ADVERTISEMENT
Auto Service Professional ®
April | 2018 | Vol. 8, No. 2
‘A woman’s touch’
GDI OVERVIEW Air Conditioning DIAGNOSTICS & SERVICE
BETTER BRAKES SOLUTIONS
Circle 101 on Reader Service Card
April | 2018 | Vol. 8, No. 2
Technical Page 14 Gasoline direct injection systems Diagnosing and servicing GDI
Page 26 Best practices for air conditioning service Tips for servicing today’s increasingly complex A/C systems
Page 40 Avoiding brake service comebacks A few common fixes to create satisfied customers
Business Reader profile Page 24 Judy’s Automotive: Vehicle service ‘with a woman’s touch’
Departments Straight talk
Quik-Link
Towing the line | Page 4
Your connection to free information | Page 50
Letters
Technical Service Bulletins
Readers comment on rant about engine covers | Page 8
From a Subaru brake stroke to Dodge Nitro nonsense | Page 53
Tech tip
Products
Replacing a TIPM in a 2007 Jeep Compass | Page 10
New and innovative equipment for your tool chest and shop | Page 55
3 | ASP April 2018
Straight talk
Towing the line Mike Mavrigian | Editor
Q
uite often, vehicles enter your shop which feature a trailer hitch (bumper hitch, frame-mounted hitch receiver). This should alert you to that fact that the customer may, on occasion, be using their vehicle to tow a recreational or commercial trailer. Granted, many light trucks often feature a hitch receiver as standard equipment and may never be used. Regardless, it’s not a bad idea to discuss this with the customer. You may find that only a light utility, boat or motorcycle trailer is pulled on rare occasions, or you may discover that the customer routinely pulls a heavier open car trailer (transporting a collector car), an enclosed car, horse or commercial trailer. If heavy tongue weights are involved, this can affect front wheel alignment and related premature tire wear. Discussing towing issues with the customer can lead to increased business for the shop in terms of wheel alignments, shocks, springs, brake system repairs or upgrades, as well as the potential for tire sales. During your talk with the customer, you may find that they experience a “light” steering condition and wandering at highway speed. Excessive trailer tongue weight results in uneven weight distribution between the tow vehicle’s front and rear axles. Reducing front end weight causes the steer axle wheels to disturb toe and camber angles, resulting in less-thanefficient tire contact patch to the road surface and uneven and premature front tire wear. If the towing trips are rare and involve relatively short distances, this may not be an issue. However, if the towing scenario involves long distances and/or frequent towing (where the vehicle is primarily used
for towing), options to increase vehicle stability and tire life might include the addition of weight distribution bars on the trailer A-frame in an effort to maintain proper ride height, increase steering feel and reduce tire wear. If the rig will experience an extended distance trip (let’s say the customer plans to tow cross-country), you might consider adjusting the front wheel alignment to compensate for the added tongue weight. Once the customer has returned from the trip, wheel alignment could then be re-adjusted for non-towing use. Even with properly operating trailer brakes, the tow vehicle’s brakes experience a more severe workout, especially when braking during a steep downhill situation. Unfortunately, trailer brakes are notorious for glitches. In the event of poor performance of the trailer brakes, or failure of the trailer brakes, the vehicle’s braking system will bear the brunt during slowdowns and stopping. If the customer notes that he’s had a hard time stopping during trailering, and/or even when driving the vehicle without the trailer attached, the brake system should be inspected for condition, including pad and rotor wear, rotor glazing and cracking, signs of overheating, etc. If you see a trailer connection on a customer’s vehicle, take a few minutes to discuss this with the customer. If he or she has experienced no problems, fine. But bringing up this topic just might provide the opening for the customer to then relate issues that they’ve had, which can lead to both helping the customer and generating additional service work. ■
4 | ASP April 2018
Circle 102 on Reader Service Card
www.autoserviceprofessional.com
Resources
24/7 RESOURCE
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 Bill Fulton/ASE Master Tech Edwin Hazzard/Mobile Tech Specialist
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, Seville, 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@omeda.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
6 | ASP April 2018
Circle 103 on Reader Service Card
Letters
Readers comment on rant about engine covers Hi, Mike,
Hello, Mike, I’ve been reading your columns for years and I read your editorial in the February 2018 edition of Auto Service Professional with great interest! Be careful with trashing plastic engine covers. They do serve a very valuable function — they suppress engine noise. This is especially important on gasoline direct injection vehicles. The mechanical pump and injectors make lots of noise. That’s why the cover has lots of foam on the underside, to quiet things down. I mention this because, at the dealership I work at, we’ve had the lube kids forget to reinstall the covers numerous times. The customer is back in no time complaining of strange underhood noises that weren’t there before you touched it! As for the teenage snowflake that can’t change a flat tire in the TV ad you ranted about, “Liberalism is a mental disorder.” Todd M. Technician
As a technician, I feel the same way about these engine covers, but one threw me for a loop. A late model Nissan pickup had to have the cover removed to replace a sensor (see photo at left). The cover was held on by three mounts — two on the right side and one on the left. The two on the right let the cover loose very easily, but I was having a difficult time with the other one not giving up the cover. I twisted and tugged with that last one. Finally I heard a small crack/snap sound and off came the cover. The snap sound was the plastic valve cover that had the mount attached to it. The mount came off with the cover and now was a gaping hole in the cover. I never thought that could happen. Sometimes these covers are more seriously mounted than we think. I learned from that. Stephen S. Master Technician
Hi, Mike, Thank you for your rant! I have to relate the story of a guy with a Chrysler product who insisted that I neglected to re-install the engine cover on his car. He wouldn’t believe me — I finally had to call the dealership to prove to him that his particular year/model car never had one! The other thing I have found is it makes a really nice house for rodents so they can chew up all the wiring underneath! Keep up the entertainment! Judy Mayne, Owner Judy’s Automotive San Rafael, Calif. (Editor’s note: See our Business Profile on Judy’s Automotive on page 24.)
8 | ASP April 2018
LONG L ASTING
DURABILITY
100% NEW, NOT REMANUFACTURED STARTERS • High-strength armature connections guarantee consistent and reliable starting • The highest power and cranking torque to handle the toughest starting conditions
ALTERNATORS • Industry-leading electronics eliminate common failures caused by voltage spikes • High performance copper windings generate optimal electrical output AVAILABLE EXCLUSIVELY AT
Parts Payoff rewards you for purchasing and installing the O’Reilly brands you know and trust.
IT’S FAST, SIMPLE AND FREE! For full program details visit FirstCallOnline.com
Circle 104 on Reader Service Card
FirstCallOnline.com ADV 1262
Technical
Tech tip Replacing a TIPM in a 2007 Jeep Compass
A
number of Chrysler vehicles equipped with a TIPM (totally integrated power module) experience any of a number of system failures due to all circuits running through this one fuse/relay box, located underhood. The issue appears to include models years 2007-2017. We recently ran into a prime example involving a 2007 Jeep Compass (2.4L) with a
multitude of issues including a non-working left headlight, no brake lights, no horn, intermittent wiper, A/C and radio faults and ESP (electronic stability program) warning light on the dash. In addition, the engine experienced intermittent no-starts and unexpected engine shut down during idle. The problems seemed to narrow down to a faulty TIPM. On the Compass, this is located underhood at the left side, next to the battery. This box contains all vehicle fuses and relays. Apparently, a printed circuit board inside the unit tends to have issues due to voltage spikes, age and vibration. The factory replacement costs approximately $1,000, which is a heavy hit for anyone’s wallet. Luckily, Cardone offers a quality reman unit that ranges from The TIPM for our 2007 Jeep Compass example is P/N 73-1504, All new fuses are already loaded about $300 to $500, depending in the reman TIPM. No need to since the vehicle was built in on the vehicle build date. In swap fuses from the old unit. January 2007. If built prior to the case of the Compass, if the June 12, 2006, the P/N is 73-1533. vehicle was built before June 12, 2006, P/N 73-1533 is required. If built after June 12, 2006, the correct P/N is 73-1504. The reman TIPM even includes all fuses and relays, pre-installed. The reman process involves updating both hardware and software, 100% re-soldering of critical components to eliminate intermittent failures, followed by automated computer testing. Connectors are all located on the Luckily, the required labor is underside of the TIPM. The three minimal. Disconnect the negalarge connectors on the underside of the high side feature lever tive battery cable, and simply locks. The connections on the unplug all connections from the The original TIPM pops loose longer wised are color coded for from its snap-in retainers. The underside of the unit. Note that easy placement. factory harness is not very long. the three large white connectors All connections are reasonably feature lever locks. Use a flat accessible except for the large blade screwdriver to push the white connector closest to the red locking tabs into the unlock front of the vehicle. 10 | ASP April 2018
DESIGNED SO YOU CAN MAKE A RECOMMENDATION WITH NO HESITATION.
Introduce Your Customers to the Evolution Tour from Cooper. ™
®
Your customers count on you to recommend tires they can trust to deliver confidence on the road. The new, all-season Evolution Tour™ from Cooper ® is designed to do just that, providing an outstanding value and up to a 65,000-mile warranty for long-lasting performance, no matter the season. We’re backed by over 100 years of experience, so you can Count on Cooper ® to help your customers safely travel the road mile after mile.
count on cooper.® An American Company Since 1914. coopertire.com
Circle 105 on Reader Service Card
Technical
With the negative battery cable already disconnected, remove the power connection from the TIPM (notice the heavy gauge red wire). This is secured with a single nut, requiring a 13 mm socket wrench.
The large connectors feature red locking tabs. These must be pushed into the unlock position. These are difficult to move with your fingers, so a flat blade screwdriver can be used. Once the red tabs are pushed into the unlock position, flip the white lever lock and remove the connector from the TIPM.
Each of the larger connectors on the high side of the box is designed to fit its specific terminal connection, so there’s no chance of incorrect placement.
position, then swivel the white lever away Before attempting to start the engine, a brief and disconnect the connector. The smaller initialization is required. Turn the ignition connectors are color coded (colors indicated switch to the RUN position and wait 12 on both the TIPM housing and on each conseconds. This allows the TIPM to collect the nector), so there’s no need to mark them for necessary vehicle configuration and VIN data position. Using a 13 mm socket, remove the from the CCN and PCM. After 12 seconds, power cable from the housing. turn the ignition switch to Remove the old TIPM. NOTE: the OFF position. Next, turn The large connector (with the ignition switch to the ON white lever lock) at the front of position and verify system the unit’s underside is someoperation (lights, wipers, etc.). what difficult to access due to Use your scan tool to erase the short wiring harness (not any stored DTCs. much room to pull the unit up This was an easy repair that for easy access). took about 20 minutes. The The reman TIPM is ready only tools required included a to go out of the box, with all 10 mm socket for the battery fuses already in place. Install terminal, a 13 mm socket for all connectors, making sure to the power connection nut push the red locks on the large at the TIPM and a flat blade connectors into the locking screwdriver and, of course, a position and swivel the white scan tool. lock levers into their locked Remans, such as those positions. offered by Cardone, are tested Once all connections have for faults and completely Snap the TIPM into place, been achieved, fully install reconditioned and reportedly install the cover, connect the are more durable than the the TIPM (it snaps into place). battery negative cable, and Connect the negative battery perform the brief reset using original factory units. It’s an terminal, being careful to avoid the ignition key. The entire easy fix that saves the cusjob took about 20 minutes. sparking. tomer hundreds of dollars. ■ 12 | ASP April 2018
POWERFUL , BECAUSE LOOKS AREN’T EVERYTHING.
HANDSOME, IN CASE THEY ARE.
Our new line of batteries is coming, with a brand new look. Designed inside and out to deliver industry-leading reliability for even the most demanding drivers. Learn more at www.interstatebatteries.com/reliability
COMING SOON Circle 106 on Reader Service Card
Technical
Gasoline direct injection systems Diagnosing and servicing GDI
By Bill Fulton
F
or those of you who can recall when the manufacturers first came out with the port fuel injected systems, you will remember it wasn’t long before we saw some predictable problems surface on these vehicles, such as olefin and diolefin buildup on the pintle area of the injector causing a restriction. We have all done the chemical cleaning process through the injector rail to improve or eliminate the common lean conditions. In addition, carbon buildup on the back of the intake valves was also a common problem. If you can recall, the European manufacturers used a walnut shell blasting unit to clean these valves. With the introduction of deposit resistance injectors (DRI), the pintle restriction has been greatly improved, but not completely eliminated. Due to the efforts by the American Petroleum Institute (API), the Society of Automotive Engineers (SAE) and the Environmental Protection Agency (EPA), modern-day toptiered gasoline detergent additives have been increased to nearly eliminate this problem. Have you noticed over the last few years that
Photo: Thinkstock
Gasoline direct injection (GDI) introduces the fuel charge directly into the combustion chamber instead of via an intake runner. GDI systems differ in terms of operation and operating voltages. Servicing these systems involves diagnostic and repair challenges and precautions unique to GDI. In this article, Bill Fulton offers insight to aid in understanding these issues. when the OE manufacturers come out with a new system, there always seems to be new problems that surface over time and mileage? That’s truly the case here when addressing the modern-day gasoline direct injected (GDI) systems. But before we address these predictable problems, let’s look at the dynamics of these systems.
The fuel tank Let’s begin at the fuel tank. There is a low side supply side and a high pressure side of the GDI systems. There are two systems known as mechanical returnless systems and electronic returnless systems. On the mechanical returnless systems the supply side fuel pressure regulator is in the tank and part of the fuel pump module. To my knowledge, GM is the only manufacturer that still supplies a conventional fuel pressure test port to check for low side supply pressure with the conventional fuel pressure test port. Go figure. Ford supplies some through model year 2010, only to eliminate it in model year 2011. A T-fitting adapter can be purchased from the OTC people to manually use your conventional fuel pressure test gauge. Normally, the low side supply pressure will usually range between 50
14 | ASP April 2018
Circle 107 on Reader Service Card
Technical
to 60 psi. The interesting thing is that the GDI systems are designed to actually start and run from low side pressure, albeit not very well. Even before returnless systems were introduced, the probability of having a fuel pressure test port has decreased over the years. If you can recall, the Honda PGMFI systems had a tab in the fuel pressure pulsator that would extend when system pressure was reached. On other systems it was truly a challenge to figure out how to manually test fuel pressure. On the Ford electronic returnless systems, there is no fuel pressure regulator. Fuel pressure is controlled electronically by a fuel pump control module. The control module hammers the pump with system voltage or ground side controls the pump at 9,500 times a second. The PCM sees the engine load and increases the duty cycle signal to the fuel control module circuit. The GM fuel pump control module will supply system voltage to the pump at 25,000 times a second. When the fuel pump control module wants to increase the low side pressure it simply increases the on time on a duty cycle scale to the pump. At any engine load condition the frequency signal never changes, but the duty cycle signal will increase as engine load and demand for low side fuel pressure increases. The PCM reads the engine load and uses the bus circuit to communicate
Figure 1: Fuel trim. Having numbers above 1 means that the fuel pump control module is increasing the duty cycle command to keep the low pressure readings within spec. Numbers below 1 indicate that the fuel pump control module is reducing the duty cycle signal to keep low side fuel pressure within spec.
this duty cycle signal to the fuel pump control module. These duty cycle signals can be seen from the scan tool. As engine load increases so, too, will this signal. In addition, on GM systems there are two new scan tool parameters that are valuable in detecting weak or bad fuel pumps. They are known as short term fuel pump trim and long term fuel pump trim. If all is well on the low pressure supply side the values will be very close to 1. Having numbers above 1 means the fuel pump control module is increasing the duty cycle command to keep the low pressure readings within spec. Numbers below 1 indicate that the fuel pump control module is reducing the duty cycle signal again to keep low side fuel pressure within specs (see Figure 1). The Ford electronic returnless systems also use a fuel pump control module. The Ford PCM reads the engine load and communicates a fuel pump control (FPC) signal in a duty cycle scale. For example, let’s say at idle under no-load conditions, your scan tool indicates a 30% duty cycle command from the PCM to the fuel pump control module. The Ford fuel pump control module will internally double this value and turn the pump on 60% on and 40% off. The voltage to the pump from the fuel pump control module is sent at 9,500 times a second. Ford fuel pumps are either ground side controlled or feed side controlled by the fuel pump control module. Obviously, as engine load increases, the duty cycle signal is increased but the frequency signal remains constant. On both Ford and GM systems the fuel pump control modules have the responsibility of detecting electrical faults and relaying these to the PCM. The Ford systems use a dedicated fuel pump monitoring (FPM) circuit to communicate these faults. The GM systems will use the two wire high speed bus circuit for communication between the PCM and the fuel pump control module. The good news is that on these electronic returnless systems, there is a three-wire low pressure sensor that reports low side fuel supply to the fuel pump control module, meaning that we can read this value from the scan tool.
16 | ASP April 2018
Technical
Keep in mind that these systems actually came out as early as 1998 on a couple of Ford PFI systems. GM also used these systems as
early as 2007 on some of their PFI systems. NOTE: On the Ford system, the fuel pump control module supplies the ground for the fuel pump and the module together. On the F-series pickup this aluminumhoused module in mounted to a steel cross member. Dissimilar metal corrosion takes effect and you lose the fuel pump ground. Ford actually has a TSB fix for this problem. On GDI systems you will have either version. For initial diagnostics, supply side pressure to the high pressure pump must be checked first (see Figure 2). The top scan tool graphic is low side supply pressure at about 60 psi. The bottom Figure 2: The top scan tool graphic shows low side pressure at about graph is high side injector 60 psi. The bottom graph shows high side injector rail pressure. At frame 17, we performed a WOT power brake. Note that the high side rail pressure. At frame 17 we did a WOT power brake pressure reached 9.8 mega pascals.
If you think we sell high-quality hose,
YOU’RE ONLY
1/3 RIGHT. Rein Automotive is your dealer alternative for anti-vibration, cooling system, and power steering components.
Brought to you by:
TO LEARN MORE, VISIT REINAUTOMOTIVE.COM Š CRP Industries Inc. All rights reserved.
17 | ASP April 2018
Circle 108 on Reader Service Card
Technical
side fuel rail pressure to the PCM. This PID is available on the scan tool. The scan tool will show the command signal to the control solenoid. GM shows this on-time in degrees of crank rotation, although I have seen some aftermarket scan tools convert this to a duty cycle scale (see Figure 3). The top scan graphic is the duty cycle signal from the PCM to the high pressure pump control solenoid in a duty cycle scale. The bottom scan graphic is the command to the high presFigure 3: The top scan here shows the duty cycle signal from the PCM sure pump control solenoid to the high pressure pump control solenoid in duty cycle scale. The in degrees of crank rotation. bottom graph shows the command to the high pressure pump control solenoid in degrees of crank rotation. At frame 10 we performed At frame 10 we did a WOT a WOT power brake. Note the increase in both parameters. power brake. Note the increase in both parameters. condition. Note that the high side pressure Ford and other manufacturers show this value reached 9.8 mega pascals. The conversion to in a duty cycle scale. psi is to multiply 9.8 X 145 equals 1,421 psi. Depending on your scan tool you may be Under WOT conditions at 5,000 rpm this able to bidirectionally control this solenoid pressure will exceed 2,000 psi. by commanding a higher on-time which The supply side system supplies low side fuel should increase the high side pressure. Keep pressure to the high pressure pump that is in mind you will have to bring up the rpm as driven from the camshaft. This high pressure you use this function in your bay. The control pump has an integrated control solenoid that solenoids have very low resistance values, is controlled by the PCM. The solenoid is around .5 ohms, so the PCM will hammer the spring loaded open, and duty cycle controlled solenoid 6,000 times per second (on/off) to to close in order to raise high side pressure in limit the current flow. the injector rail. As with the fuel pump control, the PCM Ford uses four lobes on the camshaft simply increases the on-time to ramp up high whereas the other manufacturers use three side pressure. The PCM on both systems lobes on the camshaft. A cam follower is supply both the voltage and ground for these used to mechanically connect the pump to solenoids. The circuit codes for these systems the camshaft. When removing the pump are very robust. To limit the current flow the always remove the cam follower and check signal is frequency controlled by the PCM. On for concave signs of wear where most likely GM vehicles if the high side pressure line is the cam lobes are worn as well. This would removed, replace it and do not reuse it. Ford prevent full piston travel of the pump, thus says that if the high side fuel pressure sensor is creating a loss of fuel pressure on the high removed, it must be replaced with a new one. side. This problem is well documented on Lean conditions are a common problem some European vehicles. from a bad high pressure pump. In addition In addition, a high side fuel pressure sensor there have been cases where the high pressure mounted on the injector rail reports high pump leaks fuel into the crankcase, so always 18 | ASP April 2018
MS908
MSELITE
MS908CV
MS908P
MS906TS
MS906BT
TS608
AUTOMOTIVE INTELLIGENCE
MX808
CONSTANTLY UPDATE MAXISYS FOR CURRENT VEHICLE COVERAGE
DIAGNOSTIC PRECISION
UPDATE SOFTWARE REGULARLY FOR MOST ACCURATE TOOL FEATURES REGISTER TOOL AFTER PURCHASE FOR
1YR FREE
SOFTWARE UPDATES
LIMITED WARRANTY & FREE SOFTWARE UPDATES EXPIRE 1YR AFTER REGISTRATION
PURCHASE FROM LOCAL TOOL DEALER FOR BEST PRICE
EXTEND INITIAL YEAR OF COVERAGE WITH
YEAR-TCP TOTAL
CARE
PROGRAM
PURCHASE TO EXTEND MAXISYS
WARRANTY & SOFTWARE SUBSCRIPTION ONE YEAR
TCP COVERS YOUR M A XISYS INVEST MEN T FOR REPAIR OR REPL ACEMEN T IF THE TOOL FAILS TO PERFORM.
DON’T WAIT FOR INITIAL YEAR EXPIRATION
DIGITAL
ACTIVATE TCP SUBSCRIPTION BEFORE UPDATES EXPIRE TO LIMIT DOWN TIME AND ENSURE CONSTANT VEHICLE COVERAGE
DELIVERY
NEW SAME DAY ORDER & ACTIVATION
DIGITAL SUBSCRIPTION NUMBER PROVIDES QUICKER PURCHASE TO LIMIT DOWN TIME ASK YOUR LOCAL TOOL DE ALER
TRAINING V IDEOS
@AutelTools https://www.youtube.com/auteltools
SUPPORT QUESTIONS? CONTACT AUTEL BY PHONE, EMAIL OR LIVE CHAT
Circle 109 on Reader Service Card (855) 288-3587 maxitpms.com
autel.com Register and update tools for latest coverage © 2018
Autel Intelligent Technology Inc.
Follow Us @AutelTools
Technical
check the oil level on these systems. Before breaking any fuel lines on these systems, either remove the fuel pump fuse or remove the fuel pump relay and crank the engine over until the engine stalls and high fuel pressure is relieved. Before Ford came out with their GDI systems, they were using electronic returnless systems as early as 1998. On the injector rail is a three-wire fuel rail pressure sensor. It also had a vacuum line hooked to a manifold vacuum source. The engineering idea here is that the PCM can see the exact fuel pressure drop across the injectors. The rule is that for every 2 in. of vacuum, the tips of the injectors that are exposed to it will increase the pressure drop across the injectors 1 psi. For example, at 18 in. of vacuum, the pressure drop across the injectors will increase by 9 psi. If the rail pressure reads 35 psi, the scan tool will read 44 psi. The fuel pressure gauge readings and the scan tool fuel pressure readings will never be the same. One problem we have seen on these systems is that the sensors are known to leak fuel pressure into its vacuum source, causing rich conditions
and negative fuel trim corrections. In this case, by unplugging the vacuum source and noting fuel trim values corrected verifies a leaking sensor. On the GDI systems, the injectors cannot operate with 12 volts as in conventional PFI systems. The injectors are charged by capacitors inside the PCM with 65 volts. Two injectors are charged at a time but only one injector is supplied with a ground by the PCM via the sequential firing order of the injectors. When diagnosing a no-start, where you have ignition and fuel pressure, the need to check the injector drive circuit would be necessary. Noid lights and test lights would not work. In addition, access to the injectors would require a top engine tear-down. The easy access would be at the PCM or at the wiring harness. When viewing a voltage trace, a two-channel scope would be needed. One channel would go to one wire to the injector while the other channel lead would go to the other wire. During cranking you would see 65 volts on both channels. When the PCM wants the injector to be energized, the PCM will again supply the ground (see Figure 4). A low inductive current probe was clamped around the injector control wire. The amperage values on these GDI injectors vary between 8 and 12 amps. On this GM GDI system peak current flow reached 12 amps before the PCM modulates the ground to limit the current flow. The voltage trace on the right shows that the PCM capacitively charged the injector with 65 volts. The resistance values of the GDI injectors are very low in the range of 1.5 ohms. Removing Figure 4: When the PCM wants the injector to be energized, the the injectors will require PCM will again supply ground. A low inductive current probe was a small slide hammer tool. clamped around the injector control wire. The amperage values on In addition, a bore brush these GDI injectors vary between 8 and 12 amps. On this GM GDI system, peak current flow reached 12 amps before the PCM modu- would be needed to clean the injector bore. Remember, the lates ground to limit current flow. The voltage trace on the right shows that the PCM capacitively charged the injector with 65 volts. injector is inserted into the 20 | ASP April 2018
Circle 110 on Reader Service Card
Technical
combustion chamber, so you must replace the seal. A special tool is needed to install a new injector compression seal. There are some common problems on these GDI systems that have started to surface. Number one is carbon buildup on the tip of the injector causing a reduced and distorted injector spray pattern resulting in a lean density misfire. The number two problem is carbon deposit
Figure 5: Example of a GDI application. Notice the injector exposed to the combustion chamber between the two intake valves.
buildup in the combustion chamber which can raise the compression ratio and can glow red hot causing spark knock. Most modern GDI systems will retard spark timing per cylinder in the event that detonation is detected from individual cylinders. On GM systems you will have scan data for this problem from each individual cylinder. The third most common problem involves carbon buildup on the back of the intake valves. Remember, we no longer have the solvent effect from fuel pulsed to the back side of the intake valves. This problem is caused by crankcase fumes from vaporized oil molecules sucked through the PCV system. Synthetic or semi synthetic oils reduce this possibility. Of course, we all have customers who neglect the recommended oil change
intervals and the recommended specific type of oil. The fourth problem becomes more serious, with carbon deposit buildup in the top compression ring land of the piston. This prevents the top compression ring from expanding, resulting in blow-by and loss of compression. In my opinion, these problems can be adequately addressed by an extended chemical soaking. The idea here is to allow an extended soaking period, as in overnight, to allow the chemical to break the molecular bonding of the carbon. Obviously, this will not remove all deposits, but by giving it an extended soaking period it will produce an improvement. For more info on this you may want to visit BGs website at www.BGprod.com. The BG people sell a three-can kit where one can is used to clean the injectors through the rail. The chemical known as 44K is sprayed through the intake to address the carbon buildup on the back of the valves. In extreme cases it will be necessary to remove the intake manifold’s upper plenum. Half of the intake valves will be closed. A few ounces of 44K are applied to the back of these intake valves. A minimum 15 minutes of soak time is needed. The kit comes with large wooden toothpicks to punch at the carbon and break it up. In addition, a wire brush is also supplied to scrub the back of the intake valves. All of this can be viewed on BG’s website. With the number of these vehicles increasing every year, these systems are going to come into your shop with some of these common problems. As it goes in our industry, “Show me a problem and I will show you an opportunity.” ■ Bill Fulton is the author of Mitchell’s Advanced Engine Performance Diagnostics and Advanced Engine Diagnostics manuals. He is also the author of several lab scope and drivability manuals. He is a certified Master Technician with over 30 years of training and R&D experience. He currently owns and operates Ohio Automotive Technology, which is an automotive repair and research development center.
22 | ASP April 2018
OTC DIAGNOSTICS DRIVEN BY BOSCH
PROFESSIONAL REPAIR AND COLLISION DIAGNOSTICS • Quickly scans all modules and performs special tests and resets to diagnose and repair faster
• Evolve includes wiring diagrams for vehicles 1986 and newer and wireless, J2534compliant VCI
• Includes one year of software updates for access to new tests, vehicle-ECU combinations and data items
• Newest 3.0 software includes more than 30 million likely repairs and troubleshooting tips
• Wi-Fi enabled to wirelessly print, send and save reports for customers or insurers
• Optional 3914 wireless battery and charger/ starter system tester works with software version 2.10 and newer
Circle 111 on Reader Service Card
otctools.com
QUESTIONS? ( 888 662 5801
Business
Judy’s Automotive Automotive service ‘with a woman’s touch’
J
udy’s Automotive is located in historic San Rafael, Calif., in the North Bay region of San Francisco. The one-person shop opened in 2005 and offers maintenance and repairs for all Asian and American cars, light trucks and SUVs. Mayne shared her background and work experience that led to opening her own shop. “In 2005, I was granted an opportunity to purchase Cox Automotive, a successful business for 35 years. I worked for the owner back in the 1980s, and after keeping in touch with him over the years, he was comfortable with the transition. My former employers include North Bay Motorsports, Righetti Automotive, Heynneman European, Fairfax Garage and Excelsior Auto Clinic. “My first job (after Jack-in-the-Box) was pumping full-service gas at Red Hill Shell in San Anselmo while in high school. I had a 1962 Chevy Nova and learned how to fix it. After attending Indian Valley College in Novato for two years and supporting myself with a job in Point Reyes as an apprentice
Owner and Master Tech Judy Mayne offers vehicle service “with a woman’s touch,” garnering close relationships with a loyal customer base.
technician, I enrolled in the two-year auto technology program and received my A.S. degree in 1981. I had a smog license up until 2000 when it all changed again. I have maintained my status as an ASE Certified Master Technician since then, returning to classes as needed to learn the new technology. San Rafael, California “I still have the Nova. It’s a red 1962 Owner: Judy Mayne convertible, a popular fixture of the local Business founded: 2005 scene, as I cruise the town with my dog, Number of bays: 4 Angie, riding in the back! My shop is also Number of certified technicians: 1 a sponsor of the local Pacific’s Baseball Shop size: 2,700 square feet Club and I give back to the community Number of vehicles services per with regular donations to local schools month: 60 to 70 and other non-profit organization silent Hourly labor rate: $120 auctions.” Average spent on tools and NOTE: Mayne’s son, Kevin, shares equipment annually: N/A shop space with Charlie Chappelle, Vehicle makes serviced: Asian specializing in BMW, Audi and VW as and domestic Chappelle Automotive. In combination Website: www.judysautomotive.com with Judy’s domestic and Asian service, the addition of European vehicle service
Judy’s Automotive
24 | ASP April 2018
Business has resulted in the shop location’s reputation for comprehensive brand coverage. Judy’s Automotive offers general service/ repair for most systems with the exception of A/C Freon, and engine and transmission rebuilds.
service, quality merchandise and warranty support. “I do try to educate customers about the value of quality parts. I politely decline installation of parts purchased by a potential customer. Even if they bought from a dealer, I’d have to charge more to make
Business philosophy Mayne said, “I discount oil services in order to remain competitive and establish a relationship with the customer, performing a pretty thorough bumper-to-bumper inspection each time.
While servicing an average of only 60 to 70 vehicles per month, the shop’s attention to detail and development of personal customer relationships has created a successful niche in the area’s marketplace. The shop promotes the theme of service “with a woman’s touch,” which allows the operation to stand out among competitors, Mayne said.
up overhead and I can’t provide an honest warranty.”
Parts buying decisions The shop opened under Mayne’s ownership in 2005, offering service for Asian and domestic vehicles. Although a one-person operation, the shop has become well regarded in the relatively small historic bay-side area.
I charge a full/fair price for major services and repairs. I can then keep notes and monitor for immediate or future services needed. I try to do my best to explain what, how and why specific services should be done. I do ‘little’ things for free, not always charging for something that took five minutes. “The most difficult customer question to answer is typically, ‘How long will my car last?’ I politely decline an answer, proclaiming that’s outside of my human abilities, comparing it to ‘how long will any of us live?’”
Parts sources Mayne noted that she sources parts from WorldPac and O’Reilly’s, based on “good
We asked, “On a scale of 1 to 3, with 3 of highest importance, what determines your buying decisions?” Mayne said: Price...................................................... 2 Brand name recognition .................. 1 Promotion in racing .......................... 0 Perceived quality................................ 3 Availability/time ................................ 3
What do your customers expect from Judy’s Automotive? “Customers expect honesty and complete reports of all service work,” Mayne said.
How does Auto Service Professional benefit your business? “Sharing of information is vital, and I rely on ASP for detailed technical articles and announcements of new parts, tools and equipment,” said Mayne. “ASP offers superb education and information sharing.” ■
25 | ASP April 2018
Technical
Best practices for air conditioning service Tips for servicing today’s increasingly complex A/C systems Automotive A/C systems, once a stand-alone and relatively simple design, have evolved and continue to evolve, offering greater efficiency and reduction of atmospheric pollutants. However, due to increased regulatory mandates and a seemingly overwhelming system complexity, the need for updated service equipment and enhanced diagnostic and service training is critical.
By Mike Mavrigian
I
n order to better maintain their vehicle’s air conditioning (A/C) system between service visits, recommend the following to your customers: 1. Whether or not the customer feels the need to run the A/C system in terms of cabin comfort, recommend that they run the system at least once each week for perhaps 10 minutes or so. This helps to maintain a healthy system in terms of compressor function, and provides for longer life of system hoses and seals. 2. Run the defrost mode on occasion for 5 to 10 minutes. This helps remove moisture from the cabin, preventing mildew and reducing the chance for odors. 3. Remind them to use (exercise) the system once in a while during the winter. This helps to keep hoses and seals healthy and removes humidity from the interior. 4. Urge your customers to visit your shop for a complete A/C system check and service (refrigerant and lube change) at least every
two years to help avoid system problems. 5. A properly working A/C system should be able to obtain 42 degrees Fahrenheit cabin temperature (or lower). If cooling is not as effective as it should be, in addition to normal diagnostics, be sure to check the sealing of vent doors/flaps. Checking for proper door/flap sealing is sometimes overlooked.
Servicing modern A/C systems (Information courtesy of Eric Shultz, engineering manager for Mahle Service Solutions.) Have you had customers come to your aftermarket repair shop with vehicles that are factory filled with the new R1234yf refrigerant? If you haven’t yet, it is safe to say that you will see more of these types of vehicles in the very near future. R1234yf is the new worldwide A/C refrigerant that has entered the U.S. market. It is environmentally friendly with the intent of reducing the impact of global warming.
26 | ASP April 2018
You don’t have to start over. Go
modular!
Maximize Right to Repair with the upgrade-ready CarDAQ-M®! CarDAQ-M® is the world’s only modular diagnostic and programming device designed to keep up with the latest technology as J2534 continues to grow. CarDAQ-M® features easy, Plug-n-Play field-upgradeable modules, allowing you to expand your shop’s capabilities when you need to. CarDAQ-M® fully supports J2534 API 04.04 and 05.00; and now you can harness the capabilities of wiTECH 2.0 by adding the FCA-verified Mega-CAN add-on module!
Learn how the CarDAQ-M® can expand your business. Call or visit our website today! Mega-CAN Add-on Module (Optional)
877.333.9038
DrewTech.com/ASP
©2018 Drew Technologies, Inc. Patent(s) pending. 031618-2
Circle 112 on Reader Service Card
Technical
Here are some things you should be aware of as you begin working with R1234yf: • It is very expensive in comparison to R134a, so you’ll need to be prepared to educate your customers as to why your estimate is considerably higher than it was before. • To prevent cross-contamination with different refrigerants, vehicles with R1234yf have different service fittings. • R1234yf refrigerant is mildly flammable, so safety in handling is very important. • The procedure for servicing vehicles with R1234yf is going to take longer than with R134a vehicles. • Increased service times are due to extra safety processes built into the new service equipment to ensure a vehicle A/C system is leak free prior to a recharge. • More leak and purity check capabilities are built into new A/C machines for R1234yf that comply with SAE standards.
equipment performance, purity and safety guidelines for the recovery and recycling of motor vehicle A/C refrigerant. Refer to the SAE J2788 guideline for R134a refrigerant and the SAE J2843 guideline for R1234yf refrigerant before purchasing a product. At this point you might ask: Should my shop purchase a new machine to handle the R1234yf refrigerant? Keep in mind that older A/C machines that worked with R134a will not be able to service the new refrigerant. So, you will need a separate machine for servicing R1234yf-equipped vehicles. There’s no doubt that purchasing one of the new machines is a serious capital investment. Our work with service providers in the field has shown that the payoff is quick for getting a return on your investment and A/C service is still one of the most valuable services aftermarket shops can provide.
Contamination is getting worse
The chance of refrigerant contamination has gotten worse, so taking preventive steps to preserve the life of your A/C machines is imperative. Refrigerant identification tools are the best line of defense against counterfeit or contaminated refrigerants. The options range from external hand-held units to internal/embedded options included in the A/C machine. Refrigerant identifiers vary in price and in the detail of data collected. One of the best ways to safely recover contaminated refrigerant is the use of a recovery only unit (ROU). An example is the Mahle Service Solutions ArcticPRO® ROU250, a recovery-only Yellow Jacket’s ManTooth Wireless pressure/temperature gauge set unit designed to safely includes high and low pressure connections (R-134a and R-1234yf remove the new R1234yf included) with 2 Bluetooth wireless gauges, 2 temperature clamps, an refrigerant even if it is A/C charger and USB cable. The ports on the wireless gauges provide contaminated. It will connections for both the pressure gauges and the temperature clamps.
Photo courtesy Ritchie Engineering/Yellow Jacket Products
Regardless of what machine you use to service A/C systems, Society of Automotive Engineers (SAE)-certified processes ensure the machine will operate with specific
28 | ASP April 2018
Technical
also safely recover R134a refrigerant. The machine is portable and any contaminated refrigerant is conveniently recovered to a tank for proper disposal.
standard pulley-driven compressors. Hybrid/ electric vehicles rely on the A/C system to operate year-round to keep battery’s operating at an optimal temperature. If the A/C system is not working on a hybrid vehicle, the vehicle Hybrid service will increase will not operate. We see substantial growth in the hybrid The best way to prevent cross-contaminaelectric vehicle segment for A/C service. Some tion is to use a machine specifically designed have electric hermetically sealed compressors to safely work with hybrid/electric vehicles. that require more attention by your shop personnel. These hermetically sealed compressor The importance of training systems use a different type of oil, which can Don’t forget that Environmental Protection cause cross-contamination with oils used in Agency (EPA)-approved 609 certification is
ARE YOU
READY R-1234yf? FOR
LEAK DETECTION TRUSTED BY MORE OEM’S THAN ANY OTHER BRAND
TP-8659
OEM / PROFESSIONAL
R-1234yf OEM-GRADE A/C LEAK DETECTION KIT
SERVICES UP TO
14 TO L E A R N M O R E , S C A N Q R C O D E O R V I S I T: W W W. T R AC E R P RO D U C T S . C O M
29 | ASP April 2018
Circle 113 on Reader Service Card
Technical
Photo courtesy Ritchie Engineering/Yellow Jacket Products
required for all technicians who will repair or service vehicle air conditioning systems, including the new R1234yf refrigerant. This training will ensure safety for your staff, customers and the environment. Starting Jan. 1, 2018, the EPA has reinforced that those purchasing refrigerant will need to show an EPA-approved 609 certification card. While we are not sure everyone you buy from will ask to see your card, you should be ready just in case.
primarily due to the root cause of the original failure not being identified and poor repair procedures that result in contaminants from the original compressor failure being left in the system. In the past, most condensers featured tube and fin construction. Today, the industry uses flat-tube/multi-pass, multi-path condensers that feature very tiny tubes, making it difficult, if not impossible, to flush out debris that resulted from the original compressor failure. A clogged micro-tube condenser is one of the Understanding the changes most common causes of repeat compressor (The following was supplied courtesy failure. of Peter McArdle, senior master tech and About 20 years ago, the average refrigerant trainer/developer for the Four Seasons Divicharge amount was about 44 ounces. Today, sion of Standard Motor Products.) the average charge is about 20 ounces. The A/C compressor replacement is one of amount of oil was about 8 to 9 ounces, and the highest warranty return repairs. This is today it’s about 3 to 5 ounces. Today we are getting the same job done with half the amount of the refrigerant and oil. A/C efficiency has doubled, with improved heat exchange. Evaporator technology has also evolved from tube and fin to flat tube multi-pass, multi-path designs making oil circulation through them and flushing them more difficult. While the drier must be replaced as a mandatory step, if a catastrophic compressor failure occurred, every inch of the refrigerant path needs to be either flushed or replaced. Compressors are not warranted unless the accumulator/receiver dryer and orifice tube has been replaced. Hose assemblies with in-line filters or mufflers cannot be flushed and should be replaced. Quite often lines are contaminated with debris. Because R-134a is a global warming gas, vehicle manufacturers have striven to increase system efficiency to use less of it and also to improve fuel economy and reduce tailpipe emissions. The problem is that today’s systems are so efficient that they are somewhat “delicate,” requiring increased precision in terms of diagnostics, flushing and charging accuracy. Once the A/C system’s high and low side connections are made, pressure and temperature inforA 2 ounce charging error has double the mation is immediately available on a smartphone impact on a 20 ounce system than it has on a or tablet using the ManTooth app. This represents 40 ounce system; the same leak results in low a quick and efficient way to determine if the charge, oil drop out and compressor failure system requires attention. In this example, the gauges reveal zero pressure on high and low sides. twice as fast! 30 | ASP April 2018
Technical
depends on sufficient liquid refrigerant to carry oil around the system. Since all systems leak refrigerant over time, eventually the liquid refrigerant level in the evaporator drops too low to carry the oil up and out of the evaporator and back to the compressor. As the compressor wears, fine microscopic abrasive particulates slough off the pistons and cylinder walls and are transported throughout the system. Whenever servicing a hybrid, such as the Prius, it’s a good idea to place Many of these abrasive para high voltage warning sign if the hood is left open. This reminds other ticles become trapped in the techs not to touch any of the orange high voltage cables. oil which has pooled at the Technicians need to understand these bottom of the evaporator; changes. think valve lapping compound! If the system Consider this: Refrigerant oil does not disis recharged without removing this dirty oil, solve in R-134a and the refrigerant by itself is premature compressor failure is inevitable. a powerful degreaser. Compressor lubrication This is why flushing of components not being
Automotive lighting
Gives them more colors. Gets you more sales. Philips Ultinon LEDs deliver brilliant lighting performance in a choice of four colors: blue, intense red, intense amber, or 6000K bright white. Easy to install and available for a wide range of interior and exterior applications, Ultinon LEDs are direct replacements for conventional bulbs.
Philips Ultinon LED interior & exterior lighting www.philips.com/turnon
31 | ASP April 2018
Circle 114 on Reader Service Card
Technical
that can vary pumping displacement as the heat load changes. The computer varies the duty cycle command to the ECV solenoid to increase or decrease the piston stroke as necessary. Many shops don’t realize this computer control issue, often replacing a compressor when in fact the concern is an issue with the command/control system. This is an example of how the need for more sophisticated diagnostics is so critical. On the Prius pictured here, the bright orange A/C system complexity is increasing at an wire harness leads to the electric air compressor. exponential rate. Rather than the stand-alone replaced and especially of the evaporator is so A/C system of the past, the A/C system is important. increasingly called upon to integrate with With regard to hybrid A/C service, it’s other systems and components. For example important to note that many hybrid vehicles the 2018 Supercharged Dodge Demon can feature all-electric, high voltage A/C comdivert the A/C system refrigerant to an pressors. Windings are in direct contact with intake “Air-charge Chiller” during “Drag oil, requiring the use of special POE (polyoles- Mode” operation to improve performance. It ter) oil with high dielectric properties. is common for the A/C system on hybrid vehiThe industry is currently at the front end of cles to be called upon to cool the high voltage a transition from R134a to R1234yf. batteries, power inverter, etc. Servicing Fiat Chrysler Automobiles (FCA) has taken modern A/C systems now requires specialthe lead in this regard. About half of its 2014 ized equipment and training to understand model year vehicles feature R-1234yf and with a and utilize network scan data. few legacy exceptions, virtually the entire 2018 fleet is now R-1234yf. Most other car makers Additional update information have at least one model using R1234yf, with this (The following was provided by Tim number increasing as the transition occurs. Wagaman, product manager for A/C and fluid In order to service the new refrigerant exchange for Robinair.) systems, shops must purchase all new Starting in 2012 with 2013 model year recovery/recycling/recharging machines that vehicles, OEMs began introducing vehicles meet SAE J2843, with either a built-in or offthat used new refrigerant within the vehicle’s board portable refrigerant identifier. Portable A/C system called R-1234yf. This new identifiers are appealing due to quick use and refrigerant is different from R134a and new flexibility. They will also need leak detectors service equipment requirements were created that will work with the new refrigerant. A to ensure the refrigerant is handled properly conventional style R-1234yf manifold gauge and service is performed correctly. New set is highly recommended for fast diagnostic A/C recovery/recycling/recharging (RRR) pressure checks. machines were introduced to work on these Most modern compressors feature internal new vehicles that use this new refrigerant. valving that retains more of the oil within Examples include the new R-1234yf A/C the compressor body. This reduces the total machines which include new couplers that amount of oil required and improves system allow the connection to the vehicle’s A/C efficiency by reducing the thermal insulating system. film of oil coating the heat exchange surfaces These couplers are different than those of the condenser and evaporator. found on R134a vehicles. One of the requireWe are also seeing electronically controlled ments for R1234yf service equipment is variable displacement compressors (ECVs) refrigerant identification anytime refrigerant 32 | ASP April 2018
DRIVING PERFORMANCE FROM CHANNEL PARTNERS TO TECHNICIANS
SMART PARTNER www.mahle-aftermarket.com
MAHLE Original® gaskets feature OE form, fit and function across 99% of part numbers. Add in 1,200 exclusive SKUs and MAHLE Original gaskets cover 93% of vehicles in operation.
MAHLE Original® gaskets use only quality materials, such as multi-layered steel, to provide an optimal seal that can withstand the harshest of environments.
Innovative MAHLE Original® gasket packaging enables the customer to see the gaskets, without opening the package, and requires 20% less shelf space.
THE ORIGINAL CHOICE IN OE SEALING SOLUTIONS!™ Circle 115 on Reader Service Card
Photo courtesy of MAHLE Service Solutions
Technical
An example of a refrigerant recovery system for R134yf (Mahle ActicPro ACX1280). Features include a fully automatic program to recover, vacuum, leak test and charge without command; a vacuum leak test; automatic air purge; integrated refrigerant identifier to avoid costly cross-contamination, with a clearly visible sample filter for inspection; automatic oil drain integrated hose flushing that eliminates the need for additional or loose adapters; an on-board thermal printer; tool tray; and fan flow ventilation switches to maintain cabinet venting.
requirements were created for A/C RRR equipment to ensure the equipment could service both types of systems safely and effectively. With RRR equipment designed to service both hybrid and standard belt-driven types of A/C systems, some expected features like onboard oil injection are no longer available. This is done to eliminate the chance of crosscontaminating vehicle A/C systems with the wrong type of oil as a tech switches between servicing a standard vehicle and an electric hybrid vehicle. POE oil is required because it is nonconductive. Using the wrong oil can cause the systems to seize up or fail, with some manufacturers not allowing the system to operate if it senses any amount of electrical conductivity within the compressor.
Leak detection
Electronic leak detectors typically have a sensor that reacts to refrigerant and triggers an alarm so the user knows they are close or have found the source of the leak that needs to be repaired. As an example, the Robinair LD7 leak detector includes both an audible alarm and an LCD display that alerts and shows the user the is brought into the A/C machine. As a specific amount of refrigerant being detected, which example, the new Robinair A/C1234-4 helps pinpoint the exact location of the leak. machine comes with a built-in internal The flexible wand/probe allows the user to refrigerant identifier that samples refrigerant search for leaks in hard-to-reach places where prior to recovery to ensure the refrigerant is other leak detection methods don’t perform not contaminated before it is brought into well. With widespread adoption of R-1234yf, the A/C machine. Refrigerant must be at least shops may need to upgrade their leak detectors 98% pure prior to recovery and recharging. to one that will “sniff” the new refrigerant. Servicing R-1234yf systems also requires Newer leak detectors will help locate leaking technicians to manually inject oil into the R-1234yf and most other refrigerants. The system. Before injecting oil into the system, new unit displays a proximity meter, helping technicians should review OEM requirements techs sweep lines and systems to pinpoint the and use the manufacturer-recommended oil. exact location, with the detector displaying approximate proximity to the leak. An LED Hybrid R-134a search light and UV light aid in spotting Electric hybrid vehicles typically incordamaged components or spotting fluorescent porate an electric compressor. These types UV dye leaking from a system. of vehicle A/C systems use a different type of lubricant oil, POE, than what is found in PAG vs. POE a traditional belt driven compressor A/C When servicing vehicles with A/C RRR system. With the different oil types, industry equipment, sometimes oil is removed during 34 | ASP April 2018
Technical
refrigerant recovery. When this happens new oil needs to be put back into the system to replace what was removed. In A/C RRR equipment designed to service R-1234yf vehicles and equipment, to service electric hybrid A/C systems they don’t have an on-board oil injection function. In this scenario techs will need a manual oil injector to inject the necessary amount of oil into the vehicle’s A/C system. PAG or POE oil injectors perform the same function, but are clearly labeled so technicians know which injector to use with what oil. Having one injector dedicated to one oil type and not mixing oils is a good practice to employ. Using the incorrect oil can damage A/C systems, leading to a seized compressor or requiring an entire system to be replaced. Techs should always check the vehicle underhood label to know what type of system they’re working on, what oil and refrigerant must be used, and should seek training to work on R-1234yf and high-voltage systems to learn more about the new refrigerants and service procedures.
The average lifespan of an A/C RRR machine is 7 years, but it varies based on geography, which impacts how frequently a machine is being used over the course of a year. Over the years, A/C systems have become smaller and more efficient, in addition to systems using high-voltage electronically driven compressors used in hybrid and electric vehicles. System efficiency of A/C RRR equipment has also improved significantly. In 2007, the industry created and implemented new standards for RRR equipment that include the first recovery efficiency and charge accuracy requirements. Machines manufactured prior to 2007 had no specific performance requirements meaning performance could vary from machine brand to machine brand.
Preventive maintenance 1. Clean the condenser to remove buildup of road debris between the cooling fins. Clogged fins can raise system head pressures which can not only affect cooling but can also cause
USA MANUFACTURER OF INNOVATIVE TOOLS & EQUIPMENT #5700
Alpha MUTT
®
(845) 679-4500 www.ipatools.com
Advanced Diagnostic Trailer Tester
• Automatically
generate digital reports • Highly accurate
diagnostics and pass/fail circuit testing results Spanish and French Translations Included in App
• ABS diagnostics
available on #5700A
Bluetooth®
Includes: Rain Cover, Chassis Ground Cable, 3-Button Remote, 12-Button Remote, 7-Way Cable, 12' Glad Hands and 10" Tablet
35 | ASP April 2018
Circle 116 on Reader Service Card
Technical
Quick system check increases A/C work With the average age of vehicles on the road today at around 11.5 years, there is an
enormous opportunity for A/C charging and related services. When a vehicle enters the shop for work not specifically targeted for A/C work, the system is not likely to be inspected unless the customer has complained about HVAC issues. As a result, the technician may not be prompted to check the system, not seeing the need to roll the diagnostic/ recovery/charging equipment to the vehicle. However, a quick check for leaks and system pressures can be handled using a simple test kit in conjunction with a smart phone
Photo courtesy of Robinair
compressor clutch slipping. In some cases you may be forced to remove the grille in order to gain cleaning access. A gap between the radiator and condenser can easily trap road debris. 2. Inspect for system service caps, which should be tethered. Make sure that the correct caps are in place. Improperly fitting caps will not seal properly. 3. Verify that the shroud is not missing, as well as inspect for missing airflow seals. This is especially important if the vehicle has been involved in a collision. There’s always a chance that a body shop may have overlooked this. 4. If a clutch fan is featured (as opposed to electric fans), check clutch condition. With the engine cold and off, the fan should spin by hand no more than 5 times. If the fan spin is stubborn, and/or stops within a single turn, the clutch is partially locked up, which will affect engine warm-up. If the fan spins very easily for about 5 turns with very little resistance, the clutch may be worn or leaking. 5. Inspect electric cooling fan operation (even if a clutch fan is present, the vehicle might also be equipped with an electric fan). Test the blend-air or temperature door operation. Make sure the heater coolant valve and outside air flap door are closed in Max A/C. 6. Check engine idle speed stability. If the engine hot idle remains rough (contaminated throttle body, deposits from crankcase ventilation, etc.) the powertrain computer often shuts down the A/C if engine idle is rough. 7. With the engine idling, turn on the A/C and see if the clutch engages smartly. If it doesn’t, check the voltage to the clutch. If it’s marginal (for example, at or under 11 volts), the clutch may slip in extremely hot weather. Look for a loose or corroded connection at connectors. 8. Do an A/C performance test. The correct procedures vary, so check the service manual. With pressure gauges connected, the system should be in “recirc” regardless of vehicle make/model. (Preventive maintenance tips courtesy the Mobile Air Conditioning Society [MACS].)
Several manufacturers offer machines for hybrid and non-hybrid applications. An example shown here is Robinair’s 34788NI-H, designed for R134a refrigerant recovery, recycling and recharging. Features include automated refrigerant refill and oil drain, and program to recover, vacuum, leak test and charge. Visual and audible alerts notify the user when service is complete or if a problem has occurred. The machine has the ability to add a printer, USB data sharing, refrigerant identifier and a wireless module for Bluetooth communication.
(or tablet). An example is Yellow Jacket’s ManTooth wireless pressure/temperature gauge kit, which allows a quick connection to high and low pressure sides without the need to use a manifold or machine. Gauges are included for both R-134a and R-1234yf systems. Wireless signals are transmitted to a technician’s smartphone via Bluetooth, providing a fast check of current pressures and temperatures. The check takes only about 3 minutes of additional time as part of standard checks such as tire pressure, fluid levels, etc. If a leakage/pressure/temperature issue is evident, the customer can then be informed, recommending a system repair or simple recharge. It’s a quick and easy way to up-sell
36 | ASP April 2018
Show your customers they can rely on you for routine repairs.
Informing customers about regular vehicle maintenance is essential for safe driving. Contact your local Parts Plus WD for more details or contact us: 1-800-727-8112 ccc@networkhq.org
Circle 117 on Reader Service Card
and increase your A/C work while doing the customer a favor, alerting them to the need for service. Considering the average profit for a recharge is about $70, quick-check technology like this can easily bolster you’re A/C work.
Identifier hose oil contamination Oil from refrigerant systems is considered a serious contaminant of refrigerant identifiers. This contamination will damage the internal sensitive electronic components in the identifier and must be avoided. There are several known truck A/C systems with a unique low Tracerline’s TP-8692 UV multi-colored fluid dye side service point design which have a greater kit TP-8692 includes three color-coded dyes for potential to introduce excessive oil into the petroleum and synthetic based fluids. identifier sample hose. Any vehicle with an under-cab low side refrigerant service port such Q: Why won’t the machine do a fill during as those found on 2002 and newer 5000 and the fill cylinder process? 9000 series trucks have this heightened risk. A: There are two reasons why this might be If refrigerant identification is conducted happening. The first reason is that the yellow on these vehicles, the sample hose must be hose may not be connected properly. Make inspected for oil contamination. A reported sure that the anti-blowback valve is connected air concentration higher than 10% could also to the fill cylinder port and not to the external be an indication of oil contamination. If oil tank of refrigerant. contamination is present, do not continue to The second reason that would cause the fill test A/C systems. The sample identification cylinder process not to work is that the interhose must be replaced. nal tank pressure is greater than the external tank pressure. To overcome this situation, try Frequently asked questions placing a heat belt on the external tank, or put Mahle Service Solutions shared a few comthe external tank into a bucket of warm water. monly asked questions regarding recovery/ The heat will create a higher pressure, which recharging machine operation. will help the refrigerant go into the internal tank. If there is no access to a heat belt or Q: Why does my machine shut off or work warm water, then recycle the refrigerant into really slow when I try to fill the internal cylinder the machine. from an auxiliary cylinder of clean refrigerant? A. The auxiliary cylinder will cool due to Q: Why won’t my A/C recycling machine the vaporization of refrigerant. This causes pull into a deep vacuum? the pressure to decrease. Place the auxiliary A: The A/C recycling machine must first cylinder in a bucket of hot water or use a heat shut off in a vacuum and hold the vacuum belt (available from RTI) to increase the speed for at least two minutes during the recovery of recycling. mode. The vacuum process will not run until this happens due to a low pressure switch in Q: Why won’t the compressor come on but the unit not being activated. the low side gauge has pressure showing? Turn the A/C recycling machine to the A. Check the purge gauge (contaminarecycle mode and allow it to pull down and tion monitor) and make sure the pressure is shut off automatically if the low side gauge correct for the ambient temperature. If not, indicates a positive pressure or is at zero. refer to the operation manual for instructions Make sure the vacuum is stable for two on how to purge the unit or call tech support. minutes and then start the deep vacuum. ■ 38 | ASP April 2018
Photo courtesy of Tracer Products
Technical
Check it out! Available now... on a computer near you! Introducing the latest in service from Schaeffler... the REPXPERT quarterly eNewsletter. Be the first to know about the latest product, training or installation content available from Schaeffler. Sign up for free and start receiving your copy today!
Unlock the power...
REGISTER TODAY! Registration is free.
Further information: www.repxpert.us
Circle 118 on Reader Service Card
Technical
Avoiding brake service comebacks A few common fixes to create satisfied customers A number of potential problems can easily result in operational issues and/ or customer complaints following brake system service. Here we’ll discuss a few points that will help to avoid these concerns and help give your customers a “sweet” ride. By Mike Mavrigian
B
rake system service has its own set of issues, starting with “rust never sleeps.” Especially in areas of the country that experience winter conditions, where ice-melting chemicals are applied to the roadways, closely inspect all brake lines at every opportunity (whenever a vehicle is on a lift). Some of today’s salt/brine road coatings are extremely corrosive and tend to stick to undercarriages, and are difficult to wash off. Any brake line that is even marginally suspect should be replaced. Explain to the customer the need for such replacement and the necessity for catching the problem before it gets worse. A rotted brake line is compromised in terms of tubing wall thickness and resistance to brake system pressure. A compromised brake line obviously can result in a leakage that will, sooner or later, result in a no-brake condition. Invest in a high quality brake line flaring tool. Inexpensive flaring tools can prove finicky, often resulting in off-center flares that will not seal correctly. Also, always use a proper line wrench when servicing brake
line fittings/connections. A line wrench captures more surface area along the fitting hex, eliminating the potential for damaging/ rounding-off the hex.
Leaks with new lines If you happen to deal with stainless steel brake lines, it’s not uncommon to experience a small initial fluid leak when a new stainless line is installed. If this occurs, loosen the connection and re-tighten. This often corrects the issue. Stainless lines/flares are relatively hard and sometimes require repeated cycles of loosening and tightening in order to obtain a leak-proof seating at the flare. Brake calipers that feature a banjo bolt to secure the flexible brake hose to the caliper require a crush washer on both sides of the bolt (between the bolt head and caliper and between the brake hose fitting and bolt head). Never re-use crush washers. Always install new crush washers. These soft-metal compressible washers are commonly made of copper or aluminum and are intended as one-time-use washers. As with stainless lines, new crush washers sometimes require a loosening and re-tightening in order to establish a fluid seal.
40 | ASP April 2018
Circle 119 on Reader Service Card
Technical
Air inside the hydraulic system causes a mushy pedal (or loss of pedal, depending on the amount of air in the system). Remember, you can compress air, but you can’t compress fluid. A regular schedule of bleeding provides two benefits: it provides an opportunity to remove any air that has been sucked into the system during use, and it gives you a perfect chance to freshen the brake fluid. Glycol brake fluid is hygroscopic, which means that it sucks up water like a magnet grabs grinding dust from your workbench. As little as a 3% moisture content can cut the brake fluid’s boiling point in half! Brake fluid, even the best and most expensive fluid, will NOT last forever. This is a consumable product, and should be changed on a routine basis. Vehicles equipped with an anti-lock braking system (ABS) require special attention when bleeding the system. If you attempt to flush and refill in the Rather than attempting to rebuild worn/failed/sticking calipers, “normal” manner, you may end replace with new or remanufactured. Often loaded calipers are up with a soft brake pedal. Why? available that include pads, but depending on the vehicle application, severe duty pads may be required in the case of towing, Because you haven’t flushed the heavy-duty or emergency vehicle applications. separate passages in the module for solenoid activation. maintained and the brake fluid has absorbed You may need to use a scan tool to cycle the excess moisture, the end of the piston bore system. Always refer to the service manual for may feature corrosion build-up in the end specific brake system bleeding steps. of the bore that normally never experiences Improper bleeding procedures can also piston travel. If, during the bleeding process, cause damage to a previously good master the pedal is pushed all the way to the floor, cylinder. If a master cylinder has been operat- the piston is now pushed into the corroded ing correctly for many miles of use, and the area, possibly damaging the seal. To avoid system is then bled in the course of a normal this during a bleeding job, you can place an brake job, the master cylinder’s piston seals obstacle, such as a block of wood, under the can be damaged if the pedal is pushed fully to pedal to avoid over-traveling the piston. the floor during bleeding. Whenever servicing a vehicle’s brake Over the course of long-term use, the piston system, examine the fluid in the reservoir. If inside the master cylinder travels a relatively it appears dirty, vacuum the fluid out of the short distance. If the system was poorly reservoirs and replace with fresh fluid prior to 42 | ASP April 2018
All photos by Mike Mavrigian
Brake bleeding
Technical
Regardless of the appearance of brake pad hardware, don’t cut corners when servicing. Always replace all pad clips, pins and sliders.
bleeding. This reduces the risk of retaining contaminants in the hydraulic system. Always remember to bench-bleed any master cylinder that has been emptied of fluid. An improperly bled master cylinder will result in a low, soft pedal. This applies to a new unit as well as a used master cylinder that has been drained. This involves connecting temporary transfer tubes from the output ports into the reservoir(s), filling the reservoir(s) and slowly pushing the piston fully forward
Lead Acid, Lithium or Capacitor
CHOOSE THE BRAND THAT MEANS POWER Jump-N-Carry jump starters are ideal for use in a wide variety of jump starting environments, including automotive, marine, fleet and industrial. Extreme jump starting power, long cranking duration and extended service life are the key features of Jump-N-Carry. New Lithium jump starters bring dependable power, valuable features and trademark durability to this class of product. New capacitor driven models are unaffected by the cold and can deliver endless jump starts on a single charge. Our lead acid models have been delivering the goods for technicians and shops for 25 years. Whether you rock it old school or prefer the new kid on the block, Jump-N-Carry means power, each time and every time you use it.
To learn more, visit our website at www.jumpstarter.com or call 800.328.2921.
43 | ASP April 2018
Circle 120 on Reader Service Card
Technical
and slowly releasing several times until all traces of air bubbles are eliminated. In some cases, even after bench bleeding via the output ports, it may be necessary to also bleed via the master cylinder’s bleed ports (if so equipped). Once all trapped air has been released, be sure to keep the fluid level in the reservoirs sufficiently high to avoid exposing the outlet orifices at the bottom of the reservoir wells before installing the master cylinder. Naturally, during system bleeding, constantly keep an eye on the reservoir fluid level to avoid running the master dry. A note regarding the use of DOT 5 silicone brake fluid: Silicone fluid won’t absorb moisture, and it won’t damage a painted surface. Many customers choose this type of fluid because they assume that, since it won’t absorb moisture from the air, this will prevent brake line/system corrosion. However, silicone fluid can still carry moisture on its surface, so while it may help to reduce the chance of corrosion, it isn’t a magic potion. The only real advantage of using silicone fluid
is because it won’t eat into a painted surface. During a fill/top-off, or if the system leaks, it may make a slimy mess, but it won’t lift paint from nearby areas. From a functional and performance aspect, it’s simply not a good choice. Silicone fluid can become very unstable at temperature, resulting in a low or ever-changing pedal feel. It’s also affected by atmospheric pressure. At higher temperatures, it expands, requiring more pedal pressure and more pedal travel. If the brakes are applied rapidly (quickly pumping the pedal manually during a panic stop), the fluid can tend to aerate and foam, resulting in a drop of pressure. For this same reason, NEVER use silicone fluid in a vehicle that’s equipped with ABS. When ABS activates, fluid pressure is modulated quickly, which can easily result in the foaming issue.
Pedal pulsation A variety of conditions can cause a pedal pulsation or vibration problem that can be traced to rotor runout and/or excessive rotor
Heavy rust or debris buildup inside a vented rotor can severely reduce heat dissipation and can lead to overheated and distorted/warped rotor discs. Even if the disc surface is or can be machined, if the vanes cannot be cleaned out, the rotor should be replaced.
44 | ASP April 2018
Technical RDAY
EVENING
POST
Lighten Up Your TPMS Inventory! Original equipment or aftermarket brake rotors may feature slots that are intended to help clean the pads and evacuate pressure gases. Especially for emergency vehicle applications such as police vehicles, when rotors are replaced, rotors and pads must provide the same type of performance in order to maintain superior braking.
movement from its proper operating plane. Wheel bearing pre-load (looseness of the bearing), rotor thickness variation, rotor runout, hub runout, combined rotor and hub runout and improper tightening of the wheel assembly can each play a part in creating a pedal pulsation. In addition to runout problems, brake pedal pulsation may be caused by variations in brake rotor thickness. Brake rotor thickness variation (not to be confused with rotor runout) causes brake pedal pulsation to occur due to changes in braking force as thick/thin portions of the rotor contact the brake pads. In order to inspect the rotor for thickness variation, measure the rotor with an outside micrometer in eight equally spaced locations. The thickness measurements should be taken approximately 0.40 in. (10 mm) from the rotor’s outer edge.
Single SKU combines 314.9, 315 & 433 MHz
Over 96% coverage
Aluminum clamp-in & rubber snap-in stem options
OE quality from the trusted OE market leader
Check out our NEW website: SchraderSensors.com!
PERFORMANCE SENSORS
In n o v at i on D r i v e n S i n c e 1 8 4 4
Tire Valves
45 | ASP April 2018
l
Tire Gauges
Circle 121 on Reader Service Card
Technical
Measure rotor disc thickness at eight equidistant points along the rotor (12 o’clock, at 45 degrees, 90 degrees, 135 degrees, 180 degrees, 225 degrees, 270 degrees and 315 degrees). Record all measurements. The total thickness variation equals the maximum thickness minus the minimum thickness. If total variation is beyond the specification for that vehicle, the rotor may be resurfaced (only using an on-the-car caliper mounted lathe), or replaced. We’ve addressed this issue many times before, but it always bears repeating. A pulsating/bouncing brake pedal is likely due to a warped brake rotor or excessive lateral runout. This causes the brake pads to move in and out of their bores as they contact the uneven rotor surface. Checking for runout is simple. First make sure that the brake rotor is fully secured to the hub using all of that wheel position’s fasteners, and torque all fasteners to the specification listed for the wheel mounting. You must simulate the installed wheel condition in order to achieve an accurate runout reading. Mount a dial indicator (clamp-on or magnetic base style) and place the indicator plunger 90 degrees to the rotor surface, about 1/2-inch from the rotor outer edge. Adjust the indicator with about 0.050-inch preload, and then zero the gauge. Slowly rotate the rotor/hub a full 360 degrees and note runout.
ABS wheel speed sensors pick up wheel speed signals from a tone ring that is built into the hub or CV outer joint. A specific air gap exists between the tone ring and sensor. If the tone ring is part of the hub and only one hub is replaced during service, the new hub will feature a tight per-spec air gap, while the opposite hub may be worn resulting in excessive air gap. If one front hub needs to be replaced, it’s best to replace both. A differential in the signals can cause a false ABS light activation. Rust/debris buildup at the air gap location also can cause issues.
If more than about 0.0025-inch runout is found, correction is needed. Before assuming that you need to replace a warped rotor, place matchmarks at one of the wheel fastener locations (mark the stud and that fastener location on the rotor hat). Remove the rotor and re-install at about a 45-degree clock position and re-check runout. You may be able to minimize/correct the runout by changing the clock position of the rotor relative to the hub. Wheel fastener torque can affect rotor runout. Excessive and/or uneven applied fastener torque, especially with regard to a thin-hat rotor design, can easily distort the rotor. While shop time is valuable, the use of an impact wrench is not recommended for wheel installation. Especially in the case of alloy wheels and thin-hat brake rotors, use only a calibrated torque wrench, and always follow the proper tightening sequence in order to evenly spread the clamping load across the hub face. If the vehicle is equipped with ABS, the OE system Another possible cause of a brake “pulse” bleeding steps must be followed to ensure that may be the result of front wheel hub service the ABS module functions properly. If in doubt, on a vehicle equipped with ABS, when only always refer to the vehicle’s service manual. 46 | ASP April 2018
Technical
one hub has been replaced. This could cause the driver to feel ABS false activation when coming to a slow stop on dry pavement. False activation is usually described as a pulse in the brake pedal when not expected. The pulsation comes from the ABS valves cycling the supposedly locked up wheel. This is due to the difference in signal strength from the wheel speed sensors (WSS) side to side. The problem is usually associated with air gap difference or wiring and/or connector integrity. In many cases, removing the WSS from the other side, if possible, and cleaning mounting surface may repair problem. The rust buildup actually lifts the WSS from the bearing, increasing the air gap and weakening the signal. Another possible issue is play in the bearing causing sine wave frequency change and or AC voltage variation. A cracked ABS tone ring (located on the outer CV joint, on the hub or inside the rotor, depending on design) can also cause the ABS warning light to illuminate due to small variations in the signal caused by the crack(s).
Pad bedding/break-in As the pads mate with the rotor disc surface, and depending on the type of pad formula, a small amount of friction material is transferred to the disc surface, which
If an ABS warning light illuminates and stays on, and your scanner indicates an issues at a specific location (right front wheel speed sensor, for example), remove the sensor and inspect for contaminants before replacing the sensor.
85 YEARS OF
QUALITY TOOLS!
RETAINING RING PLIERS
Part# 3595
• Convertible for use on internal/ external snap rings • Cushioned grip handles • Ergonomically designed switch allows user to change between internal and external with ease without separating the pliers • Packaged in a plastic blow molded case for protection and easy use Also available in a six piece kit or individually.
NEW
www.LangTools.com 47 | ASP April 2018
Circle 122 on Reader Service Card
Technical
increases braking efficiency. If the replacement pads differ from the original pads (in terms of friction material formulation), and are to be used with the original rotors (when changing pads but not the rotors), an initial break-in is recommended. Drive the vehicle through a few moderate braking exercises in order for the new pads to “wipe” the disc surfaces of the previous embedded friction material. Then continue to drive with moderate braking (at speeds of around 35 mph to 40 mph) in order to “bed” the new pads to the disc surfaces. However, some brake pad manufacturers note that no bedding-in procedure is necessary with certain pads, so don’t make assumptions. Read the instructions (if provided) that came with the new pads. Regardless of the type of pad formula, it’s still not a bad idea to perform a few moderate braking procedures before the need to perform more extreme braking, if for no other reason than to “mate” the pads to the disc surfaces.
Especially where alloy wheels are used, apply a thin film of a high-heat anti-seize paste to the hub surface to reduce the chance of dissimilar metals mated together sticking together (electrolysis), making future wheel removal difficult.
A note regarding rotor disc surface preparation is applicable when discussing the installation of any new set of brake pads. The rotor disc surfaces should be clean. That does not mean simply wiping the surfaces down with a rag.
Check rotor disc thickness with a micrometer. This allows you to determine of the rotor has worn beyond the recommended minimum thickness limit. If brake vibration (pedal pulsation) is a concern, in addition to checking rotor lateral runout, a check of rotor thickness for variations can help to determine rotor condition. Measure for thickness at a minimum of four evenly spaced clock locations.
48 | ASP April 2018
Technical
In order to remove residue (dirt and of brake light activation. If a no-brake-light potential oils/grease from used rotors, and concern is found, naturally you’ll inspect packing/shipping rust inhibitors on new bulbs and fuses. However, if the brake light rotors), the disc surfaces switch requires replacement, should be washed and be aware that in some models scrubbed thoroughly with (Chryslers, for example) a fast-drying solvent, feature a one-time-use and if time permits, this switch. This type of switch is should be followed up designed to set its adjustment with a hot scrubbing bath during initial installation. with a detergent (Dawn If installation steps are dish washing detergent is not followed properly, or a favorite). if a previously functioning A hot soapy bath folswitch is removed, it must be lowed by a thorough hot Whenever dealing with brake system discarded and replaced. rinse will aid in removing connections, never use an open-endWhen dealing with this ed wrench. Always use a dedicated any contaminants that type of switch, don’t be in the solvent didn’t remove. line wrench to avoid damaging/dea rush. Take your time to forming connection fitting hexes. Also, if you do treat the perform the proper instalrotors to a hot bath and lation steps. Otherwise hot rinse, it’s a good idea to immediately you’ll waste time and money by buying and follow this with a cold water rinse (this will installing additional switches. These switches reduce the chance of light surface rusting on are generally labeled with a warning (“Do not the bare metal), followed by blow-drying with re-use”, etc.). ■ compressed air.
Affordable Tire Inspection!
EPB service Servicing a vehicle equipped with EPB (electronic parking brake) presents its own challenges. In order to retract caliper pistons prior to caliper removal, specific steps are required to avoid problems during both caliper removal and installation. Using a scan tool is typically going to be the manufacturer’s recommended method to retract the calipers to their service position to allow rear brake service or pad replacement. The scan tool is then used again to exit the service mode and automatically adjust the pads to the correct clearance after the rear brake service is performed. Refer to the February 2018 issue of Auto Service Professional (find it on www.autoserviceprofessional.com) for a technical article by Jeff Taylor that provides detailed look at EPB systems.
þ Digitally Check PSI, Tread and TPMS! þ Integration to P.O.S. þ Color Inspection Reports You can do all this without changing floor plans or process flows. Simply “plug in and go to work!”
Pr þ Configure the tool remotely [using
your point of sale]! þ Inspect the vehicle’s tires [PSI, Tread
and TPMS]! þ Send the data wirelessly back to your
point of sale! þ Create a detailed report! þ Educate and inform your customer!
Brake light switch While it won’t affect braking performance, a faulty brake light switch will result in the loss 49 | ASP April 2018
Contact your Bartec Distributor and Schedule a Demonstration!
[855]877-9732 bartecusa.com
Circle 123 on Reader Service Card
Ad Index
Instant information from ASP advertisers You’re mere seconds away from receiving free Of course, you can always use the Reader Service product information. Just go to the website(s) listed Card to the right and send it to us, and we’ll connect totherightofeachadvertiserbelowandyou’rethere! you to the advertiser. Instant product information at your fingertips. Advertiser
Page
R.S #
Quik-Link
Aftermarket Auto Parts Alliance Inc.
IFC
101
www.aspquiklink.com/12101
AUTEL
19
109
www.aspquiklink.com/12109
Automechanika Atlanta
41
119
www.aspquiklink.com/12119
Automotive Distribution Network
37
117
www.aspquiklink.com/12117
Bartec USA
49
123
www.aspquiklink.com/12123
Bosch Automotive Service Solutions
23
111
www.aspquiklink.com/12111
Clore Automotive
43
120
www.aspquiklink.com/12120
Cooper Tires
11
105
www.aspquiklink.com/12105
CRP/Rein Automotive
17
108
www.aspquiklink.com/12108
Drew Technologies
27
112
www.aspquiklink.com/12112
Identifix
5
102
www.aspquiklink.com/12102
Innovative Products of America Inc.
35
116
www.aspquiklink.com/12116
Interstate Batteries
13
106
www.aspquiklink.com/12106
KYB Americas Corporation
15
107
www.aspquiklink.com/12107
Lang Tools
47
122
www.aspquiklink.com/12122
Mahle Aftermarket Inc.
33
115
www.aspquiklink.com/12115
Mighty Auto Parts
21
110
www.aspquiklink.com/12110
NAPA Auto Parts
OBC
125
www.aspquiklink.com/12125
O’Reilly Auto Parts
9
104
www.aspquiklink.com/12104
Philips Automotive Lighting
31
114
www.aspquiklink.com/12114
Schaeffler Group USA Inc.
39
118
www.aspquiklink.com/12118
Schrader Performance Sensors
45
121
www.aspquiklink.com/12121
SKF USA Inc.
7
103
www.aspquiklink.com/12103
Tracer Products
29
113
www.aspquiklink.com/12113
VDO TPMS Replacement Parts
IBC
124
www.aspquiklink.com/12124
50 | ASP April 2018
Technical Service Bulletins Subaru SUBARU BRAKE STROKE This bulletin applies to 2014 and later Subaru Forester models. A revised adjustment procedure is to be used when diagnosing brake light switch (BLS) related DTCs C1531 and/or C0054. If the BLS is out of adjustment, the ABS and/or VDC warning lamp may illuminate. Before proceeding with the BLS adjustment procedure, review the related diagnostic procedure in the applicable service manual for the DTC stored in memory.
the first (relaxed) position to obtain the pedal stroke measurement. The specification for pedal stroke to activate the BLS is 5.5 mm, +/- 2.5 mm (greater than 3 mm but less than 8 mm). If the switch activation measurement is out of specification, the BLS will need to be adjusted. When the brake lights come on too soon (not enough pedal stroke), the BLS needs to be adjusted inward toward the bulkhead. If pedal stroke is excessive before the brake lights come on, the BLS needs to be adjusted outward toward the steering wheel. The ZBLS is very sensitive. Moving it just one notch should bring the operation into specification, since one notch is equal to about 4 mm of movement. 3. If it is determined that the BLS needs adjustment, rotate the switch approximately 45 degrees to the left (counter-clockwise) to release it from the brake pedal bracket. Move the BLS inward or outward as
Before proceeding, place a reference mark on the threaded portion as shown here
1. Before removing or adjusting the BLS, place a reference mark on the threaded/ notched portion of the adjuster. 2. Measure the brake pedal stroke by first measuring the distance between the floor mat and the pedal. Then depress the brake pedal slowly until the brake lights come on and record the second measurement. Subtract the depressed pedal distance from
Rotate the BLS right to lock and left to release.
Measure the distance from the brake pedal to the floor mat (A) and then depress the pedal until the brake lights illuminate (B). Then subtract “B” from “A” to obtain the pedal stroke measurement.
53 | ASP April 2018
required using your reference mark as a guide, then rotate the BLS to the right (clockwise) to lock it back into position. Re-measure the pedal stroke and repeat if necessary. 4. Clear the ABS/VDC system memory and road test the vehicle to confirm that no DTCs reset.
Technical Service Bulletins BMW LEAN BIMMER This bulletin applies to 2010 BMW Hybrid X6 models equipped with the E72 engine. The Service Engine Soon lamp may be illuminated, with faults stored in the DME memory. 29E0.....Fuel mixture control, mixture too lean, bank 1. 29E1.....Fuel mixture control too lean, bank 2.
The cause may be an un-metered air leak in the induction system or a miscalculation of the air usage in the induction system procedure.
Check the areas noted as 1 to 5 (see text).
Smoke testing the induction system is the most effective way to determine the integrity of the system. Inspect the charge air line (1) connections and the clamps. Check the tightness of the attachment screw (2). Check the crankcase ventilation system connection (3). Check the connection at the flexible coupler (4) on the air box. Remove the filtered air duct (5) for inspection.
Dodge NITRO NONSENSE This bulletin applies to 2009-2011 Dodge Nitro models equipped with a 3.7L engine and automatic transmission, built before Feb. 23, 2011. A MIL may be on, with DTC P0401 (EGR System Performance) stored in the PCM. No other symptoms may be noted. The fix involves selectively erasing and reprogramming the PCM with new software, with the wiTECH software at release 12.01 or higher. Using a scan tool (wiTECH) with the latest software, clear any DTCs that may have set in other modules. Type the necessary information on an authorized modification label (P/N 04275086AB) and attach it near the VECI label.
Ford FIESTA FIX
With the filtered air duct removed, inspect the sealing surfaces (1) and carefully inspect the sealing surfaces inside and outside of the gasket (2).
Perform all applicable test plans for the faults stored (mechanical leakage, restriction or electrical failure of an induction system component). If the results of the tests are inconclusive, proceed to the following troubleshooting.
Some 2011-2013 Ford Fiesta vehicles built on or before Sept. 12, 2012, may exhibit a thump/rattle noise coming from the fuel filler neck area. The customer may indicate that the noise is most noticeable in warm ambient temperatures, and that the issue may be intermittent and may occur mostly at idle. The Natural Vacuum Leak Detection (NVLD) module may make a thump/rattle noise during the normal purge of the evaporative emission canister (EVAP). The noise only occurs when vapor purge is active and stops when the EVAP canister purge valve is closed. Replace the NVLD module assembly. Refer to workshop manual section 303-13. AE8Z-9J279-L...........NVLD assembly, 4-door AE8Z-9J279-M..........NVLD assembly, 5-door
54 | ASP April 2018
Technical Service Bulletins The following must be performed once the PCM has been reflashed:
Shown in the photo above is the ignition key cylinder door in the correct position.
Chevrolet SPARKY NEEDS A LUBE Owners of a 2012-2013 Chevy Spark may comment that the keyless entry remote is inoperative at times. This may be caused by the ignition key cylinder door sticking in the up position. When this happens, it will disable the keyless remote start and the door lock functions. Customers may notice a chime sound when the key is out of the ignition and the driver door is open. The likely cause is a sticking ignition key cylinder door on the plunger to the micro switch. GM suggests not to replace the ignition key cylinder. Use a Lubriplate-type of lubrication, spray and lubricate the ignition key cylinder door. Insert the tip of the key in and out to verify that the door of the cylinder is not sticking.
Dodge DART REFLASH This bulletin applies to 2013 Dodge Dart vehicles equipped with a 1.4L engine and the C635 manual transmission. The customer may indicate that they feel an A/C engagement bump during acceleration when ambient temperature is above 90 degrees Fahrenheit, along with a lack of power. The fix involves selectively erasing and reprogramming the PCM with new software. The wiTECH software level must be at release 13.02 or higher to perform this procedure. Install a battery charger to ensure that battery voltage does not drop below 13.02 volts or rise above 13.5 volts during the flash.
• Turn the ignition key OFF for a minimum of 10 seconds to allow the module to update and power down. • Turn the ignition ON. • Using the wiTECH at the home screen, select PCM. • DTC P1302 — Transmission self-learning will be present. Depress the clutch fully to allow the DTC to store. • Perform the Cruise Control Learn Procedure. Press, then release, the Cruise ON/ OFF button on the steering wheel. Start the engine. Press the Cruise ON/OFF button to verify that the Cruise indicator illuminates on the cluster. • Perform the TLC relearn procedure. a. Select PCM from Vehicle View. b. Select the Misc. Functions Tab. c. Set the parking brake and start the engine. d. Select the “Clear Mis-fire TLC” function and verify that the Misfire TLC has been cleared. e. Select the “Monitors drop down list and select “OBDII Monitors.” f. Select the “Mis-fire Mon SWC” screen. g. While watching the Mis-fire Mon SWC screen, allow the engine to warm up until the coolant temp has reached 140 degrees F. h. Once coolant temp has reached 140 degrees, perform a 6,000 rpm wide open throttle stab and let rpm return to idle. i. Verify that the Mis-fire monitor status on the Mis-fire Mon SWC screen has changed from “Waiting” to “In Progress.” If 6,000 rpm was not achieved, perform Step H again. • Clear any DTCs that may have set in other modules. Type the necessary information on an Authorized Modifications Label and attach it near the VECI label. ■ TSB information provided by motologic.com.
55 | ASP April 2018
Products Mahle expands FluidPro line Mahle Service Solutions has added four machines to its FluidPro line. The FluidPro CFF-1HD MultiFluid Filtration System is an all-in-one machine that can clean a wide variety of industrial fluids. The VCX-32HD Coolant Exchange System extracts, stores, and refills large capacity engine coolant systems up to 32 gallons. The FluidPro EFP-150HD Portable Fuel Priming System is a diesel fuel primer. The FluidPro VOX-14HD Oil Exchange System uses air to purge used oil from the vehicle’s filter and oil passages while the oil pan is evacuated and replaced with clean oil. MAHLE SERVICE SOLUTIONS Circle 150 on Reader Service Card www.aspquiklink.com/12150
Fram adds anti-drainback valve to oil filter Fram has added a silicone anti-drainback valve (ADBV) to its Extra Guard Spin-on Oil Filters. The company says the silicone ADBV remains flexible three times longer than nitrile, offering added protection for safe engine start-ups. Additionally, the new and improved filter offers even stronger protection against dry starts, which can damage the engine. FRAM GROUP IP LLC Circle 151 on Reader Service Card www.aspquiklink.com/12151
Autel adds heavy-duty service tablet Autel Intelligent Technology has added the MS906CV heavy-duty complete service tablet to its MaxiSys product line of wireless diagnostic tools. The company says the new tool is the most affordable heavy-duty complete service tablet available. The corded MS906CV provides the same AutoVIN/AutoScan features on all makes and all models from Class 1
to Class 9 commercial vehicles, the same service functions and all systems diagnostics at a more affordable price because it does not come with the J2534 to perform bidirectional coding and activation functions for heavy-duty vehicles. AUTEL INTELLIGENT TECHNOLOGY LTD. Circle 152 on Reader Service Card www.aspquiklink.com/12152
Stant expands SuperStat thermostat coverage Stant has added part numbers to its SuperStat line of thermostats and now provides best-tomarket coverage for nearly 100% of the vehicles in operation today. The company says Stant SuperStat thermostats have a high-strength stainless steel flange polished to obtain an ultra-smooth surface for superior corrosion resistance and up to 30% higher flow than the competition. Other features include an opening spring that is 50% stronger than standard springs to help the thermostat return to a closed position. STANT CORP. Circle 153 on Reader Service Card www.aspquiklink.com/12153
Bosch releases OTC wiper puller Bosch has introduced the OTC 4680 Wiper Puller for removing wiper arms on passenger vehicles and light trucks. The company says the wiper puller allows technicians to easily access recessed components or areas with minimal clearance. The design includes jaws that are forged with a radius to tightly hug the center screw for minimal spread, while ensuring optimal contact with the object being pulled. The wiper puller includes two pairs of legs, including 9/16-inch wide and 1-inch wide, to aid in many types of small component applications. BOSCH AUTOMOTIVE SERVICE SOLUTIONS Circle 154 on Reader Service Card www.aspquiklink.com/12154
56 | ASP April 2018
Products Crescent diamond tip screwdrivers Apex Tool Group has added diamond tip screwdrivers to its premier Crescent hand tool brand. The company says the most important feature of these new screwdrivers, which are initially available in Phillips and slotted styles, is their diamond tips. A diamondinfused powder coating gives the tips up to four times the grip of non-coated tips, greatly reducing slippage and cam-out. The grip and comfort provided by the tri-lobe design allows users to apply up to 20% more torque than with more traditional handle styles. APEX TOOL GROUP LLC Circle 155 on Reader Service Card www.aspquiklink.com/12155
TPMS sensor has rubber snap-in stem Continental Commercial Vehicles & Af termarket offers its multiapplication VDO REDI-Sensor TPMS sensor in a rubber snap-in stem version. The company says the multi-application sensor snaps together without any threaded components and follows the OE vehicle relearn procedures just like an OE TPMS sensor. All VDO TPMS sensors are OE designed and validated and compatible with all major TPMS scan tools. CONTINENTAL COMMERCIAL VEHICLES & AFTERMARKET Circle 156 on Reader Service Card www.aspquiklink.com/12156
Multipurpose fork adapters Stertil-Koni USA has introduced a series of universal multipurpose fork adapters engineered to increase the versatility, utility and performance of the company’s mobile column lifts. The company says that by employing the
new Stertil-Koni multipurpose adapters, the user can achieve front and rear lifting with just two mobile columns. The company says the multipurpose adapters used in conjunction with mobile column lifts can handle everything from heavyduty utility trucks to farm tractors and even cab and chassis vehicles. STERTIL-KONI USA Circle 157 on Reader Service Card www.aspquiklink.com/12157
Dorman launches air suspension line Dorman Products has released a complete Active Air Suspension line. In addition to comprehensive advanced-technology air compressor kit coverage, the new Dorman line comprises air shocks, air springs and air struts plus two delete kit types for all budgets — including a full 4-corner tuned ride kit and a partial rear/front-only conversion kit. The company says the line features an exclusive, innovative solution for a known OE compressor failure, industry-leading advanced technology and an entire line of products with 100% new parts. DORMAN PRODUCTS INC. Circle 158 on Reader Service Card www.aspquiklink.com/12158
LeakFinder fluorescent dyes New LeakFinder UV fluorescent dyes from Tracer Products are available for all automotive air conditioning systems with R-134a, R-1234yf or other widely used refrigerants; for oilbased fluids; and for all conventional coolants. The company says simply add the dye, use one of its leak detection flashlights to see automotive, air conditioning, fluid and coolant leaks glow brightly. The dyes are concentrated, fluorescing much brighter than similar products in the same price category. TRACER PRODUCTS Circle 159 on Reader Service Card www.aspquiklink.com/12159
57 | ASP April 2018
Products Coats 1400 wheel balancer is designed for general service outlets The Coats 1400 Direct Drive Wheel Balancer is designed specifically for general service outlets with medium volume. Reliable, durable and easy to use, the 1400 offers automatic data entry of the distance and diameter. Hennessy Industries says automatic data entry eliminates the chance of technician error and speeds up the balancing process. The Coats Direct Drive system, combined with balancing features focused on accuracy, is designed to get the job done right the first time, every time, says the company. HENNESSY INDUSTRIES INC. Circle 160 on Reader Service Card www.aspquiklink.com/12160
Permatex thread compound sealant New Permatex Seal+Lock Thread Compound is a twoin-one solution designed to seal up to 1,000 psi and lock to 120 in.-lbs. The company says Seal+Lock Thread Compound combines the sealing capabilities of a thread sealant with the holding power of a blue, medium-strength thread locker. Permatex Seal+Lock provides increased reliability and durability of repairs by ensuring sealed connections will not leak and locked fittings will not loosen. This specially formulated compound creates an air and watertight seal. It also resists temperatures from -60 degrees Fahrenheit to 300 degrees F (-51 degrees Celsius to 150 degrees C). PERMATEX Circle 161 on Reader Service Card www.aspquiklink.com/12161
Rancho suspension system for F-150s Tenneco has redesigned the Rancho 4.5-inch performance suspension system for 2018-15 Ford F-150 pickup trucks. Offering 4.5 inches of raised height in the front and 3 inches in the rear, the latest Rancho system is engineered to install easily and offer superior strength and drivability on- and off-road. The kit features a fully boxed welded sub-
frame manufactured from high-strength, low-alloy steel and DOM tubing, along with CNC-machined ductile iron steering knuckles. No drivetrain modifications are required for the system, which is designed to fit 35-inch tires. TENNECO INC. Circle 162 on Reader Service Card www.aspquiklink.com/12162
Rein/Dolz offers water pumps CRP Automotive is offering Dolz water pumps through Rein Automotive that are backed by a 4-year, 50,000-mile warranty. CRP Automotive says the Rein/Dolz water pumps match the OE design and materials. The water pumps use OE style bearings for low noise and maximum durability. The internal seals are made of silicon carbide for high-pressure resistance as well as to reduce noise. They also come with OE-style gaskets to prevent leakage after installation. CRP AUTOMOTIVE Circle 163 on Reader Service Card www.aspquiklink.com/12163
IPA diamond grinding wheels The new 3-in-1 Diamond Grinding Wheels from Innovative Products of America Inc. (IPA) are designed to grind, cut and undercut in two firstto-market sizes. Available in 2-inch and 3-inch diameters, these wheels are used with high-speed die grinders. IPA says each grinding disc features a brazed-diamond abrasive edge that lasts 20 to 60 times longer than traditional abrasives. In addition to maintaining their size and shape throughout their life, these diamond grinding wheels cut fast and produce low sparks and odor. INNOVATIVE PRODUCTS OF AMERICA INC. Circle 164 on Reader Service Card www.aspquiklink.com/12164
58 | ASP April 2018
Products
Brake Parts expands Raybestos OptiCal coverage Brake Parts’ Raybestos brand has added nearly 100 part numbers to its line of premium quality OptiCal new plated brake calipers for a total offering of 390 part numbers, covering 5,300 vehicle applications. The company says that unlike traditional calipers, the Opti-Cal caliper line features all new components, combining optimal performance with time-saving, trouble-free installation. They are composed of a new caliper body, bracket and components, including pistons, lubricated guide pins and pad mounting hardware to ensure they fit and function correctly. Aluminum or zinc-plated housings and zinc-plated brackets deliver superior corrosion prevention. BRAKE PARTS INC. Circle 165 on Reader Service Card www.aspquiklink.com/12165
Coast flashlight is rechargeable The PX1R rechargeable flashlight from Coast has a high beam distance of 508 feet and low beam distance of 164 feet. A USB insert on the battery and tail cap allows for the recharging of the batteries either inside or outside of the light. Users can shift between a super wide flood beam or spot mode with transition halo at varying distances and brightness with a simple twist. The company says the PX1R flashlight is impact resistant, weather resistant and its LED is virtually unbreakable. COAST PRODUCTS Circle 166 on Reader Service Card www.aspquiklink.com/12166
Ford adds spark plugs to Omnicraft Ford Motor Co. has added spark plugs to its Omnicraft brand of replacement parts for non-Ford vehicles. Ford says Omnicraft iridium plugs help provide top efficiency and a long service life.
Features include application-specific designs, iridium-enhanced 0.6 fine-wire design for optimal durability and performance, patented, platinum side-wire technology for maximum efficiency in most ignitions and V-trimmed ground electrode for enhanced ignitability. A multi-rib insulator helps protect against misfire and internal resistor minimizes electrical interference. OMNICRAFT
Goodson Tools & Supplies releases 90-degree air drivers Goodson Tools & Supplies for Engine Builders has introduced two 90-degree air drivers: star (spline) drive and hex drive. The company says these air drivers feature an 11,000 rpm (free speed) motor and a 1/4-inch air inlet with rear exhaust. The driver weighs just 2-1/4 pounds and measures 8-3/4 inches long. The composite grip and trigger are ergonomically designed for user comfort. GOODSON TOOLS & SUPPLIES Circle 167 on Reader Service Card www.aspquiklink.com/12167
Four Seasons kit repairs Dodge Ram Diesel fan clutch Standard Motor Products’ Four Seasons division has released the Dodge Ram Cummins Diesel problem solving parts kit. The company says a common cause of compressor failure and poor A/C performance on some Dodge Ram Cummins diesel applications is a failed electronic viscous fan clutch (EVC). Fan clutch failure can often go overlooked, resulting in repeated comebacks. The new kit helps take the guesswork out by including a premium quality new compressor, fan clutch, liquid line with orifice tube, accumulator, PAG (polyalkylene glycol) oil and all necessary O-rings, gaskets and seals, all under one part number. FOUR SEASONS Circle 168 on Reader Service Card www.aspquiklink.com/12168
59 | ASP April 2018
Products MSP Power Supply Charger The new MSP Power Supply Charger from Midtronics offers three selectable voltages of 13, 13.7, and 14.2 VDC and support for standard leadacid, AGM and EFB batteries. The company says the 70-amp MSP charger provides clean, reliable power for charging and maintaining battery state of charge during service reflash, extended service procedures, and in the showroom. The MSP charger will help shops avoid potential battery damage from drain during service; maintain vehicle electronic and accessory settings; and return batteries in optimum condition to prevent potential no-starts. MIDTRONICS INC. Circle 169 on Reader Service Card www.aspquiklink.com/12169
KTI expands tool storage line K Tool International (KTI) has added a 600-lb. capacity shop cart to its tool storage line. KTI says the cart provides a professional organization system for tools of all types. Features include 5-inch heavy-duty swivel casters, bumpers on all four corners to help avoid damage to painted surfaces and lockable compartments. The deep top storage compartment has a gas strut lid for ease in opening and closing. A bottom shelf provides storage of oversized items. The cart is available in black, green or red. K TOOL INTERNATIONAL Circle 170 on Reader Service Card www.aspquiklink.com/12170
SKF has new wheel-end seal The new Scotseal X-Treme wheel-end seal for drive, steer and trailer axles from SKF USA is designed to help reduce the risk of premature wheel-end failures, as well as the high costs associated with unplanned downtime and vehicle recovery. New design features include optimized primary and axial lip profiles, metal unitizer geometry and an upgraded lip material which enhances the performance of SKF’s unique wave lip design.
These new features improve pumping so it runs 25% to 30% cooler and provides 50% less torque, all contributing to improved fuel economy, the company says. SKF USA INC. Circle 171 on Reader Service Card www.aspquiklink.com/12171
Cardone Industries expands its air suspension portfolio Cardone Industries has expanded its air suspension portfolio to become a full-line supplier of 10 part types essential to original equipment dealers and reman technicians. Cardone says it has spent the past two years dramatically increasing its coverage to include over 280 SKUs. Cardone’s line now includes air struts and springs; compressors and dryers; conversion kits; shock absorbers; and ride height sensors. CARDONE INDUSTRIES INC. Circle 172 on Reader Service Card www.aspquiklink.com/12172
Bee Line offers 3D system for diagnosing truck frame damage Bee Line has introduced the OM8000 Optical Frame Assessment System for diagnosing, illustrating and correcting damage to truck frames. The company says the system features a single infrared camera that captures the initial conditions of a damaged frame, allowing the operator to determine corrective measures. The camera has a self-contained light source for accuracy. The 3D system is capable of accurate initial condition reporting, dynamic tracking of corrections and final condition reporting relative to appropriate specification tolerances. BEE LINE CO. Circle 173 on Reader Service Card www.aspquiklink.com/12173
60 | ASP April 2018
www.redi-sensor.com
Programming is a pain. VDO and REDI-Sensor – Trademarks of the Continental Corporation
Get the job done faster with the sensor that needs no programming, no cloning, and no dedicated programming tools. REDI-Sensor is ready to go, right out of the box. www.redi-sensor.com
Circle 124 on Reader Service Card
Circle 125 on Reader Service Card
