off nutrunner Chicago Pneumatic Tool Co. says its BlueTork CP7600 nutrunner series is the only non-impact tool with a shut-off nutrunner available for feet maintenance applications. The BlueTork nutrunner provides high user comfort when handled. Since the tool uses continuous driving force, instead of impact force, it is quiet at 79 dBA, with vibration of less than 2.5 m/s. The BlueTork nutrunner enables operators to easily re-set torque for each use, providing accurate, precise tightening to the original equipment manufacturer’s guidelines.
CHICAGO PNEUMATIC TOOL CO. Circle 161 on Reader Service Card www.aspquiklink.com/12161
New premium brand of calipers Cardone Industries Inc. has introduced Cardone Ultra Premium Calipers, a brand of premium remanufactured calipers that features an exclusive silver coating to protect against rust and corrosion. The new calipers come equipped with
all the necessary installation hardware, including a new banjo bolt and mounting bracket on all applicable applications, according to Cardone. The company says its new brand of premium remanufactured calipers complements all wheel types.
CARDONE INDUSTRIES INC. Circle 162 on Reader Service Card www.aspquiklink.com/12162
Blade technologies maximize visibility Trico Products Corp.’s Force premium beam blade is crafted with a combination of advanced wiper technologies designed for maximizing visibility in all driving situations. Engineered with the patented VorTec aerofoil, Trico Force provides optimized wiper contact by controlling airfow and transferring wind force downward, according to the company. Trico Force is available in lengths of 14 to 29 inches. Each SKU is packaged with one connector to ft the 12 leading, standard and specialty wiper arm styles.
TRICO PRODUCTS CORP. Circle 163 on Reader Service Card www.aspquiklink.com/12163
Bartec adds TIA TPMS relearn chart Bartec USA LLC has added the Tire Industry Association’s (TIA) TPMS relearn chart to its TPMS tools. Software release 52 features TIA Inside technology. The company says that by linking the data in the TIA chart to its TPMS tool, technicians will be more accurate and effcient when diagnosing and repairing TPMS. The TIA troubleshooting function enables users to quickly access information and tips that explain why the TPMS light may be on and how to properly turn it off.
BARTEC USA LLC. Circle 164 on Reader Service Card www.aspquiklink.com/12164
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The Toy Chest Lightweight tripod jack stand Rotary Lift, a Dover Corp. brand, has introduced a lightweight jack stand designed to stabilize vehicles loaded on two-post surface and in-ground lifts. The new RS4 supplementary tripod jack stand has 4,000 pounds of capacity and can be raised to a maximum height of seven feet. Two new RS4 jack stands can support a vehicle weighing up to 8,000 pounds. The RS4 stands are easy to set up and can be carried from bay to bay.
ROTARY LIFT Circle 165 on Reader Service Card www.aspquiklink.com/12165
New spark plugs last three times longer
camera system to follow the height of the vehicle, eliminating the need to adjust the aligner when the lift is moved.
SNAP-ON EQUIPMENT Circle 167 on Reader Service Card www.aspquiklink.com/12167
Torque wrench is designed for operator comfort The Beta Tools of Italy 599DGT/6 electronic torque wrench has a measuring range from 8 to 44 ft.-lbs. (12 to 60 Nm). The 3/8-inch drive wrench has a +/-2% clockwise accuracy (+/-3% anti-clockwise) and a reversible ratchet. Designed for right- and left-hand tightening, the wrench has an LCD display with user-friendly symbols. Units of measurement include Nm, ft.-lbs., in.-lbs. and kgcm. It has a dual approaching/stopping signal, green LEDs and, later, red LEDs matched with a buzzer to inform the user that the set torque has been reached.
Robert Bosch LLC has introduced an original equipment design fne wire double platinum spark plug which complements the company’s OE fne wire iridium spark plug BETA TOOLS OF ITALY launched in 2011. The comCircle 168 on Reader Service Card pany says the OE Fine Wire Double Platinum www.aspquiklink.com/12168 Spark Plug delivers improved ignitability, power, acceleration and throttle response by employing fne wire laser-welded center electrode technology, and it is designed to last three times longer than a standard spark plug.
ROBERT BOSCH LLC Circle 166 on Reader Service Card www.aspquiklink.com/12166
Dodge Ram diesel valve cover gaskets
Magnum Gaskets by MSI has expanded its coverage for the diesel pickup truck service Hofmann wheel market with Set No. VS25182 for 2006-2011 alignment system is Dodge Ram 5.9L and 6.7L trucks. Magnum’s wireless U.S.-made, precision-molded MaxDry SS gasket Snap-on Inc.’s Snap-on replaces Cummins OE# 5264950. Magnum’s Equipment division has introgasket coverage for the light-duty diesel market duced the Hofmann geoliner includes Ford Powerstroke and GM Duramax 790 Imaging Wheel Alignment V8 engines. Magnum’s valve cover gaskets for System. The product’s wireFord 7.3L diesels also feature precision-molded less communications elimidesigns with integral electrical connectors. nate connections between the VS25013 with two connectors fts 1994-1997 camera towers and cabinet to allow for greater models and VS25004 with one connector fts mobility and a variety of installation confgura- 1998-2003 trucks. tions. The company says the new aligner pro- MAGNUM AUTOMOTIVE GROUP LLC vides accurate, reliable alignment results quickly. Circle 169 on Reader Service Card Automatic vehicle height tracking allows the www.aspquiklink.com/12169
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The Toy Chest Monster has a new low-profle jack Integrated Supply Network Inc. has introduced its Monster brand MST13001, a 1.75-ton aluminum roadside assistance jack with an ultralightweight design. Powerful and compact, it’s made to lift small to midsize vehicles, according to the company. A dual piston power unit provides fast rising to load. The overload and bypass valves prevent the jack from being used beyond its rated capacity and prevents over extension of ram. The MST13001 jack complies with ASME PALD/2009 safety standards. Its net weight is 39 pounds.
INTEGRATED SUPPLY NETWORK INC. Circle 170 on Reader Service Card www.aspquiklink.com/12170
K-Tool unveils 34-piece screwdriver set K-Tool International (KTI) has introduced a 34-piece screwdriver set featuring chrome vanadium steel shafts and rubber triangular grip handles. The part number is KTI11035. The set has seven Phillips, eight slotted, four Torx, two square and a bits driver with 12 slotted and Phillips bits. The screwdriver set comes with a lifetime warranty.
K-TOOL INTERNATIONAL Circle 171 on Reader Service Card www.aspquiklink.com/12171
Rotella coolant portfolio expands Shell Lubricants (SOPUS Products US) has introduced Shell Rotella Extended Life Coolant — Nitrite Free (ELC NF). The coolant joins the Shell Rotella coolant portfolio as the companion to Shell Rotella Ultra ELC. The company says both products are designed to meet the requirements of commercial vehicles that
are moving to nitrite free engine antifreeze/coolant formulations to better protect aluminum components. The formulation may also be used in feets that include passenger cars and light duty trucks.
SHELL LUBRICANTS Circle 172 on Reader Service Card www.aspquiklink.com/12172
Auto Meter unveils tire gauge for heavy-duty applications The new Auto Meter 100 PSI tire pressure gauge from Auto Meter Products Inc. is designed for heavyduty applications. The high precision, professional tire pressure gauge offers a large 2.25-inch dial face with race-inspired artwork. Major and minor tick marks every 2.5 psi make it easy to read in nearly any circumstance. The company says the gauge comes with a 10.5-inch braided stainless line, a rugged, shock-dampening, easygrip housing and a thumb-operated pressure bleed for easy air-down adjustment and carrying case.
AUTO METER PRODUCTS INC. Circle 173 on Reader Service Card www.aspquiklink.com/12173
Warranty on GM OE radiators ACDelco is offering new pricing and a limited lifetime warranty on ACDelco GM Original Equipment radiators. The company says ACDelco GM OE radiators are reliable, corrosion resistant and lightweight to provide optimal heat transfer characteristics. They also match the original factory part in ft, form and function. Effective Jan. 1, 2015, the radiators’ limited lifetime warranty protects the original retail purchaser against defects in materials or workmanship,according to the company. Radiators purchased prior to Jan. 1 are covered by a 12-month/12,000-mile warranty.
ACDELCO
75 | March/April 2015
The Toy Chest Amsoil expands synthetic oil line Amsoil Inc. has expanded its premium Signature Series synthetic motor oil line by adding a 0W40 viscosity designed for highhorsepower Chrysler and Nissan applications. Amsoil 0W-40 provides outstanding wear protection and promotes engine longevity, according to the company. It reduces oil consumption and emissions while resisting thermal breakdown and viscosity loss due to mechanical shear. Amsoil Signature Series 0W-40 is recommended for Chrysler and Nissan applications calling for a 0W-40 viscosity and requiring the following performance specifcations: API SN, SM, Chrysler MS-12633, MS-10725, MS-10850 Nissan GT-R.
AMSOIL INC. Circle 174 on Reader Service Card www.aspquiklink.com/12174
Rotary diaphragm pump for DEF transfer
ries tire changer to include lifting capabilities for heavier wheels and tires. The company says the lift system reduces operator fatigue and the potential for expensive wheel damage. The lift sits fat on the ground as to not obstruct other operations. It is capable of handling assemblies up to 100 pounds at 150 psi.
HENNESSY INDUSTRIES INC. Circle 176 on Reader Service Card www.aspquiklink.com/12176
Permatex in rocker cap bottle Permatex, a division of Illinois Tool Works Inc., has released its Permatex Fast Orange Hand Cleaner in a new rocker cap bottle. The company says the rocker cap allows easy, one-hand use and helps keep the bottle free of grease. The rocker cap, the frst of its kind for automotive retail, uses a rock-to-open, rock-to-close system for easy, mess-free use. The cleaner comes in a 15 oz. bottle and is offered in “smooth” and “pumice” formulas.
Innovative P ro d u c t s PERMATEX of America Circle 177 on Reader Service Card Inc. (IPA) www.aspquiklink.com/12177 has released a turnkey solution for diesel exhaust fuid (DEF) transfer. The DEF-rated 9 gpm Gas analyzer 120V/AC pump has a tote-mount design for has diagnostic convenient diesel exhaust fuid transfer. The software company says the complete system includes Ansed Diagnostic So6-foot intake and 8-foot output hoses, a highly lutions LLC’s Exhaust accurate digital fow meter and manual nozzle Gas Diagnostics Kit with integrated holster, hanging bracket and all combines a portable corrosion-resistant fttings. and easy-to-use fve-gas INNOVATIVE PRODUCTS OF AMERICA INC. analyzer with diagnostic Circle 175 on Reader Service Card software in a single packwww.aspquiklink.com/12175 age. Hand held and with Bluetooth connectivity, Coats tire changer the gas analyzer is battery operated and provides accessory does the heavy accurate readings all day on a single charge. The lifting software analyzes the multiple gases, identifes The Coats Point of Use Lift Sys- potential problems and delivers a top-down list tem from Hennessy Industries Inc. of potential solutions and easy-to-understand helps elevate heavy tire and wheel reports for technicians. assemblies up to tabletop ANSED DIAGNOSTIC SOLUTIONS LLC height. The lift upgrades Circle 178 on Reader Service Card the Coats 70X or 50X Se- www.aspquiklink.com/12178
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The Toy Chest New A/C servicing machines from Mahle Mahle Service Solutions, a division of Mahle Aftermarket Inc., has released ACX, its new line of ArcticPro A/C service equipment. Mahle says the ACX1280 series is designed to competently, effciently and safely service the new R1234yf refrigerant worldwide. The ACX1280 machine can be purchased with either an internal or external refrigerant identifier system. Mahle says other U.S. competitors only offer an internal identifer. The ACX1180 series for R134a is a fexible machine that can be easily customized to meet the exact needs of technicians. The ACX1180H is available for servicing hybrid vehicles.
MAHLE SERVICE SOLUTIONS Circle 179 on Reader Service Card www.aspquiklink.com/12179
Arnott has new air spring for Range Rover Arnott Inc. has introduced an aftermarket right or left rear air spring for the 2003 to 2012 Land Rover Range Rover L322 and MK-III. The company’s new air spring replaces OEM part numbers: RKB500082; RKB500080; RKB000151; RKB000150; RKB500130; and RKB500240. Arnott’s part number is A-2641. The air spring retails for $279. The company says it is designed, assembled, and tested in the U.S.
ARNOTT INC. Circle 180 on Reader Service Card www.aspquiklink.com/12180
Helical differential case for trucks American Axle & Manufacturing Inc. (AAM) has announced the availability of its TracRite GT helical gear designed limited slip style differential case (AAM P/N
40099548) made for the 11.5-inch rear axle used in 3/4- and one-ton 2003-2012 Ram and 20012011 Chevy Silverado and GMC Sierra trucks. AAM says each differential assembly is built to OEM specs because they are the same units made for OEM production use. The TracRite GT is compatible with ABS, traction and stability control systems.
AMERICAN AXLE & MANUFACTURING INC. Circle 181 on Reader Service Card www.aspquiklink.com/12181
MultiPro TPMS sensor 31 Inc.’s X-tra Seal MultiPro MultiApplication TPMS sensor (P/N 17-45007) covers many Audi, Mercedes, Volkswagen and Volvo applications. 31 Inc. says its MultiPro series of multi-application TPMS sensors are pre-programmed and ready to use out of the box. Simply install the MultiPro sensor in the tire/wheel and relearn, if necessary. Unlike other pre-programmed sensors, the MultiPro offers both snap-in and clamp-in valve options (the valves are interchangeable).
31 INC. Circle 182 on Reader Service Card www.aspquiklink.com/12182
Vintage engine components The Sealed Power Engine Parts brand has introduced a line of vintage replacement engine components covering millions of classic American passenger vehicles manufactured between 1928 and 1980. The new Sealed Power Vintage product line includes original equipment-design pistons, piston rings, gaskets, engine bearings and valve train components updated and enhanced to today’s quality standards. Sealed Power products are distributed by Federal-Mogul Motorparts, a division of Federal-Mogul Holdings Corp.
FEDERAL-MOGUL MOTORPARTS Circle 183 on Reader Service Card www.aspquiklink.com/12183
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The Toy Chest Oro-Tek unveils 2015 Ford TPMS sensor O r o - Te k USA has introduced a 2015 Ford OE replacement TPMS sensor that is compatible with the Mustang, F-150, Explorer and other vehicle models. The new sensor (P/N OSC-F2GA) covers some of the most popular 2015 Ford/ Lincoln models. 2015 applications for OSC-F2GA include Ford Mustang, F-150, Explorer, Edge and Lincoln MKX models. The company says its Generation II single protocol sensor line features value-priced OE TPMS sensor replacements for over 97% of vehicles on the road.
ORA-TEK USA Circle 184 on Reader Service Card www.aspquiklink.com/12184
pairs so one pair is always engaged. The I-beam handle distributes added force evenly and the proprietary SureGrip design drives the sides of fasteners for maximum strength and minimum rounding. It is made in the U.S.
SK PROFESSIONAL TOOLS Circle 186 on Reader Service Card www.aspquiklink.com/12186
New Optilux LED line Hella Inc. has introduced a line of Optilux LED lights for on-road and off-road vehicles. The company says the new LED line delivers powerful, cool-white lighting at very low power requirements and is built for durability and long-lasting performance. The new Hella Optilux LED Series includes a 4-inch LED fog lamp kit, cube 4 LED driving/food lamp kit, cube 4 LED spot lamp kit, 6-inch mini light bar 6 LED, 7-inch modular light bar 3XL LED, 12 LED light bar, 40 LED light bar and 60 LED light bar.
HELLA INC. Circle 187 on Reader Service Card www.aspquiklink.com/12187
Blackburn Wheel Finder 3.0 Blackburn’s Hubcap & Wheel Solutions Wheel Finder 3.0 searches for OEM hubcaps and center caps as well as OEM wheels. The site has the latest technology for quick and easy navigation. Programmed with responsive design technology, the new site is usable on a desktop, laptop, notebook, tablet or smartphone. Visitors to the site will fnd full product information on Blackburn’s OEM alloy and steel wheels and now, late-model hubcaps and center caps.
Shop pants from Red Kap
Red Kap says there are pants and there are “made-to-work-on-vehicles” pants. Pants that have more pockets because when you’re fat on your back busting a tire, you need easy access to your tools. These pants have scratch-free buttons, so you don’t have BLACKBURN’S HUBCAP & WHEEL SOLUTIONS to worry about scratching Circle 185 on Reader Service Card a paint job. Comfort is no www.aspquiklink.com/12185 stranger to the technician, tech or gearhead thanks to features like Red Kap’s stretch waistband, double knees and inseam gusset. There’s only one pair of pants that’s Wrench has low arc swing garage-born and made specifcally for the auto The new SK X-Frame ratcheting wrench from SK industry, says the company. The Performance Professional Tools, a division of Ideal Industries Shop Pant only from Red Kap. Inc., has a 1.7-degree arc swing. In addition to RED KAP the lowest arc swing in the industry, the company Circle 188 on Reader Service Card says the wrench’s 6-pawl technology works in www.aspquiklink.com/12188
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Circle 130 on Reader Service Card