Auto Service Professional - August 2017

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Auto Service Professional ®

American & Import An American Success Story in Tennessee

AVOID BRAKE COMEBACKS!

August | 2017 | Vol. 7, No. 4

ZERO IN ON Cooling variables Steering system noises

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August | 2017 | Vol. 7, No. 4

Technical EVAP monitor on European cars Page 12 | Real world diagnosis of DMTL systems

Avoiding brake job comebacks Page 22 | Stopping customer complaints with attention to detail

Cooling system service Page 36 | Common sense guidelines for covering the variables

Diagnosing steering system noises Page 50 | Quiet cars create happy, loyal customers

Business Reader profile Page 34 | American & Import Auto Repair: An American success story in Tennessee

Departments Straight talk

Quik-Link

A turbocharged pet peeve | Your connection to free Page 6 information | Page 58

Technical Service Bulletins Tech tips From e-brake inspection to dielectric grease | Page 10

From a Dart reprogram to Chevy reluctor service | Page 61 4 | ASP August 2017

Products New and innovative equipment for your tool chest and shop | Page 63

Circle 101 on Reader Service Card

Straight talk

Mike Mavrigian | Editor

A turbocharged pet peeve

I

hope I’m not alone in this. One of my pet peeves is the all-too-common misuse of the term “turbocharged.” It seems as though manufacturers of just about any product feel that they can freely apply the term to promote the benefits of a host of consumer offerings.

If it’s new, or if they simply want to push their promotions over the top, they refer to the product as being turbocharged.

Stupid examples abound... turbocharged razors, turbocharged spray cleaners, turbocharged sandwich wraps, turbocharged candy bars, turbocharged boots, turbocharged soft drinks, etc. The list goes on.

Frankly, I’m sick of it. How is a razor turbocharged? Does it feature an impeller that sucks up evacuating bits of stubble, pressurizing the charge and slamming it back onto your chin? I don’t think so.

In a perfect world, there would be a law that prevents advertising agencies that understand nothing about forced induction from using the term with regard to anything that isn’t actually force-fed via a turbine compressor.

I’m tired of hearing this junk spewed daily on TV, the internet and in print ads. But hey, maybe it’s just me. Do you agree or not?

Tacoma recall Recently, Toyota announced a recall of some 36,000 2016 and 2017 V6-equipped Tacoma pickup trucks for a crank position sensor malfunction issue.

The announcements, published by a variety of print and online news outlets, stated that the crankshaft timing rotor may have been produced with excessive anti-corrosion

coating, which could cause the crankshaft position sensor to malfunction.

The reports continued by stating that Toyota dealers will replace the crank position sensors for free.

After reading this, I was a bit confused. If there is excessive anti-corrosion coating on the timing rotor (reluctor), I can understand how the sensor would not be able to obtain a proper or consistent timing reference. But how does too much coating on the reluctor translate into the need to replace the sensor?

The 2017 Toyota Tacoma might have an issue.

Is the “excessive anti-corrosion coating” on the reluctor or the sensor? If the coating issue involves the sensor itself, it makes sense that sensor replacement would be needed. But if the coating issue involves the reluctor (or, as the reports state, “the crankshaft timing rotor”), then how would replacing the sensor alone fix the issue?

After repeated attempts to find the answer, according to an anonymous source at Toyota, the replacement crank sensor apparently has a greater sensitivity range to function properly with the excess coating on the crank reluctor wheel. Just thought I’d let you know, in case any of you had the same question. ■

6 | ASP August 2017

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www.autoserviceprofessional.com

Resources

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3515 Massillon Rd., Suite 350, Uniontown, OH 44685 (330) 899-2200, fax (330) 899-2209 Website: www.autoserviceprofessional.com Publisher: Greg Smith / Greg.Smith@bobit.com Editor: Mike Mavrigian / Mike.Mavrigian@bobit.com Managing Editor: Lori L. Mavrigian / Lori.Mavrigian@bobit.com Senior Editor & Digital Projects Editor: Joy Kopcha / Joy.Kopcha@bobit.com Senior Editor: Ann Neal / Ann.Neal@bobit.com Contributors: Jeff Taylor/Diagnostics & Driveability Specialist Jacques Gordon/Technical Contributor

ASP’s website is the go-to site for vehicle information 24/7.

Turn to it any time you need the latest technical service bulletins, indepth technical articles, the newest products and new tool reviews. Our site also features news from suppliers and manufacturers to keep you up-to-date on what’s happening in the automotive industry.

Plus, go to our website to renew your subscription to ASP, read the digital version of each issue and sign up for a free subscription to our weekly eNewsletter!

Advisory Board: Dan Paddy/Dan Paddy Service, Copley, OH Frank Dannemiller/Mobile Service & Repair Co., Wadsworth, OH Bob Fall/Fall Automotive Machine, Toledo, OH Scott Gressman/Gressman Powersports, Fremont, 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 Sales: Dan Thornton / djtinc@gmail.com (734) 676-9135, mobile (313) 410-0945 Bob Marinez / Bob.Marinez@bobit.com (330) 899-2200, ext. 2217, fax (330) 899-2209 Marianne Dyal / Marianne.Dyal@bobit.com (760) 451-9216 Customer Service/Subscription Service phone: (888) 239-2455 / fax; (888) 274-4580 email: bobitpubs@halldata.com

Auto Service Professional is a Bobit Publication Executive offices: 3520 Challenger St. Torrance, CA 90503 Chairman (1961-2014): Edward J. Bobit CEO & President: Ty F. Bobit Chief Financial Officer: Armand Del Duca VP & COO: Cyndy Drummey

8 | ASP August 2017

Circle 103 on Reader Service Card

Technical

Tech tips From e-brake inspection to dielectric grease REMEMBER THE E-BRAKE The majority of vehicle owners tend to ignore the parking brake, especially with vehicles equipped with automatic transmissions. As a result, the e-brake systems rarely see exercise, leading to rusted/dried/stuck systems that may be either inoperative or may stick in the locked position when finally applied.

Make a habit of inspecting parking brake systems whenever the vehicle is on a lift. If stuck, free them up. If sticky, lube as needed.

You are in a position to save the owner tons of grief if/when they need the emergency brake (for parking or if the hydraulics fail). Systems that feature rear disc brakes with integral mechanical parking brakes are especially prone to sticking, sometimes requiring a caliper assembly replacement.

use of additive or specialty oil is needed for long-term use, not only for initial break-in.

DIPSTICK POPPING OFF?

If you ever run into a case of the engine dipstick walking out or popping loose as the engine runs, this is a sign of excess crankcase pressure, which could be caused by excess piston ring blowby or insufficient crankcase breathing.

Perform a cylinder leakdown test. Bring each cylinder to top-dead-center and make sure that the valves for that cylinder are in the fully closed position (or remove the rockers).

Remove the spark plug and install a dualgauge leakdown tester. Apply about 100 psi to the input of the gauge assembly and open the tester’s valve. The pressure will try to kick the piston down, so you’ll need to pull the crank back to raise the piston back to TDC. FRESH ENGINE OIL The leakdown will be displayed on the tester’s If you encounter an engine that is new or opposite gauge. freshly rebuilt but has not been fired yet, In a perfect world, leakdown would be less consider a break-in using mineral oil as than 5%, but an engine with high miles will opposed to synthetic oil. Depending on the likely show more leakdown. type of rings and the Ra (roughness average) If the percentage of leakdown is about 20% surface finish of the cylinder walls, a synthetic or more, chances are the rings are worn or oil may not allow proper piston ring seating have not seated. during break-in.

Also be sure to check the engine’s crankcase Also, for any “vintage” engines that feature breather(s) for contamination plugging, and old-school rear main seals, the use of a syncheck the PCV system for a sticky or plugged thetic oil poses the risk of external leakage. If PCV valve. there’s a way out, a synthetic oil will find it.

Also note that for any engine that features a GREASE THE BOOTS flat-tappet camshaft (hydraulic or solid), the Before installing spark plug wires to spark use of a high pressure additive that contains a plugs, apply a dab of dielectric grease to the concentrate of zinc phosphate (ZDDP) or an inside of the plug wire boots. This prevents oil dedicated to flat tappet cams that already terminal corrosion, provides a reliable transcontains a high level of ZDDP is absolutely fer of current, and makes the boots easier to necessary, since most conventional engine install and remove later. oils do not contain a high-enough level of this Don’t use just any lube — be sure to specifihigh-pressure additive to protect the lifters cally use a dielectric grease. This will make and cam lobes. boot removal easier even after thousands of If the engine features flat-tappet lifters, the miles. ■ 10 | ASP August 2017

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Circle 104 on Reader Service Card

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Technical

EVAP monitor on European cars Real world diagnosis of DMTL systems Chasing down evaporative emission control system (EVAP) fault codes can be difficult and frustrating due to the variety of equipment and strategies on the market. But it’s profitable work if you understand the system. This article focuses on EVAP system diagnosis on European (and some Asian) vehicles equipped with a DMTL (diagnostic module for tank leakage), offering helpful insights for the service of these imported vehicles.

By Jacques Gordon

O

n a business trip several years ago, I was in a country that has no emissions regulations. The hotel parking lot was filled with late-model rental cars, but cars parked on the street were much older and obviously well past their best years. The strong smell of gasoline on those sun-baked streets made it obvious that a functioning evaporative emission control system (EVAP)

was not important there. That smell also provided a dramatic example of just how effective our modern EVAP systems are. Our federal emissions regulations require that EVAP systems be tested for leaks as frequently as possible by on-board test equipment. The malfunction indicator light (MIL) will turn on if a leak is detected, and it will also turn on if any faults are detected in the leak testing equipment.

All EVAP systems work basically the same way to capture and store fuel tank vapors, but car makers have devised several different methods for on-board leak testing. Given the variety of on-board test equipment and strategies, chasing down EVAP fault codes can be difficult and frustrating. But it’s important work that can be profitable if you understand the system. Here we’ll discuss the on-board test used on almost all European cars and also on a few Asian models, too.

On-board test The DMTL (diagnostic module for tank leakage) is a Bosch part that includes the air pump, switching valve, reference orifice and heater. The outlet is connected to the charcoal canister.

When the powertrain control module (PCM) tests the EVAP system for leaks, it measures one of three parameters; pressure, time or current draw. About half of all cars

12 | ASP August 2017

Technical

sold in the U.S. have a fuel tank pressure sensor, and the leak test runs with the engine running. The PCM closes the vent valve, operates the purge valve to put the fuel tank under vacuum and looks for a specific pressure drop in the fuel tank.

On vehicles without a pressure sensor, the leak test operates a switch. With the engine not running and both valves closed, the tank is either pressurized with a leak detection pump (LDP) or it’s put under vacuum naturally as the fuel cools down. Either way, the pressure change in the tank operates a reed switch, and the PCM calculates the size of any leak by measuring the time required for the switch to change state (open or closed).

The third method of on-board leak testing does not use natural vacuum, engine vacuum or an LDP and it does not have a pressure sensor or reed switch. Instead, a pump pressurizes the fuel tank and the PCM monitors the current draw of the pump motor. As tank pressure increases, current draw will change.

There are several advantages to this strategy that become clear when you understand how the system works.

Originally developed by Bosch in the late 1990s, the name of the device translates as “diagnostic module for tank leakage,” or DMTL. It consists of a small vane-type air pump on a 12-volt electric motor and a solenoid-operated switching valve with a reference orifice. Newer models have a heater in the assembly housing to dry out moisture and prevent ice from locking up the pump.

The reference orifice is 0.020 of an inch (0.5 mm), which is the definition of a “small leak” in the EVAP leak test regulations.

Sometime after the engine is switched off, the pump turns on and blows air through the reference orifice while the PCM measures the motor’s current draw. Then the switching valve is activated, switching the pump’s output from the reference orifice to the fuel tank. The PCM continues measuring the pump motor’s current draw as it builds pressure in the tank. If current draw does not at least equal the reference measurement, the PCM will interpret this as a small leak in the EVAP system and set the appropriate fault

codes. If current draw does not change at all, the PCM will decide there is a large leak.

The beauty of this system is that each time the test runs, the PCM establishes a new small-leak calibration based on existing conditions. The accuracy of the test does not rely on computer algorithms to compensate for ambient conditions or the mechanical condition of a sensor, switch, pump or air filter.

It also doesn’t require a specific drive cycle because the test runs when the engine is off, and it can run successfully under almost any ambient conditions because it self-calibrates at the beginning of each test. Ultimately, each test is more accurate and less likely to produce false test results that will turn on the MIL. Every on-board diagnostic test is either passive or active, and either intrusive or non-intrusive. This is an active test because the PCM operates a device in the system and then looks for a specific input signal. It is nonintrusive because it runs when the car is not running. It’s also a Type B or two-trip test, meaning the system must fail the test two times in a row before the PCM will turn on the MIL. Just like in other EVAP systems, the PCM also will turn on the MIL if it detects a short or open circuit in the components used to run the test.

OBD test conditions Some of the conditions for the leak test to run are the same on every model.

• More than 20 minutes of driving (reaching full coolant temperature).

• Minimum 4.5 hours after engine shutdown/ignition switch off.

• Ambient temperature between 34 degrees Fahrenheit (1.5 degrees Celsius) and 105 degrees F (35 degrees C).

• Fuel level between 15% and 85%.

• No existing EVAP fault codes.

Most manufacturers add to this list some or all of the following conditions: • Battery voltage greater than 11.4 volts.

• Air bag not deployed.

• Altitude less than 8,200 feet (2,500 meters).

14 | ASP August 2017

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Technical

On some cars, if the DMTL pump current never stabilizes during the on-board testing, the test will be aborted but counted, and a code will be set after a pre-set number of aborted tests. Codes also will be set if there is an open or shorted circuit on the pump, heater or solenoid valve.

Part description The DMTL is a Bosch part. On most applications, the Bosch 10-digit part number is 0 261 222 018. On a very few vehicles, the

last two digits will be different to account for different mounting holes, but otherwise it’s the same part.

The DMTL is a complete assembly that includes the air pump, switching valve, reference orifice and heater, all in one housing. A separate air filter outside the housing is often mounted in a remote location and connected by a hose. The outlet of the DMTL is always connected directly to the charcoal canister.

The switching valve is spring-loaded to the closed position, aligning the reference orifice with the pump outlet. The valve is only opened during the on-board leak test as the pump tries to pressurize the EVAP system.

The connector has four wires. One supplies battery voltage during the test, and the others are ground circuits operated by drivers inside the PCM for the heater, pump and switching valve solenoid.

As noted earlier, the DMTL is found mostly on European models like BMW, Porsche, VW, Volvo, Mini, Land Rover and a few others. However, it has also been used on Kia, Hyundai and some other Asian models.

Diagnostic testing

This 10-digit Bosch part number (0 261 222 018) is found on almost every DMTL assembly. The last two digits will be different for some applications, indicating different mounting holes.

Photo courtesy of Motologic

Terminal 2: switching valve ground

Terminal 4: 12 volts

Terminal 1: motor ground

Terminal 3: heater ground

All DMTL connectors are configured the same way. This is the connector view, so terminal 4 is at the bottom right when looking at the DMTL.

We had no trouble getting the genuine Bosch part from our first-call parts house at a very reasonable wholesale price. For this reason, when the MIL is on and the trouble codes indicate a DMTL malfunction, many techs will just replace the part and assume the job is finished. But DMTL codes also can be caused by damaged wiring or failed drivers in the PCM. The fastest way to check these is with a bidirectional scan tool that can activate the DMTL circuits.

Historically our Snap-on Solus Ultra has not been particularly helpful for diagnosing European vehicles, but after the latest software update we noticed a dramatic improvement, especially on BMW and Mini. We used this tool on a 2009 BMW 328i (E93), and by identifying the vehicle manually instead of letting the tool identify it automatically, we were able to access all of the car’s control units.

Testing a DMTL with a scan tool is the same as testing any other type of EVAP system: clear the codes, force the test to run

16 | ASP August 2017

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Technical

Photo courtesy of Motologic

each of the other circuits with a test light connected to ground, the light should turn ON when power is on and the circuit is not active, and turn OFF when the circuit is activated. If the light remains lit when a circuit is activated, either the wiring is faulty

This wiring diagram from a 2005 Hyundai Accent is typical of all DMTL circuits.

Photos courtesy of Snap-on Solus Ultra

and look for “Test Complete” in the readiness monitors. However, before clearing the codes we checked the readiness monitors (scan tool Mode 7) to make sure they had all run successfully. If any other monitors had not run to completion or if any other engine fault codes were set, we would have addressed that issue first. On many vehicles the EVAP monitor won’t run (automatically) if there are other emissions-related malfunctions.

We cleared the codes and monitors and used scan tool Mode 8 (bidirectional communication) to run the EVAP monitor manually.

On most cars the test just runs by itself and the scan tool presents a “Test Complete” or “Test Not Complete” test result. However, on this car we had to command the DMTL pump, vent valve and heater to run individually. This makes it possible to diagnose each circuit with a test light.

The wiring schematic for this car shows that power is supplied to the DMTL at pin number 4, and the ground for each circuit within the DMTL is controlled by the PCM. All DMTLs are wired this way. By back-probing

On this BMW, each circuit of the DMTL is activated separately when commanding the EVAP monitor to run. This makes it easy to test the wiring as well as the unit itself.

18 | ASP August 2017

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Circle 106 on Reader Service Card

Technical

or the PCM is not completing the path to ground. Technicians are (rightfully) reluctant to connect a test light to a circuit that leads directly to the PCM for fear of pulling too much current through the driver transistor.

However, simply testing for continuity with a high-impedance DVOM can produce a

false positive. A wire that’s worn through to a single strand will still complete a circuit, but that doesn’t mean the circuit will carry enough current to operate the load. Also, a driver that’s intended to operate a motor, heater or solenoid valve can certainly handle the current drawn by a test light bulb.

A few last details DMTL assemblies are no less reliable than any other EVAP system components, but when they do fail the failure tends to be intermittent. When using a scan tool to command the test to run, it’s best to run the test several times to make sure it works each time. Here’s where a DVOM or even an oscilloscope can be handy for capturing a glitch that you might not notice with a test light.

There’s probably no reason to measure resistance or current draw of the DMTL, but we did anyway. Using a new part, we got the following measurements: • Pump motor: 14 ohms.

• Switching valve: 30 ohms.

• Heater: 38 ohms.

We also found that current draw of the pump increases when the switching valve is open because the pump is working harder as it moves more air.

In the real world, most DMTL codes are caused by corroded or damaged wiring. This can be hard to find, so start by looking up service bulletins. Sometimes the unit itself suffers physical damage (it’s often mounted inside a wheel well), and we’ve heard of at least one that was flooded by overfilling the fuel tank. Finally, when replacing a DMTL, don’t forget to replace the air filter, too. ■

These photographs show the spring for the switching valve. Note the spring is compressed when the solenoid is activated.

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 certifications and has participated in ASE test writing workshops.

20 | ASP August 2017

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Circle 107 on Reader Service Card

Technical

Avoiding brake job comebacks Stopping customer complaints with attention to detail Don’t let this happen to you! You performed a brake job on a vehicle a month ago, and it’s back in your shop with a noise or vibration complaint. Performing a brake job in a busy shop can sometimes lead to overlooking details that can easily result in a comeback. In this article, we discuss areas of concern to avoid customer complaints, including diagnosing and checking wheel bearing condition, rotor lateral runout, stacked runout, surface preparation and more.

By Jeff Taylor

Brake noises

T

Sound is created when something vibrates, and these vibrations are transmitted through the air, or another medium (the vehicle’s caliper bracket and spindle assembly, for example) and this vibration is detected by our ears.

Sound is something that we want to hear, noise is something that we don’t want to hear.

Either way they are both created by something vibrating.

When a customer applies the brakes and the calipers clamp the pads onto the rotor, or the shoes contact the drums to slow down the vehicle, they are creating the perfect circumstances to create a lot of vibrations that shouldn’t be heard, but if it is, its unwanted NOISE! All brakes make some form of noise. It happens when the friction material is forced onto the drum or rotor. This friction creates vibrations; not just of the pads or shoes, but the entire brake system. The original equipment (OE) manufacturers and aftermarket parts manufacturers go to great lengths to keep the braking system of our cars

here is no worse feeling for a tech than to have performed a straightforward, uncomplicated brake job and see the vehicle return with a concern or a complaint.

The customer can raise his concerns immediately after the repair or in the weeks or months following.

Brake comebacks are common and the range of complaints is huge: dusty wheels, the brakes not working like the originals, etc. The list is long. But I find the most common complaints are brake noises and brake vibrations.

There are many conditions that can cause these comeback situations, including cheap replacement parts, abuse by the customer and manufacturing issues, but several can be created by the tech performing the work.

In my tenure as a tech, I have found that brake job complaints were habitually my number one comeback, but I now take a few more steps in my inspection and repair procedures to ensure that this return number is low and typically caused by a situation that I as a tech could not control.

22 | ASP August 2017

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Technical

Don’t always assume that the noise the customer is complaining about just after a brake job is something you have done; in this case the whirring noise complaint was a bad hanger bearing.

and trucks as quiet as possible. The use of special shims, abutment pads, retainer clips, adhesives, friction material components and other methods are commonly used to absorb the vibrations that the brake parts create, or change the noise generated to a level that we humans can’t hear.

The initial brake inspection

hardware, parking brake cables and all the other crucial parts need a thorough visual examination.

For hands-on inspections, I carefully push back the caliper piston to ensure that the caliper and its mounting hardware are all free and able to move properly. If they don’t move they may need some disassembly to properly diagnose what parts are going to be needed to complete a painless brake service. I also make sure that the parking brake cables and their application mechanisms move freely and fully release properly.

Corrosion can greatly affect the splash/ backing plates that are designed to prevent road grime from contacting the rotor. But that’s not all these backing plates do; in many cases they hold parking brake shoes, hardware, support ABS parts and provide directional air flow for brake cooling. The visual inspection should include a close look at these parts as their replacement may be required to prevent a rubbing or grinding noise complaint or as serious a problem as premature brake fade due to inadequate cooling.

Any tech who is working in the Rust Belt where road-clearing agents are used in the winter will understand what I’m talking about

Any time a customer has a brake issue or a brake concern, a comprehensive visual and hands-on inspection of the base brake system and its components should be the first step, long before any parts are replaced. If simple things are missed at this stage, the result could easily be a comeback.

Looking closely at the wear of the brake materials can be an indication of a sticky caliper, binding/bent caliper pin, binding pads or even a restricted flexible brake hose. The condition of the This backing plate is a noise waiting to happen after new rotor is rotors, backing plates, dust installed. It was replaced to prevent any noises and to protect the shields, brake drums, shoes, rotor from water, snow and road debris.

24 | ASP August 2017

Technical

when I say that checking for corroded backing plates is essential.

Many times, I have seen a backing plate that is intact and not causing any concerns, but the corrosion growing under its attaching point, (spindle/ hub) forces it outward on to the rotor surface. Over the life of the brake system the moving parts slowly clear away the rust Abutment pad clips must be installed on a clean surface that’s and excess metal as it builds free of debris and rust, and properly attached so that no small pieces rub against the rotor, causing a noise. up, but once a new rotor is installed those clearances are changed and rubbing noises pad retainers, brake pad shims, anti-rattle often result. clips, the caliper bushings (these bushing I pay attention to backing plates on a typically last for two sets of pads) and in the number of vehicles; Honda CRVs, GMC/ drum system all the springs and hold down Chevy pickups and VW Beetles (there are hardware. many others) and either recommend backing The reason is simple. The wear may not be plate/splash shield replacement during a brake visible but these parts wear out. This is one repair or warn of the noise issue they may reason many superior quality brake pad sets create if not replaced. now include new abutment pads. Remember, these parts all started out new together and Starting the brake job wore out together.

Pay attention to the simple things from the All the rust, scale, corrosion and road grime calipers to parts inside the drums that can should be removed and the proper brake cause noise and vibration trouble. lubricant (not lithium grease) installed on the Simple procedures can often be overlooked parts that require lubrication. A brake pad and it can start when the caliper is removed that is binding/seized due to rust or corrosion and allowed to hang by the brake hose. The or flopping around because of worn out abutflex hose was never designed to hold the ments or abutment pads will cause noise. weight of the caliper and a simple wire hook A leading cause of brake comeback noises, or bungee strap should be used to support it. according to a local GM dealership, is either The internal parts of the hose can be damaged improper installation of caliper/pad hardif the weight of the caliper is applied to it and ware or corrosion on or under the attaching this injury may not show up right away, but hardware parts. ACDelco specifically notes the damage may result in a restriction causing that you should never “grind the ears of the a pull or dragging caliper or worse, a brake pad to get them to fit.” fluid leak.

It is vitally important to make sure that Both the OE and aftermarket brake parts the caliper hardware and their brackets are manufacturers will tell you that many of the restored to like-new condition to prevent parts and pieces of the brake system should future issues and comebacks. be replaced when preforming a brake job, not The importance of new quality brake shims just the pads or shoes, to ensure a troubleand their proper installation is also critical free brake job (many companies even show to attaining a noise-free brake job. The shims illustrations on their brake pad packaging that contact the back of the brake pads are indicating what should be changed). And anything but a simple piece of steel to quiet this normally includes the abutment pads, the pads’ vibration. These are very specialized 25 | ASP August 2017

Technical

Brake shims should never be reused. Always replace with a small amount of brake lube at the caliper bracket and piston contact points. The corrosion is evident on these examples.

and highly engineered components of multi-layered steel, elastomeric rubbers and other compounds that are bonded together and then bent into the proper shape. The engineers will fine-tune the layers and shape to give the shim the best vibrational damping characteristics for the particular vehicle and braking system. If the shim doesn’t properly contact the back of the brake pad it will not be able to do its job correctly, and may actually create more noise than it absorbs.

If the shims aren’t already attached to the brake pad, you can test their effectiveness by dropping them on a firm surface. They should just make a solid thunk, and not bounce all around. If they bounce around and make a tinny clinking noise, they likely won’t be able to adequately reduce any noise-creating vibrations. This is a common scenario in low price point pad kits and hardware.

Most superior quality brake pads will already have a quality shim installed on the pad when you open the box. There are several reasons for this. The factory is cleaner than most shops and dirt free for proper installation. They can be riveted or peened in the

proper position or the adhesive backing can be thermally activated under pressure to ensure the shim stays in place and functions as designed. Inferior quality factory shims have been known to move off the brake pad,

Some pads come with new shims that must be attached. These have an adhesive back and need to be attached to clean, dry brake backing plates.

Many manufacturers already mount these shims to prevent installation issues.

26 | ASP August 2017

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Technical

create noise and in some cases cut into the brake rotor, something none of us wants to happen.

Before installing the brake pads, a small amount of the proper brake lubricant should be used to add an extra layer of vibration isolation between the pad and the caliper or bracket. If the pads come with two-piece shims, a small amount can be used in between them, but the lubricant must be used sparingly, not in huge blobs that could contaminate the brake material.

Excessive lubricant will melt off and be wasted or attract debris and brake dust and cause other issues and possibly noises. Proper lubing of drum brakes again calls for a dab on the shoes’ contact area on the backing plates and the star adjuster of the self-adjusting mechanism.

The length and location of the caliper abutment bolts must be noted. Kia, Hyundai and Nissan may use a longer length bolt to attach a support to the caliper abutment bracket on the axle. If the wrong bolt is installed brake rotor failure may result.

essential yet not something many of us do.

Take the time to look up the specs. You will be surprised how tight many need to be to prevent noises. Citing just two examples, 2014 F-150 caliper bracket torque is 184 ft.-lbs.

2010 Cadillac STS caliper bracket bolts need fresh Loctite and require 96 ft.-lbs.

Rotors/drums as the cause of the noise, vibration or pedal pulsation

A specific, dedicated silicone brake lubricant must be used, not lithium grease, and it should be used sparingly so it doesn’t melt off and contaminate the new brake material.

Proper torquing of not just the wheels but all the parts and pieces of the brake system on reassembly is important. Many parts need to be tight but not just impact gun tight.

The proper torquing of caliper brackets is

If you are machining a rotor or drum, a poor finish can easily create a noise. The rotor’s machined surface finish should be non-directional and of the proper smoothness to allow the pad material transfer that creates the correct coefficient of friction. Improper machining can result in a record player effect on both drums and rotors that results in a slapstick banging noise as the shoes or pads are pulled away and released, so attention must be paid to bit condition, machining speeds and the final machined finish.

When you’re finished machining rotors or drums, they should be washed with hot soapy water (as opposed to brake clean solvents which tend to dry too fast) in order to remove any metal fragments left over from the

28 | ASP August 2017

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Technical

On most passenger car applications, rotor lateral runout should be less than 0.002 inch, preferably less than 0.00197 inch. Lug nuts/wheel fasteners must be torqued to specification.

machining process. These small particles can impede the pads/shoes bedding process and cause noise or affect the brake pedal feel and stopping distance.

Before the rotor is installed onto the hub flange it should be cleaned to ensure there is no rust or corrosion present that could affect the runout of the assembly. And before the caliper is reinstalled the rotor and hub assemblies’ runout should be checked.

To measure rotor runout: attach the rotor to the flange with all required and properly torqued wheel nuts. Then, using a dial indicator, measure the runout 1/2-inch from the rotor’s edge, by slowly turning the rotor.

When performing this test, mark the high and low spots on the rotor and index the rotor location on the flange with a Sharpie.

Most passenger car applications will show less than 0.002 inch. If the reading is more than 0.002 inch, remove the rotor and rotate it 180 degrees on the flange and re-measure.

If it’s now in spec, you’re all set. If it’s still out of spec the root cause has to be found or a comeback could result. Excessive runout that is greater than 0.006 inch is an indication that either the hub flange, rotor flange or wheel bearing assemble may need replacement.

Why is this measurement so important?

Excessive runout could lead to uneven brake

pad material transfer to the rotor. Brake pad material transfer to the rotor and drum is essential for proper brake function and feel but unevenly deposited materials affect the coefficient of friction and can create a pedal pulsation. As little as 0.003 inch of runout can easily result in a vibration/pulsating pedal comeback within 5,000 miles or less due to this uneven pad transfer.

On some particularly troublesome rotor vibration comebacks, if the runout is in spec, I recommend measuring the rotor thickness variation (RTV) in six separate locations.

The spec for this measurement is typically less than 0.001 inch and in many cases is zero. This procedure is time consuming, but excessive RTV or a combination of runout and RTV together can cause pedal pulsation due to uneven pad material transfer.

The use of ceramic brake materials has made runout and RTV issues much more common due to its pad transfer characteristics. Simply installing new rotors may temporarily fix or hide the issue until the pad material is unevenly deposited again.

Wheel bearings need to be properly torqued to prevent excessive runout and so does the wheel itself. Unevenly or over-torqued wheels can cause rotor distortion and these uneven deposits can result.

In a situation where you find a lateral runout condition (where a stack-up of tolerance between the rotor and hub exists), you may be able to easily correct this without replacing parts by using a tapered correction shim between the rotor and hub. These shims are available to correct problems from initial runout of 0.003 inch to 0.006 inch.

Stopping performance After all the cleaning, measuring, proper lubing and installing new pads and hardware, a proper road test is the final step needed to ensure a noise and vibration-free brake job that offers the proper “feel.” The pads and shoes need to be properly broken in or burnished to allow the resins in the brake material to set properly. Hard or panic stops should be avoided during this period to avoid glazing the pads by overheating the resins

30 | ASP August 2017

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Circle 110 on Reader Service Card

Photo courtesy of Akebono

Technical

When measuring for rotor thickness variation, measure at a minimum of six equally spaced locations around the rotor disc. When installing new pads, complaints often arise due to poor rotor conditions. The thickness of the rotor, called DTV (disc thickness variation) needs to be checked.

and forcing them to the surface. The typical procedure involves 30 smooth stops from 30 mph, with 30 seconds in-between for the parts to cool. Nice smooth stops will bed the new pads and shoes to the rotors and drums and transfer the needed friction material to provide optimal brake performance, from the first time the customer picks up the vehicle.

Don’t rely on the customer to perform this break-in.

Bringing this to a quiet, vibration-free stop It is easy to blame the pads or the rotors when you have a comeback due to noise or vibration. But when a car owner returns complaining that the brakes are squeaking or vibrating since they had their brakes done, we must drop everything to fix the issue.

“Brake job comebacks are easily avoidable when technicians keep a few best practices in mind. Proper cleaning techniques, correct installation procedures and, most importantly, choosing quality parts,” said Josh Shuck, ACDelco brake product specialist. “Installing poor quality brakes, pads

and rotors is a common reason customers return. Customer returns can be significantly reduced by being selective of the products, such as choosing true OEM parts, which ensure quality, durability and exact fit.”

Most comebacks can be averted before they even start, with careful attention to details: from the initial visual inspection, the proper repair and replacement of parts, to the final proper road test.

I would like to thank ACDelco , Nick Viverios of Brake Parts Inc and Marc Stahl of Leggatt Auto Group for their help and contributions. ■ Jeff Taylor boasts a 32-year career in the automotive industry with Eccles Auto Service in Dundas, Ontario, as a fully licensed professional lead technician. While continuing to be “on the bench” every day, Jeff is also heavily involved in government focus groups, serves as an accomplished technical writer and has competed in international diagnostic competitions as well as providing his expertise as an automotive technical instructor for a major aftermarket parts retailer.

32 | ASP August 2017

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Business

American & Import Auto Repair An American success story in Tennessee

T

he state of Tennessee boasts a variety of iconic wonders, not the least of which is a shop that’s nestled just west of the incredibly majestic Blue Ridge mountain range. American & Import Auto Repair is located in Johnson City, a town steeped in the state’s legacy. For those readers interested in history, William Bean, recognized as Tennessee’s first colonizer, built his cabin along Boone’s Creek near what is now Johnson City in 1769. The city was founded in 1856 by Henry Johnson as a railroad station dubbed “Johnson’s Depot,” serving as a major rail hub for the Southeast.

Today, the area boasts a population of over 63,000, with a healthy mix of both domestic and import vehicles. Johnson City was ranked by Forbes as the “#14 Best Small

American & Import Auto Repair Johnson City, Tenn. www.americanandimportautorepair.com Owners: Tim and Kim Smith Business founded: 2003 Number of bays: 6 Number of certified technicians: 4 Total number of technicians: 9 Shop size: 6,000 square feet Number of vehicles serviced per month: 400 Hourly labor rate: $89 Average job ticket price: $340 Gross profit: N/A Average spent on tools and equipment annually: $8,000 Vehicle makes serviced: All. Substantial European vehicle population; fleet accounts.

Place for Business and Careers” and #5 in Kiplinger’s list of the 10 least expensive cities for living in the USA. American & Import Auto Repair, founded in 2003 by Tim and Kim Smith, offers a general range of automotive service for all makes and models, including European makes that The American & Import Auto Repair pro shop team. From left to right: other shops tend to Greg Lawson, Stevie Hinkle, Blaine Turner, Tim Smith, Jake Vance, Kim shy away from.

Smith, Scott Hyatt, Chad Townsen, Patrick Jones and Derek Bush.

34 | ASP August 2017

Business dealers as much as possible, limiting dealer parts purchases to 5% to 10%. They’re trying to take our customers, so we use them as little as possible.”

Tim bases all parts purchases with quality as the number one priority. “Price is always an important variable, but quality is first and foremost. We do not cut corners when it comes to replacement parts.”

Ladies Car Care clinic events are held annually (or even twice per year, depending on demand), providing automotive education and maintenance tips to an audience of 15 to 20 women.

Educating customers and promoting the business goes hand-in-hand. One of the special events that has helped to increase business is an annual Ladies Car Care Clinic (sometimes held twice each year). As owner Tim Smith noted, “This is a big hit and has proven to be extremely popular. Each clinic is attended by 15 to 20 women who are interested in learning about their vehicles and gaining an insight into vehicle maintenance and service. Each clinic runs for two to three hours, with four stations dedicated to specific areas such as how oil changes are handled, undercar inspection, how to jump-start a battery, etc. At the end of the clinic, we then coach the attendees to perform various services on their own vehicles.”

What is your business philosophy?

What influences your parts buying decisions?

Rank from 0 to 3, with 0 having no influence and 3 having the greatest influence: Price ......................................................... 2 Brand name recognition...................... 2 Promotion in racing ............................. 0 Perceived quality................................... 3 Availability/time ................................... 3 “We try to read and research to stay informed.”

What do customers want/expect from your shop?

“Great quality repairs and friendly informative staff,” says Tim. “We go the extra mile to help our customers fully understand what a job entails and why a specific service or repair is needed so that they have a better understanding of what they’re paying for.”

What is your approach to technician training?

Tim notes, “We follow the golden rule... treat others as you would like to be treated.

“We take the time to educate our customers in terms of what services are required and why. We provide full customer service including providing loaner cars, customer pick-ups, driving them home or to work, whatever is necessary for their convenience. We strive to make their service and repair experience as painless as possible.”

“We expect our techs to take advantage of training on a continuous basis. They attend most of the local and regional training sessions that are available. Yes, that requires an investment in time, but we’re professionals and constantly strive to keep updated on all of the latest systems and diagnosis/repair techniques.”

Where do you buy your parts?

“Auto Service Professional has been a breath of fresh air. The magazine offers great insight as to what is going on in the automotive industry in terms of both technical aspects and business-related issues.” ■

“Our primary parts source is Federated. In fact, we were the 2016 Federated Shop of the Year. We also buy from NAPA and WorldPac when necessary. We try to avoid buying from

How Auto Service Professional magazine benefits your business:

35 | ASP August 2017

Technical

Cooling system service Common sense guidelines for covering the variables From the heart of the engine’s cooling system — the water pump — to the choice of hoses and thermostats, quality counts, from the quality of the part to the quality and thoroughness of the service. In essence, this article is a refresher regarding engine cooling system service, preventative maintenance and problem solving. Topics include water pump issues, trapped air, hose concerns, the importance of selecting the correct type of coolant and more.

By Mike Mavrigian

G

enerally speaking, a 50/50 mix of water and “antifreeze” is the recommended norm. However, when mixing concentrated antifreeze with water, avoid using tap water, as this may contain excess calcium or other materials which can promote corrosion. Use only distilled/deionized water for the mix. Granted, some coolants are available as 50/50 pre-mix that eliminates the need to add water.

While cooling system flush and refills typically are not performed as often as they should be, urge your customers to purchase this service in order to maintain the efficiency of the corrosion inhibitors that are part of the coolant formulation. Using only water, or allowing a mix to remain in the system past its prime, can erode aluminum surfaces and allow rust buildup in cast iron passages.

As we know, the color of various antifreeze liquids has proliferated over the years, with colors changed to help identify the type of antifreeze. OEMs have used green, pink, yellow, gold, orange and blue, again in order to “color code” for easier identification.

The color is used to identify the type of antifreeze. IAT (inorganic acid technology) is green. OAT (organic acid technology) is orange, red, green, pink or blue. HOAT

(hybrid organic acid technology) is usually orange, gold or yellow, but may be found in green, pink, blue or red.

Formulations vary in terms of corrosion inhibitors and the degree to which they conduct ECD, or electromechanical degradation (higher ECD creates an electrical charge similar to a galvanic battery; this can degrade rubber and metal surfaces). This subject can lead to a very lengthy discussion on formulations/allowable mixing of antifreeze types.

Play it safe and use the type of antifreeze recommended by the engine/car manufacturer.

With the engine off, check pump bearing condition by looking for any side-to-side shaft play.

Bearing damage can result from a mis-aligned belt, an over-tensioned belt or a damaged seal that leads to bearing damage.

36 | ASP August 2017

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As we all know (or should know), any coolant that features ethylene glycol is very toxic if ingested, leading to a variety of ills including painful kidney failure. Because ethylene glycol, even when diluted in a 50/50 mix, is “sweet” to the smell and taste, this can lure an animal or a human infant to taste and/ or drink from an open container or puddle spill. A safer alternative is propylene glycol antifreeze, which is readily available from makers such as Peak and Amsoil, to name only two examples.

Have you ever wondered, since propylene glycol is less toxic than ethylene glycol, why the car makers wouldn’t simply specify propylene glycol in all engines? According to an industry source, it simply has to do with longevity, reportedly because propylene glycol doesn’t last as long as ethylene glycol. Plus, propylene glycol antifreeze is more expensive.

In a nutshell, those are the reasons.

Photo courtesy of Gates Corp.

Technical

Tiny, parallel cracks on the hose exterior, most commonly found at bend areas, are caused by ozone damage. These cracks allow contaminants to enter the hose and damage the interior.

Replacement hoses made of EPDM (ethylenepropylene-diene-monomer, a rubber/elastomer material) are unaffected by ozone.

Photo courtesy of Gates Corp.

These may be rated up to 500 degrees Fahrenheit and are suitable for coolant hoses that are located in close proximity to turbochargers Hoses and turbo air tubes.

All coolant hoses are not created equal.

Aside from obvious damage such as exterior For severe heat applications such as turboabrasions or pinholes, ozone damage over charged engines, an upgrade to consider is the time can dry out the exterior, leading to use of high-heat-rated silicone coolant hose. cracks at bend areas and eventual failure.

The number one cause of coolant hose failure is ECD (electrochemical degradation). ECD initially attacks the hose within two inches of the end of the hose. If the end of the hose feels more soft and mushy than the middle of the hose, it’s most likely under attack by ECD. Dissimilar metals (iron/ aluminum alloy) in the engine generate an electrical charge, which is carried from one component to another by the coolant. This can weaken the hose by creating tiny internal cracks. To avoid the damaging effects of ECD, select an electrochemical-resistant hose.

38 | ASP August 2017

Technical

trucks. These housings are notorious for rusting/rotting.

If severe rust is evident, replace the housing. If ignored, this is a severe coolant leak just waiting to happen.

Thermostats feature a wax-filled copper housing that pushes the thermostat open against spring pressure.

As coolant temperature rises to a specific point (based on the heat rating), the wax melts and expands, pushing against a small piston, which opens the coolant path in the thermostat. When the coolant temperature begins to drop, the wax contracts, allowing spring pressure to close the thermostat.

If the thermostat housing requires a flat gasket and a gasket is not If the engine has been at hand, a small bead of antifreeze and heat resistant RTV such as overheated at any point, the The Right Stuff available from Permatex is ideal.

Most commonly, hoses tend to degrade internally. If hard and brittle feeling or soft and mushy when squeezed, it’s overdue for replacement.

Thermostat housings As we all know, engine designs differ from make to make, model to model and model year to model year.

While inspecting and/or servicing the cooling system, take the time to inspect the thermostat housing. Some are made of “plastic� and are prone to cracking, while others are made of cast aluminum alloy or steel, which may be prone to corrosion, pitting and/or cracking.

An example is the metal housing/ upper radiator hose connection on the Navistar 7.3L diesel engine featured in 2003 and older Ford light

Photo courtesy of Gates Corp.

Photo courtesy of Permatex

Thermostats

A rusty thermostat is caused by coolant that is contaminated or a mix of non-compatible coolants of different chemistries.

The rust/corrosion may also be caused by insufficient system pressure, resulting in air in the system.

39 | ASP August 2017

Technical

tension of the spring may be compromised, so always replace a thermostat if you suspect a previous overheating issue. Even a brief overheating condition can destroy the thermostat’s ability to function properly.

Even if the thermostat appears to be functioning, if exposed to excess heat, it may not be reliable. The best move is to simply replace it to avoid future issues.

Photo courtesy of Gates Corp.

Water pumps

As seen here, deposits, sludge and scale can clog the vehicle’s thermostat. Causes include the mixing of coolants of different (non-compatible) chemistries or coolant contamination.

Today’s cooling system thermostats often feature an O-ring as a seal. Depending on the brand you choose, the seal may already be installed. If not, the seal must be purchased separately.

40 | ASP August 2017

An engine’s water pump (more appropriately referred to as a coolant pump) is the heart of the engine’s cooling system.

Many of today’s engines feature water pumps that are mounted to the engine block behind the timing cover. For engines that feature a belt-driven timing system, whenever the engine is due for a timing belt replacement (for example, at 50,000 miles or so), plan to also include a water pump replacement during the belt service.

Since the same labor time may be required for either a belt or water pump, it just makes sense to replace both items at the same time.

Instead of replacing only a water pump (when the need arises), consider the related components that work in conjunction with the pump as a system package. This would include the pump, the belt that drives the pump, the pump pulley, belt tensioner

Engine technology is changing. Today’s smaller, more fuel-efficient engines work harder than ever before. Putting unprecedented stress on motor oils.

That’s why carmakers like General Motors hold motor oils to the same stringent standards as their most advanced engines.

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Circle 113 on Reader Service Card

Photo courtesy of Gates Corp.

Technical

and any belt idler pulley(s) that may be involved on a specific engine. If enough time and miles have accumulated to result in a worn/failed pump, the same time and wear cycles have been experienced by the belt and any associated pulleys/tensioners. It simply makes sense to replace the entire system of parts that directly relate to the pump, even if those items show no immediate failure symptoms.

A preventative maintenance approach as part of a pump replacement helps to ensure the reliability of the cooling system.

Yes, this requires the customer to spend a few additional dollars, but the elimination of worry MAP-controlled thermostats are a growing OEM trend. They feature an electric heating resistor integrated into the wax ele- and avoidance of potential future issues is well worth the ment. Electrical heating of the wax element is triggered when investment. the engine is exposed to specific load conditions and the engine management system anticipates an increase in waste heat.

Be aware that some engines MAP-controlled thermostats can malfunction due to an open (such as BMW) are equipped or closed failure or a damaged connection or a malfunctioning with an electric water pump. engine control unit. Check the plug for damage or corrosion.

Pump issues should prompt specific fault codes as follows:

Photo courtesy of Gates Corp.

• 2E81......pump speed deviation/ speed outside of specified range • 2E82......pump cutoff/ over-current • 2E83......pump in low pressure mode (possible dry running) • 2E84......communications issue • 2E85......communication/no input voltage If the pump and thermostat have been replaced but code 2E83, 2E84, 2E85 continues to store, suspect an issue with the positive power distribution block and/or power connections.

Rust/corrosion on the water pump impeller fins reduces pump Pressure caps efficiency. This is caused by contaminated coolant or by mixCooling systems are traditioning coolants of different chemistries. Another possible cause for the corrosion may be a faulty pressure cap which promotes ally operated under a specific amount of pressure in order air bubbles, thus accelerating the rust.

42 | ASP August 2017

A weep hole in a centrifugal water pump allows atmospheric pressure to help seals to remain seated.

A brief weep hole drip may be seen on a new pump as the seals are conditioned and “lap in.”

Photo courtesy of FlowKooler/The Brassworks

Technical

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Trapped air bubbles in the system implode as cooling system pressure rises, causing cavitation and the erosion of the pump surfaces.

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43 | ASP August 2017

Circle 114 on Reader Service Card

Photo courtesy of Gates Corp.

Technical

to carefully choose the pressure cap, both in terms of quality and pressure rating.

The radiator pressure cap should always be located at the cooling system’s highest location, on the low pressure/suction side (the side where coolant leaves the core, on its way back to the water pump). The reason for locating the cap at the highest point? If the cap opens and vents because of excess pressure, any air in the system will escape first, before any coolant loss.

Cleaning radiator cooling tubes/fins Inspect the radiator’s fins and tubes for debris such as dirt, mud, leaves, bugs and other road debris. Flushing with a hose and hot water may be needed. If compressed air is used, be careful not to apply excess air presInspect the radiator pressure cap main seal, sure, as this can easily damage the cooling pressure seal and return seal. If seals are damfins. aged, cracked or hard, replace the cap. Both the Also look for debris trapped between the pressure relief and vacuum relief valve must be radiator and A/C condenser. Any air flow easy to lift and spring back after release. If not, replace the cap. If the spring has no resistance, it obstruction can reduce the radiator’s ability has lost its force and the cap must be replaced. to release heat, resulting in an overheat issue.

NOTE: Always check the cooling system’s radiator and expansion tank when a faulty cap has been found. If the cap caused a build-up of overpressure, this may have resulted in cracks in the radiator and/or expansion tank.

Cooling fans

If the engine is equipped with mechanical fan, fan clutch issues can prevent the fan from operating. Bent, damaged or missing fan to raise the boiling point of the coolant. blades will not only reduce the fan’s ability Consider that for every pound of pressure, to pull air, but can easily result in fan operatthe boiling point is raised by about 3 degrees ing vibration (due to imbalance), which will F. The pressure cap is designed to apply and in turn lead to premature wear of the water control this pressure, typically in the range of pump bearings and shaft. If equipped with 13 psi to 16 psi (which increases the coolant’s one or more electric fans, check for fan operaboiling point by about 39 to 48 degrees F). tion by using your scan tool to command the Naturally, as an engine’s coolant soaks heat, fan on and off. it expands, creating system pressure. When If the fan operates in both low speed and this pressure reaches the cap’s pressure rating, high speed when applying battery power the cap’s valve should open, allowing coolant directly to the fan motor’s connector but the overflow. This also helps to vent air out of the fan does not operate when commanded or cooling system. When the radiator cools, a when the temperature peak is achieved during vacuum is created that allows any overflow normal operation, suspect fan motor connecto move from the overflow tank back to the tors and/or the low and high speed fan relays, system. and/or the cooling system’s temperature When coolant expansion occurs at around sender.

200 degrees F, about 16 psi to 18 psi pressure will be generated. However, if the engine over- Bleeding trapped air heats because of other factors, pressure could Air must be allowed to bleed from the climb as high as 28 psi or so. It’s important cooling system. Air pockets allow the creation 44 | ASP August 2017

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Technical

has dropped, or during a flush and fill, this bleeder must be opened to allow air to escape. Otherwise, you will never be able to remove trapped air. This may need to be repeated several times in order to fully burp the system. After performing one bleed, it’s possible that the car could be driven for a few days with the temp gauge in the normal range, and suddenly the temp rises into the danger zone and immediately pops back down to normal. This is a sign that there’s still an If coolant seeps past internal seals, the bearings will become conair pocket in the system, taminated and the lubricant washed away, leading to bearing failure. requiring another bleed.

Using the PT Cruiser as of pressurized and extremely hot steam, our example, the thermostat housing (black which can create isolated hot pockets in the plastic) features the pressure cap and provides engine block, potentially damaging cylina coolant fill point. This plastic housing bolts der head gaskets, warping cylinder heads, to a cast aluminum lower housing which distorting cylinder bores, cracking in heads or secures to the cylinder head. The aluminum block, piston ring distortion, and more. Just housing features a bleed valve that requires a as we must evacuate air from a brake system 10 mm wrench. If the bleed valve has not been hydraulic circuit for proper hydraulic operation, we need to remove air from the engine cooling system.

Some vehicles feature convenient bleeder valves in the cooling circuit. If a bleed valve is present, with the engine cold, open the bleeder and fill the system with the appropriate coolant mix (generally 50/50 coolant/water) until a steady stream of coolant exits the bleeder, and then tighten the bleed valve.

To cite but one example, the Chrysler PT Cruiser features a bleeder that must be opened in order to remove air from the If the system features a bleed screw, this must be opened in order to bleed air. Otherwise you’re just chasing your tail. system. If coolant level 46 | ASP August 2017

Technical

serviced for a long period, it’s likely corroded in place and can be snapped off if excess force is applied while attempting to loosen.

If the valve seems stuck, don’t force it.

Instead, soak the bleed valve with a thin penetrating oil (such as WD40) and allow to soak overnight. Chances are good that the valve’s threads will then break loose with moderate force.

With the bleed valve open (no need to remove it... simply back off about two or three turns to open the valve’s seat), add coolant mix to the thermostat housing neck until a

steady stream of coolant exits the bleeder, then tighten the bleed valve. If only a dribble of fluid is evident, the valve may be contaminated. If this is the case, remove the bleeder and clean it by soaking it in solvent, running a wire through the valve’s orifice and blow with compressed air.

Depending on the engine design, the path for air bleeding will vary. GM’s LS engine format, for example, features “steam” plumbing that connects the front and rear coolant passages of each cylinder head to a central point in the upper radiator hose assembly

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47 | ASP August 2017

Circle 116 on Reader Service Card

Technical

via a tube network. Be aware that because steam hole plugs are available, some owners may have plugged the front and/or rear steam holes in the heads. Plugging the rear steam ports can result in overheating the rear #7 and #8 cylinders.

Some engines are equipped with an electric water pump (various BMW models, for example). The bleed procedure may be as follows:

• The self-bleeding procedure will begin via the electric water pump and will run for about 12 minutes. During this time, the water pump will alternately turn on and off. Do not remove the cap while the bleed sequence is running.

• When bleeding is complete, check coolant level and add if needed, and replace the pressure cap.

Common sense A few guidelines apply to all vehicle cooling systems, regardless of make/model/year, as noted by Gates Corp.

• Use only distilled or deionized water when mixing with full-strength coolant. Using tap water can lead to mineral deposits and scale.

• Do not mix dissimilar coolant chemistries.

• If the water pump or other components show any signs of contamination, the entire system should be flushed completely, including the heater core, radiator and engine block.

• Most timing-belt-driven water pumps are replaced when the belt and tensioner(s) are being replaced.

If you’re not familiar with a specific engine, don’t assume anything. Refer to the service manual for the correct cooling system bleeding procedure. ■

Photos courtesy of Gates Corp.

• If the system features one or more bleed screws, open the screw(s).

• Fill the expansion tank slowly with a 50/50 mix of coolant.

• Close the bleed screw as coolant begins exit the bleed screw.

• Once the bleeder on the expansion tank (if equipped) flows coolant and has been closed, fill the expansion tank to the lower edge of the filler neck.

• Install the coolant pressure cap.

• Connect a battery charger to the battery or to the jumper cable connections.

• Turn the ignition to the ON position. If equipped with a START button, push the button but do not depress the brake or clutch pedals. This will turn the ignition on but will not crank the engine.

• Set the heater temperature to max and set the blower to the low speed setting.

• Press the accelerator pedal to the floor for 10 seconds.

Water pump drive belt rib damage results from severe pulley misalignment.

Drive pulley misalignment abrades the ribs and can create rubber pills between ribs.

48 | ASP August 2017

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Technical

Diagnosing steering system noises Quiet cars create happy customers Screeching, whining, grinding and popping — all types of noises associated with the steering system!

Unusual noises the result of steering system operation can sometimes be challenging to diagnose. In this article, we list a host of potential noise sources, with regard to steering column, power steering pump, steering linkage and related components that can contribute to the generation of unwanted and disconcerting noises.

By Mike Mavrigian

T

he most common cause for power steering noise is low power steering fluid level. The resulting noise will likely be a whining that is heard when turning the steering wheel. A high-pitched or “screeching” noise is usually caused by a worn or misadjusted power steering drive belt.

A grinding or popping noise may be caused by worn or damaged upper strut bearings, which may be heard when turning the wheels.

This can often be misdiagnosed as a steering system issue.

correct type of fluid. Specific power steering fluids may be mineral based or synthetic, depending on application.

Listed here is a guideline of the fluids recommended by various auto makers. Always check, as this can vary depending on the specific model and year.

Acura Audi BMW Chrysler

Wrong P/S fluid In the “good old days,” it was common for ATF to be used in power steering pump systems. Today, it is imperative to use only the specific power steering fluid recommended by the vehicle manufacturer. Using the wrong type of fluid can create varied problems from aeration to pump seal damage. Using a “generic” “power steering fluid” that claims to be compatible for “all” systems does not guarantee proper operation. If in doubt, always check the service or owner’s manual for the

Daewoo Dodge Sprinter Ford/Lincoln/ Mercury GM Honda Hyundai Jaguar Jeep Infiniti

50 | ASP August 2017

Honda P/S fluid Pentosin CHF 7.1, CHF 11S or CHF 202, depending on year.

Pentosin CHF 7.1 or CHF 11S, depending on year P/S fluid (pre-1998) or ATF+4 1998 and later) or Pentosin CHF 11S Dexron II or III Pentosin CHF 11S Mercon ATF P/S fluid Honda P/S fluid P/S fluid 3 or Dexron II Pentosin CHF 11S or Dexron III WK Hydraulic, ATF+4 or P/S fluid (depending on model) Dexron III

Technical Isuzu Kia

Dexron II or III P/S fluid or Dexron III (depending on model) Land Rover Dexron II or III Lexus Dexron II or III Mazda Dexron III Mercedes-Benz Pentosin CHF 11S or P/S fluid Mini Pentosin CHF 11S Mitsubishi P/S fluid or Dexron II Nissan 1994 and later...

Pentosin CHF 11S Nissan/Datsun Pre-1994... Dexron III Porsche Pentosin CHF 11S or CHF 202 Rolls Royce Pentosin CHF 11S Saab Varies by application Saturn P/S fluid Scion Dexron II or III Subaru Dexron II or III Suzuki Dexron II or III Toyota Dexron II or III Volkswagen P/S fluid, Pentosin CHF 11S, Pentosin CHF 202 (varies by year) Volvo Pentosin CHF 7.1, CHF 11S, CHF 202 (varies by year)

NOTE: Pentosin 7.1 is mineral based, while Pentosin CHF 202 and CHF 11S are synthetic fluids.

Using the wrong power steering fluid can cause pump shaft seals to leak and/or allow air into the system. Check the service manual for correct type.

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51 | ASP August 2017

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Circle 118 on Reader Service Card

Technical

done by turning the steering lock to lock slowly several times, but always check with the service manual for the vehicle at hand.

Power steering hoses

Always take the time to determine the correct type of power steering fluid for a specific make/ model/year. Never assume that any fluid that is labeled as “for all applications” is correct. If in doubt, ask the local car dealer’s service or parts department for their recommendation.

Never mix power steering fluid types. If the wrong fluid has been introduced, flush the system, add the correct fluid and bleed (“burp”) air from the system. This is generally

When power steering hard lines must be replaced, be aware that some bargain-brand lines may be made with a thinner wall than OE lines, which can result in harmonics to be transferred through the lines, creating a whine or high-pitched noise. Also, power steering pressure hoses vibrate under high pressure.

If the hoses contact the body, frame or engine, this can easily result in a “mystery” noise. Make sure that hose contact is avoided by relocating hoses and making sure that any clamps or hold-down clips are not missing.

Evidence of power steering fluid foaming and noise may be caused by a faulty power steering return hose (hose might be loose, brittle, cracked, damaged with pinholes, etc.), which may be allowing air to be sucked into the system.

If power steering fluid is contaminated, the system should be flushed. If foamy, the system needs to be bled. If burnt-smelling, it may be time for a new pump, but a flush and refill is worth a try.

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Technical

Run the engine to normal operating temperature, and then shut off the engine. Gently pressurize the power steering pump reservoir with no more than 8 psi air pressure, and inspect the return hose for leaks. Replace the damaged return hose and bleed the system.

Loose calipers If a customer complains of a noise when turning the steering wheel right or left, check the brake calipers and caliper brackets.

If bolts are loose or missing, this may be the culprit.

CV joints If the customer complains of a clicking noise during tight slow turns (turning into a driveway, making a turn from a stop sign, etc.), and the vehicle features front-wheeldrive, immediately suspect worn/dry CV joints. If the condition is ignored, total CV joint failure will occur, resulting in a no-drive situation.

Consider hubs

Loose calipers can cause a clicking noise during turns. Worn/damaged or improperly installed hub bearings can cause grinding or clicking noises on the outer hub during a turn. For example, the left hub making a noise during a right-hand turn.

If the customer complains of a humming, rumbling or growling noise that increases as the steering wheel is turned, consider the front hubs. If it’s a hub issue, this may be accompanied by a steering wheel vibration during turns, and excessive play in the steering wheel, and a possible pull to one side during braking.

53 | ASP August 2017

Circle 119 on Reader Service Card

Technical

wheel from full lock to lock every 30 seconds for about five minutes. Be sure to maintain 15 inches of vacuum during the operation.

Shot the engine off, release vacuum and remove the vacuum tool. Top off the fluid and reinstall the reservoir cap/dipstick. Re-start the engine and cycle the steering wheel, checking for leaks at all hose/line connections. It may be necessary to repeat this process several times in the case of a stubborn air pocket.

Pump misdiagnosis

Worn or dried-out CV joints will result in a clicking noise during slow turns.

Power steering pump issues If the power steering pump is noisy, accompanied by a lack of power assist, air is likely trapped in the system. Perform a basic system inspection for hose condition, fluid level and fluid condition.

If the fluid appears burnt or contaminated, flush the system. Most systems can be bled of air by first filling the reservoir to the “cold” mark. With the vehicle raised off the ground and with the engine off, slowly turn the steering wheel to full lock in one direction and wait for five seconds. Then slowly turn to full lock in the opposite direction and wait five seconds. Repeat this cycle 15 to 20 times, regularly checking fluid level as you proceed.

Continue until the fluid looks normal and no foaming is evident.

Some systems may be difficult to bleed (some Fords, for example). If a whine or moan noise is evident at the pump, air is in the system. A Devac vacuum tool may be used to address problem bleed issues. Fill the pump reservoir and insert the vacuum tool’s rubber stopper into the reservoir fill neck. With the engine running at idle, apply 15 inches of vacuum to the reservoir. Cycle the steering

Don’t automatically assume that a noise is caused by the power steering pump. A noise that seems to be coming from the power steering pump might not be a pump issue, as it might be created by another source. According to Cardone, examples are 1992-1993 Chevy and GMC trucks and Oldsmobile Bravada vehicles equipped with a 4.3L, 5.0L or 5.7L engine. A whining noise may appear to be at the pump, when the noise may actually be the result of a failed bearing in the alternator.

1. Isolate the power steering pump from the alternator by removing the existing drive belt and installing a belt part numbered for a 1993-1994 Camaro or Firebird (this allows you to remove the power steering pump from the drive system).

2. Run the engine (do not drive the vehicle) and listen for the noise. If the noise is gone, then the problem points at the power steering pump. If the noise remains, proceed to diagnose the remaining driven components including the alternator.

3. Once the faulty component has been replaced, install the correct drive belt and confirm the repair.

GM rack and pinion noise As noted by Cardone, complaints related to a clunking noise during low speed turns have been noted on 2004-2010 Chevy Malibu, Pontiac G6 and Saturn Aura models. The manual rack and pinion is part of the EPS (electronic power steering system). EPS systems provide assist only when needed, so the driver feels when the motor engages/

54 | ASP August 2017

Technical

disengages for assist-on/assist-off driving. The different torque characteristics of this system are not typical of a hydraulic system. The noise complaint is most likely due to three possible conditions: – Intermediate shaft sticking or slipping.

– Interference between the intermediate shaft clamp and the steering gear input shaft.

– Strut mount or anti-sway bar link condition.

There is also a precise mounting bolt torque specification that must be followed to ensure that the rack is properly mounted to the frame.

If this specification is not followed, vibration can lead to a misdiagnosed noise. The rack mounting bolts must be tightened to 53 ft.lbs., plus an additional 90 degrees of rotation (torque-plus-angle method).

A GUIDE TO PROBLEMS AND CAUSES CONDITION Steering system cold-start noise CAUSE Power steering fluid blockage caused by contamination in the reservoir and/or lines.

Some noise during an extremely cold start (-10 degrees F) is normal and should improve as the system warms.

Also, air in the power steering system can cause the same issue. Check for leaks and purge air from the system.

CONDITION Steering grunt or shudder when turning the wheels at low speed.

CAUSE This may be caused by air in the power steering fluid circuit, deteriorating system hoses or steering gear wear.

CONDITION Power steering pump moan/humming sound when the steering wheel is turned to a stop position.

55 | ASP August 2017

Circle 120 on Reader Service Card

Technical CAUSE Consider low power steering fluid level, air in the PS system, insufficient PS fluid flow due to reservoir or screen blockage, power steering line or hose grounded to the chassis, or steering gear isolator damage.

CONDITION Steering gear clunk noise when driving over a bump.

CAUSE Steering gear wear or steering gear mounting is loose.

CONDITION Power steering hiss or whistle noise.

CAUSE Steering column shaft or coupling bind or misalignment. Also check for a grounded or loose steering column bracket, damaged or worn steering gear input shaft and valve wear, or restricted power steering lines/hoses. This could also be caused by a noisy valve in the power steering gear.

CONDITION Rattle or clunk noise.

CAUSE Check for loose column brackets and fasteners, worn, loose or dry column bearings, worn or damaged steering shaft insulators, or CAUSE a compressed or extended steering column Belt tension, belt glazing, belt misalignment, shaft/coupling. Also check for a loose power pulley damage or pulley alignment, worn belt steering gear, loose front suspension crosstensioner member mounting fasteners, loose inner/ outer tie rods, loose strut assembly mounting, power steering fluid pressure hose contacting the body, or a damaged power steering gear.

CONDITION Belt squeal or chirping when turning the steering wheel lock-to-lock.

CONDITION Squeak or rubbing noise.

Photo courtesy of Monroe

CAUSE Incorrect power steering fluid for the vehicle (for example, using ATF instead of power steering fluid). Also check for bad steering gear seals. Another culprit may be a bent or improperly positioned steering shaft stone shield. Also check for steering column shaft rubbing.

Worn strut bearings, improperly assembled strut, cracked coil spring or faulty upper strut bearing are all variables regarding noises.

Circle 121 on Reader Service Card

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Technical

CONDITION Steering column squeaking/grinding.

CONDITION Sucking air sound.

CAUSE Dry steering shaft bushings, loose or misaligned column shrouds, upper or lower bearing sleeves out of position.

CAUSE Check for lower fluid level, a missing or damaged O-ring on the power steering hose connection or a loose clamp on the fluid return line. An air leak between the fluid reservoir and pump may also be a culprit.

CONDITION Noisy power steering pump relief with fluid temperature below 130 degrees F. CAUSE Power steering fluid flow into the bypass valve in the pump valve housing. Normal condition.

CONDITION Power steering pump whine or growl noise.

CAUSE Low power steering fluid level, aerated power steering fluid. Check for fluid leaks and purge system. Worn power steering pump.

CONDITION Scrubbing/knocking noise.

CAUSE Steering gear contacting adjacent components, worn steering gear internal stops.

Electric power steering (EPS) Some vehicles feature electric power steering systems. For details concerning EPS, refer to the September/October 2015 issue of Auto Service Professional (available on www. autoserviceprofessional.com) for an overview article by contributor Jacques Gordon. â–

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Circle 122 on Reader Service Card

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58 | ASP August 2017

Technical Service Bulletins

Dodge DART REPROGRAM This bulletin applies to 2013-2014 Dodge Dart vehicles equipped with a 2.4L engine, built on or before Feb. 14, 2014. The MIL may be on with DTC P2251 (O2 sensor 1/1 negative current control circuit open).

The fix involves selectively erasing and reprogramming the PCM with new software, using software level release 14.02 or higher.

Using a scan tool (wiTECH) with the appropriate diagnostic procedures available in TechCONNECT, verify that all engine systems

are functioning as designed. If DTCs other than the one listed here are present, record and repair as needed before proceeding.

Install a battery charger to maintain battery voltage above 13.2 and below 13.5 volts.

Reprogram the PCM following procedures available in DealerCONNECT/TechCONNECT. Refer to Group 89 - Electrical > Electronic Control Modules - Service Information > Module - Powertrain Control > Standard Procedures > PCM/ECM Programming.

After PCM reprogramming, clear any DTCs that may have set in other modules.

Ford HARD BRAKE Some 2011 Ford Expedition and Lincoln Navigator vehicles may exhibit an intermittent hard brake pedal feel or firmness after extended cold soak.

Reprogram the PCM to the latest calibration using IDS release 82.10 and higher. Calibration files may be obtained at www.motorcraft.com.

61 | ASP August 2017

Technical Service Bulletins

Audi TINY MYSTERY LEAK This bulletin applies to 2011 Audi A8 With cylinder #4 exhaust valves fully open (at vehicles. The MIL may be on, with no leak found in the EVAP system, and a DTC P0456 maximum lift), the exhaust cam reluctor should be parallel to the rocker cover gasket. (very small EVAP leak) stored in the ECM. New software in the control module (J623) (LE5 only): With the exhaust camshaft posiaddresses the condition. tioned so that the valves for #4 cylinder are Reference the SVM table below to deterat maximum lift (fully opened), the reluctor mine the appropriate SVM update code. If the should be flush/parallel to the rocker cover existing software is already at the new version gasket surface as shown in the photo. If the levels shown below, contact Audi technical reluctor position does not line up correctly, assistance for further instruction. the exhaust camshaft must be replaced.

Model/Engine Old software P/N Old software version New software P/N New software version SVM action code

A8/4.2 FSI 4H0907560A 0006 4H0907560C 0004 02A031

Chevrolet DUMB DESIGN Some 2011 Chevy HHR vehicles may show a Service Engine Soon light on, with DTCs P0016 and/or P0017 stored. This may be the result of a camshaft reluctor that has moved on the camshaft. The reluctor is press-fit and is not indexed/keyed to the camshaft.

An overheat condition may contribute to the concern, causing the reluctor to spin on the camshaft when hot.

The procedure listed here was developed for 2006 and later 2.4L LE5 engines. The reluctor position on other engines may vary. It may be necessary to compare the reluctor position of other engines to a known good engine of the same RPO code. If the engine is timed properly and service diagnosis does not isolate the cause of the concern, perform the suggestions listed here.

To check the exhaust cam reluctor position

Check the intake cam reluctor with #1 cylinder’s valves at maximum lift (fully open).

To check the intake cam reluctor position (LE5 only): With the intake camshaft positioned so that the valves for #1 cylinder are at maximum lift (valves fully open), the reluctor should be flush/parallel to the rocker cover gasket. If not, the intake camshaft must be replaced.

NOTE: Each of the procedures listed here may not detect a small movement in the reluctor. It may be necessary to compare to a known good engine if in doubt. Also note that the cam cover gasket surface does not line up with the same face/slot on the intake and exhaust reluctors. â–

62 | ASP August 2017

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SMP expands Standard and Intermotor lines Standard Motor Products (SMP) has added 109 part numbers to its Standard and Intermotor lines.

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covering 27 accelerator pedal, 12 vehicle speed, and 12 ABS speed sensors. SMP also added 26 switches. Examples include headlight, ignition starter, multi-function, neutral safety, power window, and windshield wiper switches. Also new are 10 transmission control solenoids, eight vacuum pumps, and two variable valve timing components.

STANDARD MOTOR PRODUCTS INC. Circle 142 on Reader Service Card www.aspquiklink.com/14142

Torque fin speeds truck wheel service AME International has introduced the Torque Fin, a torque wrench-stabilizing accessory for commercial fleet tire service. The company says the Torque Fin is the fastest way for one person to torque wheel nuts; it is ideal for service technicians to get off the roadside, yet still provide proper torque. The Torque Fin links to commercial torque wrenches to enable a single person to torque large truck tires.

AME INTERNATIONAL LLC Circle 143 on Reader Service Card www.aspquiklink.com/14143

Next-generation TireMaster software New TireMasterGTX software from ASA Automotive Systems is point-of-sale and accounting software for mid-sized and enterprise-level retail/ wholesale businesses in North America. TireMaster GTX is the nextgeneration of TireMaster software for multi-location tire and auto service dealers.

The company says Windows-based TireMaster GTX is available as an on-premise or hosted data center solution, enabling multi-site dealers and franchises to manage each store from a single, head-office location. At the same time, each location has its own independent application and database.

ASA AUTOMOTIVE SYSTEMS INC. Circle 144 on Reader Service Card www.aspquiklink.com/14144

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Products Mahle has new A/C service unit for R1234yf vehicles The new ArcticPro ACX1250 air conditioning (A /C) service unit by Mahle Aftermarket’s Service Solutions division is designed to economically service R1234yf vehicles. The ACX1250 is designed to increase technician productivity due to its fully automatic program to recover, vacuum, leak test, and charge without command for ease of operation. An external refrigerant identifier minimizes costly refrigerant cross contamination risks. The ACX1250 is designed to recover more than 95% of automobile A/C system refrigerant.

MAHLE AFTERMARKET INC. Circle 145 on Reader Service Card www.aspquiklink.com/14145

Rancho short-arm lift kit accommodates up to 37-inch tires The new Rancho performance 4-inch crawler shortarm suspension kit adds a competitive stance, drivability and performance to popular 2017-07 Jeep Wrangler JKs and Jeep Wrangler Unlimiteds (RS66114B), according to Tenneco. The kits included progressive rate front and rear coil springs; heavy-duty front and rear adjustable track bars; and new fully adjustable upper and fully adjustable extended length, heavy-duty Rancho control arms.

The kit allows for use of up to 37-inch tires and fully integrates with the vehicle’s factory stability controls.

TENNECO INC. Circle 146 on Reader Service Card www.aspquiklink.com/14146

KTI offers new pocket light K Tool International (KTI) has a new pocket light (part no. KTI73270) with a 180 Lumen COB LED light. The company says COB is the newest LED technology in which multiple individual LEDs are packaged together to form one lighting module.

COB LEDs are known for broadcasting light over

a larger area with less glare than regular LEDs. The light can be attached to a pocket, belt or pouch or to a vehicle, tool box or other metal object with the magnetic clip.

K TOOL INTERNATIONAL Circle 147 on Reader Service Card www.aspquiklink.com/14147

A/C leak detection kit comes with rechargeable flashlight The Tracerline TP-8656 air conditioning leak detection kit from Tracer Products features a cordless, rechargeable, violet light LED (light emitting diode) leak detection flashlight with convenient on-board recharging. In addition to the company’s Opti-Pro Plus flashlight, the TP8656 kit includes: an EZ-Shot A/C dye injection gun; R-134a hose/coupler with purge fitting; 8 oz. (237 ml) BigEZ R-134a/PAG multi-dose A/C dye cartridge for servicing up to 64 vehicles; 8 oz. (237 ml) spray bottle of Glo-Away dye cleaner; and smart A/C charger.

TRACER PRODUCTS LLC Circle 148 on Reader Service Card www.aspquiklink.com/14148

Lang Tools offers pinch off pliers Lang Tools’ new Self-Locking Offset Pinch Off Pliers are designed to seal vacuum lines, fuel lines, radiator hoses, and any other flexible materials.

The company says the product line is designed with a self-locking feature that holds after pressure is applied and can be released by simply pulling the handles apart. The offset design allows for better access in hard-toreach areas. The pliers are available in small (#1460), medium (#1470), large (#1480), and a three-piece kit (#1500).

LANG TOOLS Circle 149 on Reader Service Card www.aspquiklink.com/14149

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Products Bosch introduces heavy-duty scan tool Robert Bosch’s new HDS 200 heavy-duty scan tool is designed for aftermarket repair shops that sometimes service Class 4 – 8 trucks and for heavy-duty shops that need a second triage tool or to equip their mobile repair trucks. Bosch says the tool displays and graphs live data from SAE standard MIDS/PIDS along with on-screen definitions of diagnostic trouble codes and is HD-OBD compatible. The tool offers Global OBD II Quick Test for gasoline and diesel engines.

ROBERT BOSCH LLC Circle 150 on Reader Service Card www.aspquiklink.com/14150

Lisle caster camber kit for GM vehicles The new caster camber kit from Lisle includes a double-offset caster wrench for 2007 and newer GM pickups and vehicles with coil spring front suspensions. The kit includes a cam adjusting holding tool to adjust the upper control arm cams found on Chevy and GMC vehicles. The holding tool surrounds the entire perimeter of each cam to provide a no-slip work area when moving the hard-to-reach and often rusty OEM cams. The company says the 14-1/2-inch/21 mm wrench can be used from the bottom side of the vehicle instead of reaching through the wheel well.

LISLE CORP. Circle 151 on Reader Service Card www.aspquiklink.com/14151

New Liquid Wrench penetrant and lubricant has LED light RSC Chemical Solutions’ new Liquid Wrench Pro Penetrant and Lubricant features exclusive FlashSight LED (light emitting diode) technology. A built-in LED light located directly above the spray

nozzle enables users to see where they spray and improves accuracy in low-light areas. A locking on-and-off collar provides convenient, no-mess storage and there are two spray options: with or without a straw.

RSC CHEMICAL SOLUTIONS Circle 152 on Reader Service Card www.aspquiklink.com/14152

VSG debuts Rotary wheel balancers The new line of Rotary wheel balancers from Vehicle Service Group (VSG) ranges from a 3D electronic wheel balancer to a manual model. The R180 Pro 3D Auto Wheel Balancer has automatic wheel dimension sonar and a laser rim profile scanner. The R155 Pro 3D model has interactive inputs that guide the operator. The R138 Shop 2D Wheel Balancer is an entry-level computerized balancer with a small footprint and low rotational speed. The R122 Hand Spin model delivers precision balancing at low rotational speeds using a hand crank or by manually spinning the wheel.

VEHICLE SERVICE GROUP Circle 153 on Reader Service Card www.aspquiklink.com/14153

Stant coolant temperature sensors Stant USA’s new line of coolant temperature sensors measure temperature changes within a vehicle’s cooling system. The company says this continuous measurement is sent to the vehicle’s powertrain control module to help manage fuel injection, ignition timing, variable valve timing and transmission shifting. Engineered using exact specifications of leading vehicle manufacturers, Stant coolant temperature sensors have fewer components, making them lightweight, cost effective and easy to install. The company offers more than 90% coverage for domestic and import applications.

STANT USA CORP. Circle 154 on Reader Service Card www.aspquiklink.com/14154

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Products Mac Tools’ brushless impact driver kit The 20V ma x 1/4 - i n c h h e x drive BL-spec brushless impact driver kit from Mac Tools comes with a tool bag, charger, 2.0 amp hour battery and 4.0 amp hour battery. Features of the cordless impact driver include 250 ft.-lbs. max breakaway torque, 1/4-inch quick-change hex collet, 3-point LED light and variable speed trigger. The impact driver is compact, measuring 5.53 inches from front of anvil to back of the body.

MAC TOOLS Circle 155 on Reader Service Card www.aspquiklink.com/14155

isolator seal, which is subject to failure on the original equipment, according to Arnott. The fully assembled air strut plugs directly into the vehicle’s electronic connector and eliminates fault codes.

ARNOTT INC. Circle 157 on Reader Service Card www.aspquiklink.com/14157

Eco-Absorb safely cleans spills

Midtronics battery diagnostics Midtronics’ new DSS-5000 Battery Diagnostic Service System features Conductance Profiling, a patented technology designed to provide more, and deeper, information about battery state of charge and state of health than available via either traditional load or conductance testing. The DSS-5000 supports diagnostics for conventional lead-acid, AGM and EFB batteries and advanced vehicle systems, including start-stop. The touchscreen provides easy system navigation.

MIDTRONICS INC. Circle 156 on Reader Service Card www.aspquiklink.com/14156

Arnott adds strut for Mercedes-Benz Arnott has released a new, not remanufactured, aftermarket air suspension strut (AS-2820) for the front of the 2007-2013 Mercedes-Benz S-Class (W221 Chassis) with AirMatic and without 4Matic. The AS-2820 features a new custom-valved shock absorber assembled with a durable new Continental ContiTech rubber air spring bladder. The strut has no lower

Eco-Absorbent Technologies’ Eco-Absorb absorbent is made from an all-natural, non-toxic earth compound. The company says spill cleanup can be done safely and quickly so work can resume with no hazardous dust, slick residue, or lifting of heavy bagged absorbents. Eco-Absorb can be used safely without worry of inhalation, and will remain dust-free even when exposed to the open air indefinitely. Eco-Absorb also indicates a substance is hazardous by changing color.

ECO-ABSORBENT TECHNOLOGIES INC. Circle 158 on Reader Service Card www.aspquiklink.com/14158

Hunter adds Quick Tread console Hunter Engineering has released a space-saving console designed to run a fully automatic Quick Tread inspection lane.

Hunter’s Quick Tread inspection technology automatically measures tire tread depth and captures vehicle identification in seconds as motorists drive into the service lane. The compact console provides a clean installation virtually anywhere in or nearby the service drive. The console can be connected to a network printer at the service desk to provide customers inspection result printouts.

HUNTER ENGINEERING CO. Circle 159 on Reader Service Card www.aspquiklink.com/14159

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Products E-ZOIL hand cleaner and shop wipes E-ZOIL Products has introduced a hand cleaner and a combined hand, tool and surface towel for professional technicians. New Hardy Hands uses a high-performance formula with natural ingredients. The company says walnut shell scrubbers quickly eliminate dirt and grime and six lotions leave hands soft and clean with a fresh citrus aroma. Hardy Wipes is a combined hand, tool and surface towel. The product uses the same high-performance formula in Hardy Hands to remove dirt, grime, grease, oil, tar and many other soils. The two-sided towel has an abrasive side to cut through soils and a smooth side to wipe surfaces clean.

E-ZOIL PRODUCTS INC. Circle 160 on Reader Service Card www.aspquiklink.com/14160

Meyle releases Porsche control arm repair kit New Meyle Original brand control arm kits for Porsche models include a full set of mounting parts. Hamburg-based manufacturer Meyle AG says it is currently the only aftermarket supplier to offer full-service kits for the Porsche control arm repair. Featuring bolts and nuts carefully matched to one another, the new kits provide repair professionals with every component required for spare part assembly from a single box. The kits cater to the Porsche 911, Boxster and Cayman models.

MEYLE AG Circle 161 on Reader Service Card www.aspquiklink.com/14161

Gates adds retractable air hose reels Gates has released two variations of a retractable air hose reel. The first air hose reel is a multiuse, fully enclosed

automatic reel that allows the hose to be reeled out and stopped or rewound at any point. Its gradual return feature ensures no uncontrolled rewind. The second reel is an indoor/outdoor heavy-duty reel with a heavyweight dual supporting arm. Both reels come with Gates’ 50-foot hybrid polymer air hose.

GATES CORP. Circle 162 on Reader Service Card www.aspquiklink.com/14162

VMAC air compressor for Ford vans The latest Van Series air compressor from VMAC is designed for Ford Transit EcoBoost commercial vans. The Underhood30 air compressor offers up to 30 cfm at 100% duty cycle. VMAC says the new air compressor is attractively priced and is the best choice for operators using air tools for light duty applications. Weighing just 62 pounds, the VMAC Underhood30 rotary screw air compressor is lightweight and compact.

VMAC Circle 163 on Reader Service Card www.aspquiklink.com/14163

Continental has VDO Flex Fuel Sensors for GM vehicles VDO OEM Direct Flex Fuel Sensors from Continental Commercial Vehicles & Aftermarket are the exact OEM part as supplied to General Motors worldwide. Coverage includes specific models of: Cadillac ATS, SRX and XTS; Chevrolet Avalanche 1500, Caprice, Captiva Sport, Express 2500/3500/4500, Equinox, Impala, Impala Limited, S10, Silverado 1500, Suburban 1500 and Tahoe; Buick LaCrosse, Regal and Verano; and GMC Savana 2500/3500/4500, Sierra 1500, Sonoma, Terrain, Yukon and Yukon XL 1500.

CONTINENTAL COMMERCIAL VEHICLES & AFTERMARKET Circle 164 on Reader Service Card www.aspquiklink.com/14164

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Products Permatex unveils Optimum Gasket Maker line The new Optimum Gasket Maker line from Permatex is engineered for maximum performance under high stress and extreme temperatures. The company says Permatex Optimum Grey Gasket Maker provides superior adhesion and is capable of withstanding high torque loads and vibration while offering maximum temperature resistance up to +700 degrees Fahrenheit. Permatex Optimum Black Gasket Maker is designed for use on lighter and more flexible engine components adopted by manufacturers to improve fuel economy.

PERMATEX Circle 165 on Reader Service Card www.aspquiklink.com/14165

Coast has rechargeable flashlight The new Polysteel 600R rechargeable LED flashlight from Coast Products projects a beam distance of up to 810 feet (247 meters). It comes with a high-quality lithium rechargeable battery pack, and standard alkaline batteries can also power the light. The company says patented Pure Beam Optics System with proprietary technology produces a pure, bright consistency across the entire beam, whether it is in “Bulls-Eye Spot” mode or “Ultra View Flood Beam” mode. The Polysteel 600R is available in black, blue, green, red and orange.

COAST PRODUCTS INC. Circle 166 on Reader Service Card www.aspquiklink.com/14166

OTC tool speeds heavy-duty service Bosch Automotive Service Solutions has introduced the OTC Hendrickson Front Suspension Bushing Tool Set for heavy-duty applications. The company says the new tool removes rusted and frozen heavy-duty front suspension bushings easily and faster than traditional heat-and-beat methods. The tool,

which is used without removing suspension parts from the vehicle, significantly reduces time spent on bushing service. Adapters help to align the tool to ensure proper bushing installation, reducing the possibility of misalignment or damage. A 25-ton high-force cylinder is included. The tool set is available with an air/hydraulic pump for expedited bushing service.

BOSCH AUTOMOTIVE SERVICE SOLUTIONS Circle 167 on Reader Service Card www.aspquiklink.com/14167

CRP offers Rein exhaust sensors for Audi and Volkswagen CRP Automotive offers Rein Automotive OE quality exhaust sensors for Audi and Volkswagen 20092015 4 cycle 2.0 and V6 3.0L diesel engines used in A3, Q7, Beetle, Golf, Jetta, and Passat models.

The company says these sensors accurately monitor the vehicle’s exhaust gas temperature with millisecond response times. This enables the engine control unit to properly regulate exhaust gas after treatment and control the engine conditions to maximize fuel economy, minimize emissions, and protect the engine from overheating.

CRP AUTOMOTIVE Circle 168 on Reader Service Card www.aspquiklink.com/14168

ESCO adds mobile lifting systems Equipment Supply Co. (ESCO) has added the MiniLift series of mobile lifting systems to its product offerings. The company says the MiniLift Classic (model #92050) is a uniquely designed portable lifting system that allows for easy lifting of the vehicle in any service or body shop environment using a pneumatic air inflated lifting system and support stands. The MiniLift Lift & Move (model #92055) allows technicians to lift and sustain the load of the vehicle all while completely moving the vehicle on a trolley.

EQUIPMENT SUPPLY CO. Circle 169 on Reader Service Card www.aspquiklink.com/14169

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OTC DIAGNOSTICS POWERED BY BOSCH

PROFESSIONAL REPAIR AND COLLISION DIAGNOSTICS • Faster, accurate diagnostic reporting with Evolve‘s dual cameras to document damage, on-tool wiring diagrams and wireless, J2534 VCI • Dynamic and static recalibration instructions for forward-facing collision avoidance systems • All-system diagnostic code scan for pre and post-scan vehicle report

• Wi-Fi enabled to wirelessly print, send and save reports for customers or insurers • Newest Bravo 2.10 software includes 30 million likely repairs and other troubleshooting tips • Optional 3914 tester wirelessly tests battery, starting and charging systems with Bravo 2.10 software

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