Auto Service Professional - March/April 2013

March/April | 2013 | Vol. 3, No. 2

ELECTRIC FUEL PUMP DIAGNOSIS COMPUTER REFLASHING PRIUS HYBRID A/C SPARK PLUG INSIGHT

March/April | 2013 | Vol. 3, No. 2

The Technicals

Refashing tips and tricks Page 13 | Reprogramming can be diffcult, so charge for your time!

H Hybrid vehicle air conditioning s service P Page 22 | As models become more popular, ddemand for A/C service will increase

Electric fuel pump diagnosis Page 36 | Houston, we have a problem

Fire in the hole!

F PPage 48 | Spark plugs: past and present

Noise/vibration/harshness Page 58 | Chasing the irritant gremlins — part two

Departments Straight Talk

Quik-Link

Specialty services: Add-on revenue producers | Page 4

Your connection to free information | Page 68

Letters

The Toy Chest

Readers agree with editorial on oil change intervals | Page 8

New and innovative equipment for your tool chest and shop | Page 71

Tool Review Goodson cam bearing tool | Page 65 3 | March/April 2013

Specialty services: Add-on revenue producers Mike Mavrigian | Editor

I

n addition to the daily repair workload existing customers, farm out the work and required to address customer repair and make a buck or two in the process. drivability concerns, there is a host An appearance treatment called water of “additional services” that you’re able transfer printing or hydro-graphics (this to provide, things that you may not have process goes by several names) allows previously considered.

Powder coating offers certain customers with a surface treatment that’s both durable and, depending on the customer’s needs, visually appealing as well.

Powder coating is a dry “powder” paint that’s applied with an electrostatic cling and then baked. The baking process causes the powdered paint to melt and fow, resulting in a hard fnish that withstands most solvents.

I know what you’re prob- An example of water transfer printing (hydro-graphics). This cast aluminum intake manifold was deburred, smoothed out and ably thinking at this primed, then sprayed with a black basecoat. The manifold was point — you don’t build then “dipped” through a carbon fber ink flm and then urethane custom street rods, so cleared. Hundreds (if not thousands) of different graphics are why would you consider available for any metal or plastic surface. powder coating? Granted, powder coating is popular for dressing-up graphic treatment to any non-porous surbrake calipers, suspension parts, frames, face to make a component look like wood, etc., but this technology is also very suitcarbon fber, etc., including creating a able for commercial/heavy-duty customers camoufage look (there are hundreds of who want a tough, long-lasting fnish on choices). various items such as snow plow hardware, This process involves prepping the part steel wheels, fuel tanks, ladder racks, etc. (cleaning and priming) and “dipping” the Consider getting hooked up with a local piece through an ink flm that rests on powder coating shop in your area. the surface water in a dedicated tank. It’s You’ll be able to offer the service to akin to dipping an Easter egg. The flm

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Circle 101 on Reader Service Card

wraps and clings to the surface. The item is then removed from the water, dried, and then clear coated in urethane. The possibilities are wide ranging, from customers who want their interior trim areas treated, to achieving a new and different look for their wheels, grilles, door mirror housings, etc. Again, you can establish a relationship with a hydro-graphics shop, farm out the customer’s pieces, reinstall them to the customer’s vehicle and make a buck (marking up the graphic job and charging for the R&R of the parts).

For commercial customers who run a feet of vehicles, it may be desirable for them to “label” various components in order to track service life. In addition to using permanent markers or stick-on labels, certain applications may lend themselves to laser etching or CNC engraving, both of which are permanent marks that will hold up against the test of time and environment.

Again, you can connect with a local CNC shop for this out-of-house work, with the customer billing it all through you (middleman markup at its best).

Another potential money-maker and valuable service for your customers are specialty functional coatings. This can apply to both commercial customers and customers who are hobbyists and/or racers. A range of specialty coatings, to name but two, are available that address issues of both

Circle 102 on Reader Service Card

heat and frictional wear. Ceramic coatings (thermal barrier coatings) can beneft any engine that features a turbocharger. This coating (applied to turbo housings, turbo feed and exhaust tubing, etc.) reduces underhood heat while increasing effciency.

Thermal barrier coatings have many other applications, but I’m citing turbos as but one example. Anti-friction coating (generally moly/graphite or Tefon-based), depending on the application, provides a superior oil flm retention and can serve as a back-up/fail-safe lubricity coating for momentarily oil-starved engine components, drive-gears, etc. The specialty coating feld is far-reaching, with a host of various materials and applications. Once again, this is a service that you can easily farm out while the money fows directly into your register.

The services I’ve mentioned here are merely examples. The point I’m trying to make is that, given the application and/ or customer request, you’re not limited to what’s available only through your current parts suppliers.

I know that it’s a trite and over-used urban-yuppie term, but sometimes “thinking outside the box” can make you stand out in the minds of your customers (and those referrals that result from customer word-of-mouth).

Just a thought. ●

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Readers agree with editorial on oil change intervals Dear Mike: Concerning your opinions voiced in your editorial in the January/February 2013 issue of Auto Service Professional: You are not alone.

Ten thousand-mile oil change intervals may sound good to marketing people who want you to think new cars will cost almost nothing to maintain, but in the real world things are different. People don’t do things on time. If you tell them 3,000 miles, they will be in at 4,000 miles. Tell them 7,500 miles, and they will go 9,000 or 10,000 miles. Chances are they won’t check the oil level on the dipstick, either.

A car might not use any oil for the frst 3,000 to 4,000 miles, but as the oil gets older and breaks down, the engine can consume it faster.

We have full-serve gas pumps. Do you know how many cars I put two, three or even four or fve quarts in? Some people will look at the sticker and say that “since I’m not due for an oil change I don’t need to check the dipstick, either.”

Most of today’s cars have variable valve timing, and these systems are very reliable as long as they have the right amount of clean oil. My 2009 Accord V6 also has variable cylinder management, which is yet another system that needs the right amount of clean oil to function properly.

Ethanol contamination also contributes to oil break-down.

One fnal comment: A lot of people lease cars these days and turn them in when the lease is up. Therefore, someone could be buying an off-lease car that’s three or four years old, with 30,000 or 40,000 miles, that’s only had one or two oil changes (buyer beware).

Customers also need to be aware that outlets that offer $14.95 oil changes likely are not using the same high-quality oil and flters that shops like ours use, so they can’t view price as an apples-to-apples comparison.

We enjoy the magazine, and keep up the good work.

Dave Festa, Part Owner/Technician Four Corners Service Station Guilford, Conn.

Dear Mike: Awesome story, couldn’t agree more! Just like to add one thought.

Most people today drive their cars, only stopping to fll it up when necessary, never even lifting the hood or checking the air in the tires. Cars need to be looked at regularly with a minimum interval of monthly.

I feel that in today’s fast-paced world cars need professional attention with a minimum of six month — or 4,000-mile — intervals.

Even though cars are much more reliable and have numerous built-in safeguards, they still need to be inspected on a regular basis for potential problems.

I’ve been repairing cars for over 40 years and the one thing that I have learned is that the people who adhere to the routine oil change intervals of 3,000 miles have the least amount of problems, hands down!

Tom French, Owner/ASE-Certifed Master Technician Tom’s Automotive Ormond Beach, Fla.

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3515 Massillon Rd., Suite 350 Uniontown, OH 44685 (330) 899-2200, fax (330) 899-2209 Web site: www.autoserviceprofessional.com Editor: Mike Mavrigian Mike.Mavrigian@bobit.com Managing Editor: Lori L. Mavrigian Lori.Mavrigian@bobit.com Senior Editor: Bob Bissler Bob.Bissler@bobit.com Contributors: Bob Weber/Automotive Technical Writer Alex Portillo/Diagnostic & Driveability Specialist Bob Rodriguez/Hybrid & Alternative Fuel Specialist Advisory Board: Dan Paddy/Dan Paddy Service, Seville, OH Frank Dannemiller/Mobile Service & Repair Co., Wadsworth, OH Bob Fall/Fall Automotive Machine, Toledo, OH Scott Gressman/Gressman Powersports, Fremont, OH Ken Styer/Ohio Technical College, Cleveland, OH Greg McConiga/O’Daniel Automotive Restorations, Ft. Wayne, IN Art Director: Neal Weingart Neal.Weingart@bobit.com Production Manager: Karen Runion Karen.Runion@bobit.com Publisher: Greg Smith Greg.Smith@bobit.com Sales: Dan Thornton djtinc@gmail.com (734) 676-9135 Mobile (313) 410-0945 Michele Vargo Michele.Vargo@bobit.com (330) 899-2200, fax (330) 899-2209 John Dyal The Dyal Company John.Dyal@bobit.com (760) 451-5026, fax (760) 451-5039 Marianne Dyal The Dyal Company Marianne.Dyal@bobit.com (760) 451-9216, fax (760) 451-0292 Customer/Subscription Service Tammy Katata, (800) 991-7702 Auto Service Professional is a Bobit Publication

Executive offces: 3520 Challenger St. Torrance, CA 90503 Chairman: Edward J. Bobit CEO & President: Ty F. Bobit Chief Financial Offcer: Richard E. Johnson Vice President & COO: Cyndy Drummey

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Refashing tips and tricks Reprogramming can be diffcult, so charge for your time!

By Alex Portillo Portillo is the head technician of Car Clinic, a state-of-the-art automotive repair facility in Mahopac, N.Y. He is a protégé of Jerry Truglia and has been trained by Automotive Technician Training Service and is TST certifed. His real-world, in-depth diagnostic articles will appear in Auto Service Professional on a regular basis.

to cover two examples (see more on www.autoserviceprofessional.com): • Hyundai/Kia with a J2534 device • Honda with the MVCI

R

eprogramming is easy if you refash Refashing a Hyundai Refashing a Hyundai is not only easy the same vehicle all day, but it can get with a J2534 device, it is totally free. Here diffcult if we work on several differis how we do it: ent makes and models. Here, we are going

1. Go to HyundaiTechInfo.com and log in with your username and password.

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2. Click on “Diagnostic Tools” in the middle and click on “J2534 link.”

3. Follow the instructions that appear on the screen. They are all standard instructions, such as put the vehicle KOEO and make sure a battery maintainer is on the car. Instructions on how to download the J2534 update program is on the same page.

4. J2534HMA will be visible on the desktop. Simply double click on it.

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Circle 105 on Reader Service Card

5. Simply click “OK.” The program will automatically look for fash updates.

6. On this screen, the program simply displays both the old and new calibration IDs. At this point, all you need to do is click OK to start the refashing procedure.

7. The screen will say “reprogramming” during the event, but will not have any sort of status bar, so you will have to see the second screen to know that it is done. Then, click OK and you are done.

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Refashing Hondas The “how to” refash” a Honda is very easy to forget because Hondas very rarely need module updates. Honda has two programs to refash modules. One is the free J2534 suite and the other is the OE software (which can be purchased for as little as $10 a day!).

Using the MVCI and a Honda subscription we can refash any module by simply

connecting to “CM Update,” which should download as a red shortcut on your desktop when you connect to the car and update your MVCI. On some versions of HDS, it will be a red button on the bottom of the screen.

Now, even more complicated than refashing a module (which you will practically never do on a Honda) is coding a key. Here is how you do it:

1. Start out by going to Techinfo.Honda.com and click on the American fag. In the right screen, you can see where a HDS subscription and a key code can be purchased. We are going to presume you have a HDS subscription and a “locksmith license” from NASTF.org and you’re going to get a key code. Click “click here to subscribe.”

2. Click on “click here” at the bottom of the left screen, choose the Honda service express subscription, and then click “checkout” in the right screen.

3. The next step is to scroll to the bottom of the screen and click on “I agree.”

4. After putting in all of your payment information click “Activate Subscription” on your online receipt.

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Circle 107 on Reader Service Card

5. Put in your Honda username and password.

6. Click “Keys and Codes” on the top right of the screen and for now, start up your HDS.

7. Click “Immobi” to enter the immobilizer menu, in order to program keys.

8. In this case, we are adding the keys because the PCM was replaced. Click “Replace ECM/PCM.” This begins a key registration process, in which after you are done you can update the PCM if necessary. Now, click the check mark on the bottom right of the screen.

9. This screen simply gives you instructions in the event you have to refash the PCM. Now, click the Check on the bottom right.

10. HDS (left) alerts us that we are going to obtain a “code” from Honda in order to continue the process.We enter in our locksmith ID and password from NASTF.org and the VIN of the car. Then, the Honda website gives us the all important “PCM code,” here it is 5559.

11. Simply enter in the PCM code into the vehicle and follow on screen instructions. When the process is complete, you can turn the key off and click the “exit” button.”

Reprogramming can be tough stuff, because every vehicle is so different. My advice? Take your time to learn and charge

a fair amount for your time. Auto repair is becoming increasingly technical and it is important that customers understand this. ●

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Hybrid vehicle air conditioning service As models become more popular, demand for A/C service will increase

By Mike Mavrigian

battery voltage concerns. Remember, hybrids don’t feature a traditional 12-volt here are over 1.5 million Toyota hybrid battery alone; a high voltage (HV) battery vehicles in North America (and well pack is present that, in the case of the over 2 million hybrids total, includPrius, contains from 201 to 273 volts. It’s ing Toyota and other brands). Even though vital to be familiar with the power system these numbers represent perhaps less than before attempting any service work. We 1% of the total North America vehicle popu- strongly suggest obtaining HV training, lation, it’s evident that hybrids are here either from Toyota or from an independent to stay, and their population will increase. hybrid specialist training center.

Based on this, it’s time to become familiar Hybrid battery basics with A/C systems in hybrids.

While there are several variants of hybrid Before attempting any service to the A/C designs among the OEMs, here we’ll take a system, you need to be aware of important

Photo courtesy ACDC

T

Craig Van Batenburg of ACDC explains the critical handling safety concerns when testing voltage once the HV battery has been removed from a Prius HV.

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High voltage powers the A/C compressor, electric motor, generator and inverter/ converter. All other conventional automotive electrical devices such as headlights, radio, gauges, etc., are powered by a separate 12-volt auxiliary battery. Numerous safeguards have been designed into the Prius hybrid to ensure that the high voltage Lithium-ion Hybrid Vehicle (HV) battery pack is kept safe and secure in an accident.

The Li-ion HV battery pack contains sealed batteries that are similar to rechargeable batteries used in some battery-operated power tools and other consumer products (but at a much higher voltage). The electrolyte is absorbed in the cell plates and will not normally leak out, even if the battery is cracked.

In the unlikely event the electrolyte does leak, it can be easily neutralized with a diluted boric acid solution or vinegar.

The HV battery pack is enclosed in a metal case and is mounted to the cargo foor pan cross member behind the rear seat. The metal case is isolated from high voltage and

Photo courtesy ACDC

specifc look at the most popular, Toyota’s Prius hybrid.

One of the notable features relates to the battery approach. The hybrid features two battery “divisions”: an HV 201 or 273-volt trunk-mounted AGM (absorbent glass mat) battery group, and a 12-volt auxiliary battery. If charging is required, the primary battery group (AGM) must be either tricklecharged or charged with a charger that is rated for AGM. Otherwise, irreversible battery damage could result. The 12-volt auxiliary battery (this is assigned to provide power to various 12-volt accessories) maintains its charge via a DC-DC converter (instead of using an alternator).

The 2001-2003 Prius (referred to as Gen 1) features a 273-volt HV battery, while 2004-2009 Prius models (Gen II) feature a 201-volt battery. The later generation features a NiMH (Nickel Metal Hydride) battery pack. A “boost inverter” was added to raise the voltage used by MG2 to up to 650 volts in order to boost vehicle acceleration performance.

Prius Gen II (2004-2009) compressor with rotor removed and stator still in case.

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concealed by carpet in the cabin area. The auxiliary 12-volt battery (in the 2010 model, for example) is mounted in the right rear quarter panel area.

Toyota hybrids feature bright orange cables that indicate that those cables carry dangerous high voltage. When you see an orange cable, STOP and take a moment to realize that extra caution is needed. Seriously, the high voltAn ACDC trainer explains how a CVT, equipped with age present in this system can electric motors inside, powers a Prius hybrid. be extremely dangerous if mishandled, and can, in a phrase, kill HV capacitors to discharge (just to be safe). you. Extra precautions and care must be After this wait period, with the gloves still taken whenever dealing with the HV (high on, use a category III/1,000-volt meter to voltage) battery, motor-generators (MG), confrm that the component that you’re DC-AC inverters, DC-DC converters, any about to handle is no longer powered. The orange power cables (AC or DC) and electric reason for this caution: The capacitors A/C compressors. Once the HV system has (located inside the DC-AC power inverter) been powered-down, you can still utican hold around 450 volts, which is enough lize the 12-volt battery source to operate to potentially be lethal. accessories.

NOTE: According to Toyota training mateBefore you begin to perform any work on rials, Gen III Prius HV hybrids (starting with or around these areas, you must powerthe 2010 model) feature a 346V Lithium-Ion down the HV system to reduce risk. battery pack consisting of 3.6V cells conThe HV power requires the power button nected in a series-parallel circuit. to be pressed while applying the brake Gen 1 Prius S HVAC (2001-2003) pedal. Also, the 12-volt auxiliary battery Gen 1 models feature a Denso scroll-style must be connected in order for the HV belt-driven compressor (Toyota calls this an power to come on-line. To avoid the HV ES18 inverter compressor) with an electric power from coming on-line, remove the clutch. The condenser features a two-stage key (bear in mind that just because the setup: A lower section serves to cool the key is removed, the HV system can still come on-line if the power button is pressed refrigerant via a gas liquid separator, which Toyota calls a “modulator.” The condenser while applying the brake). If the vehicle is equipped with a “smart key,” follow the ser- (coated with a special resin to reduce evaporator odor) is built into the radiator vice manual to deactivate that system. to further reduce size and weight. Since Disconnect the 12-volt battery. Without 12-volt power, the relays inside the HV bat- the compressor is belt-driven, idle stop will be interrupted when the driver selects A/C tery can’t go on-line.

Wearing a pair of Class 0/1,000 volt safety demand. Even if the gas/electric powerplant is idle-stopped, when you turn on the A/C gloves, with leather gloves placed over to max cold, the gas engine can start. the safety gloves, remove the HV battery When the A/C is operated in the MAX disconnect plug. While HV power-down should occur in a matter of seconds, play it position, the engine will always run to maintain compressor operation. If the safe and wait at least fve minutes for the HV battery becomes too warm while the power-down, allowing ample time for the

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Photo courtesy ACDC

Battery safety

Circle 111 on Reader Service Card

Gen II Prius HVAC In 2004-later models, a three-phase, AC voltage dropped to 201 volts, with a brushless, variable-speed A/C compressor.

An orange sheath containing three orange cables runs from the compressor to the transaxle-mounted inverter/converter assembly. A smaller inverter is located inside the main inverter assembly. This inverts a portion of the HV battery DC power into AC, which operates the A/C compressor. Since the engine is not always running, the A/C compressor must still be able to operate. Through the use of an electric inverter compressor (as opposed to a belt-driven unit), the compressor is driven by an electric motor that’s built into the compressor housing and powered

by AC voltage from the vehicle’s power supply system. Except for the portion that is actuated by the electric motor, the basic construction and operation of this type of compressor is the same as the scroll compressors used in other Toyota vehicles.

The Gen II Prius features an evaporator temperature sensor as well as a humidity sensor. The heater core is located in front of the evaporator. Small ceramic (PTC) heaters also are featured in the heater core and ducting (similar to those in Gen 1) which are located directly behind the heater core.

These heaters run off of 12 volts and aid in generating a bit of cabin heat when the gas engine isn’t running (and therefore not producing coolant heat). The expansion valve is located to the right of the evaporator (accessed under dash).

Photo courtesy ACDC

recirculation mode is on, the HV battery ECU will switch to FRESH in order to increase the fow of air across the battery.

The refrigerant gas that is discharged from the discharge port fows by rotation around the cylindrical pipe in the oil separator. The centrifugal force separates the refrigerant gas and the compressor oil due to the difference in their specifc gravity.

The lighter refrigerant gas passes through the inside of the pipe and travels from the discharge service port to the outside of the compressor. The heavier compressor oil is discharged through the oil discharge hole in the shutter and is stored in the oil storage chamber. The compressor oil travels back to the compressor and circulates inside the compressor.

The A/C compressor contains a built-in oil separator that helps to separate oil intermixed with refrigerant that circulates in the system, reducing drag on the compressor.

Toyota specifes the use of ND-11 lubricant, a special ester with high dielectric properties designed to lubricate the compressor while protecting the compressor’s electric motor windings’ insulation.

While Toyota specifes its own oil, aftermarket sources now offer the equivalent of this ND-11 oil (NOTE: ND-8 oil is not compatible). If you opt to use a different type of compressor oil (PAG), it is possible to not only damage the compressor, but there is a chance of shorting the high voltage compressor, which would completely shut down the vehicle. In the worst case, this could also result in a harmful and potentially lethal shock.

Editor’s note: It’s critical to avoid crosscontamination of PAG oils when servicing a hybrid A/C system equipped with electric compressors. Ideally, it’s best to dedicate a recovery machine for servicing these applications, while some recovery machine makers have addressed this concern for cross contamination in their features.

Prius Gen II compressor with internal permanent magnet three-phase motor.

The Gen II Prius evaporator is notably smaller and lighter than that found in Gen 1 models.

The A/C amplifer (HVAC ECU) is located below the center of the dash, near the

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Photo courtesy Toyota

foor, and sends and receives messages on the BEAN bus. The blower motor is located under the right side of the instrument panel. The blower is controlled by a pulse width modulated controller (variable duty cycle), which can be checked with a quality DVM. A “room temperature sensor” (which incorporates a humidity sensor) is located to the left of the selector lever. As humidity level changes (for example from dry to humid conditions), the voltage changes from approximately 1 volt to approximately 3 volts. When humidity is low, the compressor spins slower. When humidity is high, the compressor spins faster.

The A/C amplifer (an ECU) utilizes a logic program that takes into consideration

the inverter that you’ll fnd an additional three-phase AC inverter for the electric A/C compressor used on some hybrid models.

On these models, in most circumstances, the HV battery pack has enough power to supply energy to the A/C compressor to keep the cabin cool (even with the gas engine off) and still have enough power to propel the vehicle down the road at low speeds for a limited distance.

The Prius transaxle houses two AC motor generators. Motor generator 1 (MG1) is primarily used to start the gas engine and recharge the HV battery, while the larger MG2 is connected to the transmission output, and primarily functions as a traction motor to power the vehicle at low speeds (and assist the gasoline engine at higher speeds) and create electricity to recharge the HV battery under braking and deceleration. In addition to the gas engine’s cooling system, the Prius hybrid also features a separate liquid cooling system for the inverter/converter and for the two motor generators that are housed inside the transaxle (along with a dedicated 12-volt electric pump). Both the engine Cutaway view of a Toyota high voltage electric inverter A/C and additional inverter/ compressor. This is a scroll type, driven by an electric motor. converter/generator cooling Compressor speed is controlled by an ECU. systems are designed to use multiple factors in order to control the A/C the same Toyota-approved antifreeze. operation. These factors, or inputs, include Compressor oil a sun load sensor, grille-mounted ambient The biggest difference (beside the obvious temperature sensor, windshield wiper operaelectric versus belt-driven design in Gen II/ tion and actuator door position. According III) is the type of lubricating oil used in the to experts, the information from the ambisystem. While PAG or Ester oil is primarily ent temperature sensor is multiplexed used in traditional A/C systems, POE (polythrough a gateway module that translates olester) type oil is used in hybrid vehicles. the information into a BEAN bus message to the amplifer (since the A/C amp isn’t on The specifc type used and mandated by Toyota is ND-11. the CAN bus).

ND-11 oil provides high dielectric properSince the AC produced by the motor ties, which helps to maintain the integrity generators can’t be stored in a DC battery, of the compressor’s electrical windings. the inverter’s second job is to rectify AC to According to Robinair, with just 1% of DC, to recharge the HV battery. It is inside

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PAG oil in the system, this can lower the insulation resistance of a compressor from over 10 mega ohms to under 1 mega ohm. If PAG oil is used to completely fll an electric compressor system, the insulation resistance can essentially be reduced to zero. Based on recommendations from Honda, Toyota, Ford and GM (again, according to Robinair) it is unacceptable to allow even the slightest amount of PAG (or other oil) into the system. Honda even goes so far as to recommend replacing all A/C system components if the system is cross-contaminated with the wrong oil.

In June 2010, the SAE published a revised version of the SAE J2788 standard that covers the operation of an A/C recover, recycle and recharging (RRR) machine. A machine suitable for servicing both vehicles with a high voltage electric compressor that uses POE oil and traditional PAG oil systems must: • not have an on-board automatic/manual oil or dye injection, and • be capable of charging refrigerant into a system with less than 0.1% by weight of any residual oil.

A way to tell if a machine is certifed as suitable for servicing vehicles that use high voltage electric compressors is to look for

DTC CHART Referring to the 2012 Prius V as an example: B1411/11*1 Room temperature sensor circuit.

The A/C amplifer assembly stores the DTC of the respective malfunction if it has occurred for 8.5 minutes or more.

B1412/12*2 Ambient temperature circuit.

The A/C amplifer assembly stores the DTC if it has occurred for four seconds or more.

B1413/13 Evaporator temperature circuit.

The A/C amplifer assembly stores the DTC if it has occurred for four seconds or more.

B1423/23 Pressure sensor circuit.

B1441/41 Air mix damper control servo motor circuit (passenger side).

The A/C amplifer assembly stores the DTC if it has occurred for 30 seconds or more.

B1442/42 Air inlet damper control servo motor circuit.

The A/C amplifer assembly stores the DTC if it has occurred for 30 seconds or more.

B1443/43 Air outlet damper control servo motor circuit.

The A/C amplifer assembly stores the DTC if it has occurred for 30 seconds or more.

B1471/71 A/C inverter high voltage power resource system malfunction.

B1472/72 A/C inverter high voltage output system malfunction.

B1473/73 A/C inverter startup signal system malfunction.

B1474/74 A/C inverter malfunction.

B1475/75 A/C inverter cooling/ heating system malfunction.

B1476/76 A/C inverter load system malfunction.

B1477/77 A/C inverter low voltage power resource system malfunction.

B1497/97 BUS IC communication malfunction.

The A/C amplifer assembly stores the DTC if it has occurred for 10 seconds or more.

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B1498/98 Communication malfunction (A/C inverter local).

B14A2 Driver side solar sensor short circuit.

The A/C amplifer assembly stores the DTC if it has occurred for 4 seconds or more.

U0100 Lost communication with ECM/PCM “A.” U0131 Lost communication with power steering control module.

U0142 Lost communication with body control module “B.” U0155 Lost communication with instrument panel cluster control module.

U0293 Lost communication with HV ECU. 1: If the cabin temperature is approximately – 1.48 degrees F or lower, DTC B1411/11 may be output even though the system is normal.

2: If the ambient temperature is approximately – 63.22 degrees F or lower, DTC B1412/12 may be output even though the system is normal.

Circle 113 on Reader Service Card

a marking that features a yellow triangle with a lightening bolt, accompanied by the words “Certifed for High Voltage Compressor Service.” This alert should appear somewhere on the machine either as a

separate decal or on the decal that indicates SAE J2788 certifcation. An example of such a machine is Robinair’s 34788-H machine (which does not feature on-board oil injection). ●

PROBLEM SYMPTOMS All functions of the A/C system do not operate: – IG power source circuit – Back-up power source circuit – A/C control panel circuit – A/C amplifer assembly Air fow control (no blower operation): – Blower motor circuit – A/C control panel circuit – A/C amplifer assembly Air fow control (no blower control): – Blower motor circuit – A/C control panel circuit – A/C amplifer assembly Air fow control (insuffcient air fow): – Blower motor circuit – A/C amplifer assembly Temperature control (no cool air comes out): – Refrigerant volume – Refrigerant pressure – A/C pressure sensor circuit – Air mix damper control servo motor circuit – Evaporator temperature sensor circuit – Room temperature sensor circuit – Ambient temperature sensor circuit – A/C control panel circuit – Expansion valve – CAN communication system – A/C amplifer assembly – No. 2 engine wire – Compressor with motor assembly – Power management control ECU

Temperature control (no warm air comes out): – Air mix damper control servo motor circuit – Evaporator temperature sensor circuit – Room temperature sensor circuit – Ambient temperature sensor circuit – A/C control panel circuit – PTC heater circuit (with quick heater assembly) – Exhaust heat recirculation system – CAN communication system – A/C amplifer assembly – Power management control ECU

temperature control... only maximum cool or max warm): – Air mix damper control servo motor circuit – Room temperature sensor circuit – Ambient temperature sensor circuit – Evaporator temperature sensor circuit – Solar sensor circuit – A/C control panel circuit – A/C amplifer assembly

Temperature control (output air is warmer or cooler than the set temperature, or response is slow): – Refrigerant volume – Refrigerant pressure – Solar sensor circuit – Room temperature sensor circuit – Ambient temperature sensor circuit – Air mix damper control servo motor circuit – Air inlet damper control servo motor circuit – A/C control panel circuit – Radiator unit sub-assembly – Expansion valve – Exhaust heat recirculation system – CAN communication system – A/C amplifer assembly – No. 2 engine wire – Compressor with motor assembly – Power management control ECU

No air inlet control: – Air inlet damper control servo motor assembly – A/C control panel circuit – A/C amplifer assembly

Temperature control (no

34 | March/April 2013

Heater performance is low (engine is stopped... with quick heater assembly): – PTC heater circuit – A/C amplifer assembly

No air fow mode control: – Air outlet damper control servo motor circuit – A/C control panel circuit – A/C amplifer assembly Micro dust and pollen flter mode control function does not operate normally: – A/C control panel circuit – A/C amplifer assembly ECO switch does not operate normally: – ECO switch circuit – A/C amplifer assembly DTCs are not stored. Set mode is cleared when power switch is off: – Back-up power source circuit – A/C amplifer assembly

Circle 114 on Reader Service Card

Electric fuel pump diagnosis Houston, we have a problem Part one of two

By Mike Mavrigian

A

ll too often when a no-start condition or hard-start is encountered, some techs may be too quick to automatically blame the electric fuel pump.

If you talk to any rebuilder/remanufacturer or new parts manufacturer’s warranty folks, they’ll tell you that in the majority of return cases, the fuel pump that was returned as faulty was in fact problem-free.

Before you jump the gun and swap out a fuel pump, consider performing a simple voltage drop test to check the circuits that are responsible for pump activation.

Do we have fuel?

We realize how basic this sounds, but before performing any type of diagnosis

related to a suspected fuel pump problem, verify that there’s fuel in the vehicle tank.

Whether you’re dealing with a gas or diesel engine, she’s not going to fre unless the pump has available fuel to suck out of the tank and push forward to the injectors. You may laugh at this reminder, but if we didn’t mention this, I’m sure we’d get letters criticizing us for not including this caution.

Electric fuel pumps on electronically controlled fuel injection systems need to produce enough “high” pressure to allow the injectors to produce a suffcient spray of atomized fuel into the intake path (or into the combustion chamber in a directinjection system). Fuel pressure is typically in the 35 to 45 psi range. The electric fuel pump needs to be able to produce more pressure and fow than is needed, with pressure being controlled within the engine’s requirement range by the pressure

A non-delivery or weak delivery fuel problem shouldn’t automatically be blamed on the fuel pump. In far too many instances, fuel pumps are replaced needlessly.

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regulator. With the engine at idle (low Other potential causes for fuel pump engine speed), the regulator allows more interruption: fuel to be returned to the tank in order to keep the fuel pressure from building beyond • Inertia switch. Common to many Ford what the engine needs at the time. At vehicles, an inertia switch shuts off the higher engine speeds, the amount of fuel fuel pump if the switch senses an impact, returned to the tank is reduced. which could be caused by a collision, a sharp bump at the rear of the vehicle, or What else can stop the pump? even in severe bumpy off-road driving.

Aside from insuffcient power signal or Pressing the reset button on the switch poor ground issues that can affect pump will reactivate the pump circuit (the operation, late model pumps incorporate switch is often located in the trunk area). previously separate components into the • Airfow (if intake air ducting is leaking fuel pump assembly. This includes the at the throttle plate or other air intake pump, flter, fuel level sensor and in some issues are present. cases the pressure regulator. In many of • Grounds. Always check for loose, missthese confgurations, the signal produced ing or badly rusted tank/pump grounds by the crankshaft position sensor and monibefore wasting a bunch of time with tored by the ECM will kill the pump when/if extensive diagnosis. the engine dies/stalls out.

• Poorly installed or faulty theft-deterrent If the vehicle was involved in a collision, systems, which can kill the signal to the impact sensors can kill the pump signal, as pump. well as signals generated through air bag • Faulty ignition switch and/or ignition key. systems.

• Faulty or improperly programmed Citing various diesel applications as an remote-start ignition system. example, the diesel engine may feature an Voltage drop test external high pressure oiling system that’s A loss of voltage is caused by the fow of responsible for injector operation. If the current through a resistance. An increase in high pressure oil pump (or related pump resistance increases voltage drop. components) wear or fail, insuffcient (or In order to perform a voltage drop test, the no) high pressure oil will be available to fuel pump must be running. Typical voltage run the injectors. drops on both the power and ground side of A fuel pressure drop can be caused by a the circuit should not exceed 0.5V. clogged fuel flter, which can result in the Use a quality DVOM with jumper leads pump drawing vacuum, which leads to fuel aeration (air bubbles in the fuel). A dirty flter will force the pump to over-work as it tries to push fuel, leading to premature pump failure.

A loss (or drastic reduction) of engine oil pressure can cause fuel pump intermittent or shut-off problems, when the oil pressure sensor signal indicates insuffcient oil pressure (a safety circuit shuts off the pump as a safeguard to help save the engine).

A faulty (stuck) fuel pressure regulator that causes a reduction in fuel pressure can easily be mistaken for a pump problem.

Fuel volume should be in the range of fve Verify battery status before checking circuits to seven gallons per minute (check with a or performing drop tests. Charge or replace the battery as needed. fuel volume tool).

38 | March/April 2013

that are long enough to reach all the way back to the fuel pump.

Perform a voltage drop test on the positive side, with the DVOM red lead to the battery positive post. Turn the DVOM on. Connect the DVOM’s black lead to a red jumper that connects to the pump’s power wire.

You won’t read any drop in voltage until you get current fow through the pump (again, the pump must be running).

Turn the ignition switch on (to the run position). The pump should run for about two seconds.

With the key on (run position), if, for example, you read a voltage drop of 0.2V, this is acceptable. If you read more than 0.5V, this is unacceptable. If the voltage drop reading is within the acceptable range, this shows that we have a good positive power circuit to the pump, so everything from the battery to the pump is OK. To check the ground side, connect the DVOM negative lead to the negative battery post, and connect the DVOM positive lead to a long jumper wire that connects to the fuel pump’s ground (the ground at the pump).

It’s best to use a length of straight wire for the long lead, as opposed to a spiral or coiled wire, which may have too much resistance.

Now we need current fow, so turn the key to the run position (the pump should run for about two seconds). Again, the maximum allowable voltage drop is 0.5V. Check the ground at the fuel pump. Set the DVOM to DC amperage and select the 10 amp range. Turn the key to the run position. Again, the pump should run for about two seconds.

If the pump draws amperage through the ground circuit, the ground is then verifed as OK. If the ground circuit does not draw amperage, the problem is likely either the pump’s ground connection or the pump itself.

In this case, drop the tank (if necessary, depending on the model) and perform a continuity test at the ground wire at the pump. If you have continuity, then you know that the pump itself is the problem.

Quick check for a no-start condition • Check to see if you hear the electric fuel pump run (with the ignition switch in the run position).

• Check the underhood fuel pump fuse.

• Check the underhood fuel pump relay.

With the key cycled to the run position, you should hear/feel the relay “click.”

• Install a fuel pressure gauge to the fuel injection’s fuel rail (via a Schrader valve port). With the key in the run position, monitor the gauge. Cycle the key on/off several times during this check.

Performing electrical system tests Courtesy Charley Gipe Training Operations Lead Engineer, Delphi products & Service Solutions Fuel delivery problems can often be traced back to problems with the electrical system that prevent the fuel pump from receiving the correct power, which will cause the pump to perform poorly or not at all. Checking for power, ground and understanding how to perform an accurate voltage drop test will be important for correctly diagnosing a suspect fuel delivery system and making the needed repairs.

Although all vehicles provide power and ground to the electric fuel pump, the circuitry used to do this may vary from vehicle to vehicle. Therefore it is important to have a good wiring diagram of the fuel delivery system for the vehicle you are working on in order to determine where electrical connections are located, how current fows in the circuit and what terminals should be probed when performing diagnostics.

In order to check the electrical system, a DMM (digital multi-meter), ammeter, load tool and a number of test leads will be needed to measure voltage in the system at various points. Probing the electrical connections in the fuel system is necessary when diagnosing it, but care should always be taken so as not to damage the connections. Always probe an electrical connector with the correct test lead to prevent potential damage. Incorrectly probing an electrical connector can result in damage

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to the connector, a future failure and a customer comeback.

A number of electrical tests can be performed using the tools mentioned above so let’s review each of these tests and see how they are performed.

Open circuit tests If a fuel pump is not operating it may be caused by a loss of power or ground to the pump. A simple method of testing for the presence of power and ground to the pump is to remove the vehicle wiring harness from the fuel pump or module, connect a DMM to the power and ground terminals in the vehicle electrical connector, energize the electrical circuit by turning the vehicle key to “ON,” or commanding the fuel pump on with a scan tool and measuring the voltage at the electrical connector. This is referred to as an open circuit test because the voltage value being measured is done with no current fowing in the circuit, while the circuit is electrically “open.”

The equipment you will need to perform this test includes: • A DMM set to the DC volt scale.

• Any necessary test leads or electrical terminals to properly probe the electrical connector.

• A wiring diagram of the fuel delivery circuit.

To perform this test: 1.

2.

3.

4.

5.

6.

Disconnect the vehicle wiring harness from the fuel pump or fuel module.

Using the positive lead of the DMM carefully probe the fuel pump power terminal in the connector (see Figure 1).

Using the negative lead of the DMM carefully probe the fuel pump ground terminal in the connector (see Figure 1).

Set the DMM so it reads voltage values down to .001 volt.

Energize the fuel pump circuit and monitor the DMM voltage.

If the circuit is not open the voltage

Figure 1: Shown here is a wiring schematic of the fuel delivery system with the digital multimeter (DMM) connected to measure the open circuit voltage of the fuel delivery circuit.

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7.

should climb to approximately 12 volts (battery voltage).

If the value noted on the DMM is approximately 0 volts, the circuit is open and should be inspected to locate the open and repaired.

When performing any electrical test on the fuel delivery system it is important to make sure the battery is suffciently charged and able to provide the necessary power for accurate test results. If needed, test the battery prior to any fuel system test to assure it is charged and in good serviceable condition.

If the voltage noted when the pump circuit was energized is at or near 0 volts there is an open somewhere in the circuit, which is preventing power from fowing to the fuel pump. The open could be on either the power or ground side of the circuit. The location of the open can be determined by testing the circuit with the DMM in the following manner.

Fuel pump ground circuit testing 1. Connect the positive lead of the DMM to a known good voltage supply such as the positive battery terminal of the battery (see Figure 2).

2. Using the negative lead of the DMM carefully probe the fuel pump ground terminal at the connector (see Figure 2).

3. Set the DMM so it reads voltage values down to .001.

4. Note the voltage value on the DMM. 5. If the value noted on the DMM is approximately 12 volts the circuit is not open.

6. If the value noted on the DMM is approximately 0 volts the ground circuit is open and should be inspected to locate the open and repaired.

7. An open in the fuel pump ground circuit can be caused by: • A broken ground wire connection to the vehicle chassis due to rust/ corrosion. • A missing ground wire connection

Figure 2: This illustration depicts the digital multi-meter (DMM) connected to measure the open circuit voltage of the fuel delivery ground circuit.

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due to work that was done previously on the vehicle.

• A corroded or damaged electrical connection or junction in the ground circuit causing an open.

Fuel pump power circuit testing 1. Connect the negative lead of the DMM to a known good ground such as the negative battery terminal (see Figure 3).

2. Using the positive lead of the DMM carefully probe the fuel pump power terminal at the connector (again, see Figure 3).

3. Set the DMM so it reads voltage values down to 0.001.

4. Energize the fuel pump circuit.

5. Note the voltage value on the DMM. 6. If the value noted on the DMM is approximately 12 volts the circuit is not open.

7. If the value noted on the DMM is approximately 0 volts, the power circuit is open and should be inspected to locate the open and repaired.

An open in the fuel pump power circuit can be caused by: 1.

2.

3.

4.

5.

A “blown” or open fuse.

A failed fuel pump relay.

A vehicle anti-theft or safety system preventing power from being applied to the fuel pump.

A damaged electrical connector in the power circuit causing an open.

If an open is detected in either the power or ground circuit further testing to isolate the open can be done by using the DMM and wiring diagram to systematically probe the suspect circuit at junction points between the known good connection (either the power or ground) and the vehicle harness electrical connector. When two DMM readings are noted, one at 12 volts and the other at 0 volts, the open exits between these two points in the circuit and the repair work can be focused in this area.

Look for part two in our next issue. ●

Figure 3: The DMM is connected to measure the open circuit voltage of the fuel delivery ground circuit. Note that the DMM negative is connected to battery negative.

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Fire in the hole!

Spark plugs: past and present

By Bob Weber

F

ire in the hole. That, as you know, is how the internal combustion engine Weber is president of Virginia-based Write works. Mixing fuel and air then ignitStuff. He is an award-winning freelance ing it causes a rapid rise in pressure. This is automotive and technical writer and photog- often called an explosion, but in an engine, rapher with over two decades of journalism it is in reality a controlled burn. experience. He is an ASE-certifed Master Igniting that air/fuel mixture has been a Automobile Technician, and has worked on challenge since the frst engine was built. automobiles, trucks and small engines. He is The challenge continues to fnd better, more a member of the Society of Automotive Engi- durable, more accurate, more timely and neers (SAE) and numerous other automotive more precise ways of burning the fuel. trade associations. He has worked as an auto This is especially true as engineers service technician, a shop manager and a strive to meet the goals of better fuel regional manager for an automotive service economy and reduced emissions. That was franchise operation. of little concern back when the internal

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combustion, gasoline engine was born.

The earliest motor vehicle engines used a system called a “hot tube” to provide the ignition. (Prior to the hot tube, slow spinning engines used a slide plate the exposed the cylinder mixture to a fame, but these typically ran at about 100 rpm). Gottlieb Daimler’s early engines spun up to 600 rpm thanks to the hot tube.

The hot tube was kind of like a glow plug.

The heated tube was closed at one end similar to an inverted test tube and was heated by an external fame. During the compression stroke, some of the air/fuel mixture got pushed into the hot tube where ignition began. Clever, yes, but not very precise. But these were also extremely low compression engines.

Meanwhile, Robert Bosch was fddling with electricity and inventing something called the magneto. It, too, was a clever device that generated voltage using coils of wire and permanent magnets. The magneto is extremely reliable and durable — so durable and dependable that its magnetos are still used in not only small engines such as lawn mowers, but in small personal airplanes.

At the same time another new device was under development that used the magneto’s electricity to make a spark jump a gap to ignite the mixture for a stationary engine.

Gottlieb Daimler was the frst to test this thing we call a spark plug in non-stationary, automobile and truck engines in 1898.

The spark plug has been the way to make fre in the hole ever since.

Through the years, despite the fact that it remains recognizable, the spark plug has gone through enormous changes.

The latest innovation is the use of iridium which may replace platinum as the rare metal of choice. Incidentally, one of the earliest spark devices was a pair of platinum wires affxed to a couple porcelain insulators.

It was platinum center electrodes that permitted spark plugs to go up to 100,000 miles and they have dominated the market since their introduction in the mid-1980s.

Just about a decade later, the frst iridium plugs were introduced. Iridium has the advantage of having a higher melting point than platinum, is six times harder and

The corona ignition spark plug developed

by Champion produces a high energy, high frequency electrical feld to produce multiple streams of ions up to 25mm long to provide stronger ignition for the fuel mixture.

is more corrosion resistant, reports the Automotive Aftermarket Service Association (AASA), of which the major spark plug manufacturers are members.

Another reported beneft is cost, but both are currently selling for over $1,000 per ounce. As of this writing, platinum was $1,596 an ounce and iridium was $1,025 an ounce. According to AASA, “...industrial demand is driving the cost of iridium more than platinum.” About 20% of the iridium is being used in spark plugs.

Although a tiny bit of precious metal is used on each plug, millions of them are sold every year. Additionally, some spark plugs have not only a platinum or iridium center electrode; they have a bit of the metal welded to the ground electrode, as well.

They are often used on waste spark ignition systems since the plugs fre twice as often as a conventional system or a COP (coil on plug) system.

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There are numerous ground electrode designs aimed at decreasing the possibility of misfring while increasing the likelihood of producing a good spark with a large kernel to light off the air/fuel mixture.

For instance, the groove design of some of Denso’s plugs effectively create a wider gap in the channel while providing a smaller gap for the initial spark to bridge.

NGK’s V-Power spark plugs have a grooved center electrode that helps achieve the same goal.

One-hundred-thousand-mile replacement intervals are now the norm. Prior to the platinum plug, it was common to replace spark plugs in as little as 20,000 miles.

Not only are extended change intervals attractive to the modern car owner who is often lax about maintenance, those intervals may save money and hassle.

As you know, with many vehicles, it is nearly impossible to reach one or more of the plugs due to engine design, layout or under hood space. Dropping the engine cradle to change one of the plugs is labor intensive.

Although most spark plugs will probably work fne, even well beyond the 100,000 mile mark, the gradually eroding gaps can put a strain on the rest of the ignition system. That’s something worth explaining to your customers. And remember that short trip driving, worn mechanical parts, such as rings and valve guides, can lead to plug fouling and the need for replacement.

Spark plug of the future What may become of the spark plug in the future? For one thing, it may get much smaller. Heads are becoming full of holes.

Along with multiple valves, there is now direct injection. As displacement continues to shrink so does the space in the head for spark plugs so they may become as thin as pencils.

Another possible solution is lasers. They are already being employed on large stationary industrial engines.

Yet another possibility is plasma ignition.

It is found on some race car engines and jet aircraft engines.

Bosch iridium spark plugs. Iridium is harder and more corrosion resistant than platinum.

Bosch reports that homogenous charged compression ignition (HCCI), which is similar to that used by diesel engines, is a technology being investigated.

Corona discharge is another technology on the near horizon. Champion Spark Plugs has as patent pending on a spark plug that creates long streams of ionization to replace the small spark created across a conventional gap.

Then again, ignition may be supplied by something completely new and ingenious like what happened over a century ago.

Spark plug replacement Spark plug replacement is such a routine job, that it is often assigned to a rookie in the shop. But it does not hurt anyone to review the steps for proper plug replacement.

• Start with a cold or cool engine. This helps avoid thread damage, especially in aluminum heads.

• Unless the plugs are protected from the environment such as COP plugs, used compressed air to blow any sand, dirt or debris from the spark plug wells.

• Crack the plugs loose using a spark plug socket. If they fght back, squirt a little penetrant into the well and allow it to soak in for several minutes. Ford Triton engines may need to soak as long as overnight. (See ASP May/June 2011.)

• If the plugs did not come out smoothly,

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Courtesy Bosch

Here’s a tidbit of information for tightening spark plugs when the use of a torque wrench isn’t practical or preferred. Once seat contact is achieved, tighten a fat-seat style spark plug by 90-degrees and a conical-seat spark plug by 15 degrees.

you may want to chase the threads in the those old timers say you must. It can lead cylinder head (use a chaser tap to re-form to fouling and over-tightening. Today’s the threads, not a cutting tap.) plugs are treated to prevent seizure. If • Check the gap on new plugs. Most spark you insist, apply anti-seize very sparingly plugs come properly gapped from the facto only the top few threads to prevent it tory, but it never hurts to verify. If you from getting on the electrodes and reduce need to re-gap do not pry on the center torque by about 30%. electrode as it will likely snap off.

• Install the new plugs by hand to avoid • Do not use anti-seize compound even if cross-threading. In deep, hard-to-reach

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places, put a length of vacuum hose on the plug to extend your reach.

• Use a torque wrench in order to properly tighten according to the engine manufacturer’s specs. Improperly torqued spark plugs can lead to costly damage.

• If you refuse to use a torque wrench, give fat seat (gasketed) plugs a 90-degree turn after they make seat contact. Give conical-seat plugs a 15-degree turn. Do not use a half-inch drive ratchet.

Spark plug heat ranges There is a common misconception about spark plug heat ranges, even among some technicians. The error is in thinking a hotter spark plug creates a hotter spark, hence it must be a better spark. Nope. Heat range refers to the plug’s ability to dissipate heat from the tip. Hotter plugs dissipate the heat slower which helps prevent deposits. Colder plugs dissipate the heat quicker to reduce the likelihood of knock. Here is how NGK explains the conditions and solutions: Fuel type/quality • Low quality and/or low octane fuel can cause knock which will elevate cylinder temperatures. The increased cylinder temperature will cause the temperature of the combustion chamber components (spark plug, valves, piston, etc.) to rise, and will lead to pre-ignition if the knock is uncontrolled.

• When using an ethanol blend fuel with high ethanol content in high performance applications, a colder heat range may be necessary. The spark timing can be advanced further because ethanol blend fuel has a higher resistance to knock (higher octane). Due to the decreased knock, there will be less audible “warning” from knock before the spark plug overheats and pre-ignites.

• Some types of fuel additives in lower quality fuels can cause spark plug deposits that can lead to misfres, pre-ignition, etc.

Ignition timing • Advancing ignition timing by 10 degrees will cause the spark plug tip temperature

to increase by approximately 70 degrees to 100 degrees Celcius.

• A colder heat range spark plug may be necessary if the ignition timing has been advanced to near the knock level. Higher cylinder temperatures near the knock level will bring the spark plug fring end temperature closer to the pre-ignition range.

Compression ratio • Signifcantly increasing the static/ dynamic compression ratio will increase cylinder pressures and the octane requirement of the engine. Knock may occur more easily. If the engine is operated near the knock level, a colder heat range spark plug may be necessary due to the resulting increased cylinder temperatures.

Forced induction (turbocharging, supercharging) • A colder heat range spark plug may be necessary due to the increased cylinder temperature as boost pressure (manifold pressure) and subsequent cylinder pressure and temperature increase.

Ambient air temperature/humidity • As the air temperature or humidity decreases, the air density increases, requiring a richer air-fuel mixture. If the air-fuel mixture is not properly richened, and the mixture is too lean, higher cylinder pressures/temperatures, knocking, and the subsequent increase in the spark plug tip temperatures can result.

• As the air temperature or humidity increases, the air density decreases, requiring a leaner air-fuel mixture. If the air-fuel mixture is too rich, decreased performance and/or carbon fouling can result.

Barometric pressure/altitude • Air (atmospheric) pressure and cylinder pressure decrease as altitude increases. As a result, spark plug tip temperature will also decrease.

• Fouling can occur more easily if the air-fuel mixture is not adjusted to compensate for the altitude. Higher altitude = less air = less fuel. ●

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Noise/vibration/ harshness Chasing the irritant gremlins Part two of two

By Mike Mavrigian In part one of this article in our January/ February 2013 issue we covered various sources of vibrations and noises that may be described by your customers. We also covered radial force variation (RFV) and its causes and solutions. In this article, we will take It may seem obvious, but the wheel must be properly centered on the hub. If the wheel is a closer look at the types of vibration plus lug centric, the position of the wheel studs harshness complaints and solutions.

V

ibration is a shaking or trembling that can be felt by the customer when an object/component moves back and forth or up and down consistently.

Abnormal vibrations usually occur under certain vehicle operating conditions.

There are three types of vibrations: 1.

2.

3.

Free vibration — a vibration that continues after the cause has been removed. For example, a tire hitting a pothole will continue to vibrate after the initial impact has passed.

Forced vibration — a vibration that only occurs as long as the force that initiated the vibration remains. For example, an unbalanced driveshaft only causes a vibration as long as it is rotating. Another example would be an unbalanced tire, which would stop vibrating when it stops rotating. Forced vibrations are the most common type dealt with in automotive applications.

Torsional vibration — vibration caused by a constant twisting force that is felt in the foor and seats

dictate centering. If hub centric, the center of the hub engages to the wheel’s center hole for proper wheel position.

of the vehicle. This type of vibration is most noticeable during hard acceleration and is amplifed by the application of torque.

Under normal circumstances, a rotating component will not produce a noticeable vibration. However, if the component has improper weight distribution (imbalance) or is rotating in an eccentric pattern (outof-round or bent), then a vibration may be produced. If the frequency and amplitude of the vibration can be measured, then those characteristics along with the vehicle speed and engine rpm at which the vibration occurs, can be matched with components that would likely cause the vibration at that particular speed. This procedure can help fnd the source quickly and accurately.

Vibrations are often noticed in a component far removed from where they are generated. This is called transfer path or telegraphing. For example, an out-ofbalance front tire and wheel assembly may result in a noticeable steering wheel shake.

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In this case, we would call the wheel and Road test with customer Observe the following when preparing for tire assembly the origin (or originator), the steering linkage the conductor, and the the road test: steering wheel the reactor.

Damaged or worn engine and body mounts • Check the customer repair order before beginning the road test. It is imporor a grounded exhaust hanger are comtant to know what specifc concern the ponents that could transmit (conduct) a customer has with the automobile. This normal engine vibration (originator) into prevents correcting the wrong concern, the passenger compartment (reactor) as an and increasing the cost of repair.

NVH concern.

• Do not be misled by the reported location Harshness of the noise or vibration. The cause may Harshness is a concern that is related to actually be some distance away. the customer’s perception or expectation • Remember that the vibrating component of a vehicle’s ability to absorb vibrations (originator) may only generate a small caused by road imperfections. vibration. This small vibration may in Harshness is usually the result of: turn cause a larger vibration or noise with a component (reactor), due to con• Deterioration of vehicle components — tact with other components (conductor). such as worn or damaged suspension • Conduct the road test on a quiet street components that cannot move within where safely duplicating the noise or their normal range of motion, or that vibration is possible. The ideal testing have lost their isolating grommets or route is an open, low-traffc area. It must bearings. be possible to operate the vehicle at the • Modifcation of original equipment — speed in which the condition occurs. such as over-sized tires or heavy-duty • If possible, lower the radio antenna in springs and shocks. order to minimize turbulence. Inspect • Improper tire infation — over– or underthe vehicle for add-on items that may be infated tires can cause a harsh ride. creating a noise. Turn off the radio and blower for the heater and air conditioner.

Advanced electronic listening devices, such as the ChassisEAR, can be used to Slow acceleration test quickly identify a noise and its location The frst vehicle test used in determinunder the chassis while the vehicle is being ing an NVH concern is the slow acceleration road-tested. test. This test is used to identify the noise These versatile devices can identify the or vibration if a road test with the customer noise and location of bad wheel bearings is not possible. The steps of the slow acceland various problems in the differential eration test are: transmission, CV joints, brakes, leaf and coil springs, transfer case, pinion bearings or • Slowly accelerate the vehicle to the speed carrier bearings. where the problem occurs. Note the vehiFor example, the ChassisEAR has a sixcle speed and the engine RPM. If possible, position input selection control switch with determine the frequency of the vibration. six microphone clamps that are attached to • Attempt to identify the location of the 16-foot leads. The leads are secured to the concern (front or rear, and right or left) vehicle with clamps and Velcro ties. on the vehicle.

The ChassisEAR provides instant com• Attempt to identify the noise or vibration. parisons between any of the six channels during the road test. The unit is equipped Heavy acceleration test with headphones that block out surroundThis test is done to determine if a concern ing noises. is torque related.

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• Accelerate hard from 0-40 mph.

• Decelerate in a lower gear at the reported speed.

• If the concern is duplicated during this test, it is torque related.

Neutral coast down speed test The next step when performing the road test is the Neutral coast down speed test.

This test determines if an NVH concern is vehicle speed-related. The steps of the Neutral coast down speed test are: • Drive the vehicle at a speed higher than where the noise or vibration was obvious in the slow acceleration test.

• Place the vehicle in Neutral and coast down through the speed where the concern occurs.

• If the noise or vibration exists, the concern is vehicle speed-related. This eliminates the engine and torque converter.

• If the NVH concern did not occur during the Neutral coast down speed test, perform a downshift speed test to confrm the concern as engine speed-related.

Downshift speed test This vehicle test helps to confrm the NVH concern as engine speed-related.

The steps of the downshift speed test are: • Stop the vehicle and place the transmission in a lower gear.

• Drive the vehicle at the engine RPM where the noise or vibration occurs.

• If the noise or vibration exists, the concern is engine speed-related. This eliminates tires, wheels, brakes, and suspension components.

• If necessary, repeat the test using other gears and Neutral to confrm the results.

Steering input test This test determines how wheel bearings and other suspension components contribute to a vehicle speed-related condition.

The steps of the steering input test are: • Drive the vehicle at the speed where the Circle 127 on Reader Service Card

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Circle 128 on Reader Service Card

NVH concern exists, while making sweeping turns in both directions.

• If the concern goes away or gets worse, wheel bearings, hubs, U-joints (contained in the axles of 4WD applications), and tire tread wear can be the components causing the concern.

loaded test. This test may help reproduce engine speed-related concerns not evident with the Neutral run-up or Neutral coast down tests.

The engine loaded test also identifes noise and vibration sensitive to engine load or torque. These NVH concerns often appear during heavy acceleration or when climbing Road test over bumps a hill.

The road test over bumps is used to help WARNING: Block the front and back isolate a noise that occurs when going over wheels, or injury to personnel may result. a rough road or a bump. By driving the Do not exceed fve seconds when performvehicle across a bump or dip diagonally, one ing the engine loaded test or damage to the wheel at a time will hit the bump or dip. transaxle may result.

This will isolate the noise to one quadrant The steps of the engine loaded test are: of the vehicle.

• Block the front and back wheels.

• Apply the parking and service brakes.

• To determine if the noise is coming from • Put the transmission in Drive and increase the front or the back, drive only the the engine rpm to where the NVH confront or rear wheels over a bump. cern appears. Make note of the rpm and • To determine if the noise is on the left or frequency of the NVH concern. the right, drive one wheel over a bump.

• Be sure to perform the test in Drive and then in Reverse. If the noise or vibraEngine run-up tests tion occurs, check engine and transaxle Engine run-up tests are performed on a mounts. hoist with an accurate tachometer con• If the concern is defnitely engine speednected to the engine. Even if the vehicle related, perform the engine accessory test has a tachometer, it is a good idea to use to narrow down the trouble source. one that has clearly defned increments of less than 50 rpm so that an exact reading of Engine accessory test engine speed can be recorded. Engine speed Noises from specifc accessories can usuwill be an important factor in arriving at a ally be identifed with electronic listening fnal conclusion. devices, such as the EngineEAR. Perform the Neutral run-up and engine CAUTION: Block the front and back loaded tests if the NVH concern is engine wheels, or injury to personnel may result. speed-related.

Limit running time with belts removed or overheating may result.

Neutral run-up test The steps of the engine accessory test are: Use the Neutral run-up test as a follow-up • Remove the accessory drive belts. to the downshift test or when the NVH con• Increase engine rpm to where the NVH cern occurs at idle. The steps of the Neutral concern is obvious. run-up test are: • If the vibration occurs, the belts and accessories are not the source.

• Increase the engine rpm while in Park on • If the belts and accessories are the source front wheel drive vehicles, or Neutral on of the NVH concern, continue to add or rear wheel drive vehicles. remove specifc accessory belts to locate • Make note of the rpm and frequency of the concern. the NVH concern.

NOTE: Some of the information provided Engine loaded test here was gleaned from Toyota and Ford The second in-shop test is the engine training materials. ●

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Goodson cam bearing tool Kit is adjustable to handle hundreds of sizes

By Mike Mavrigian

All photos by author

G

oodson Tools & Supplies’ universal cam bearing tool, P/N CBT-300, allows removal and installation of just about any size cam bearings that you’re likely to run into.

A set of four expanding/adjustable mandrels covers a 1.370-inch to 2.250inch range. The mandrels easily adjust for undersize bearings. The kit includes a 35-inch-long impact driver bar (for servicing the rear-most bearing up to the number 2 bearing, and a convenient shorty 5-inch driver bar for easing service of the number 1 bearing), four expandable mandrels, a guide cone (for centering the long driver bar), four different-diameter backing plates that match to the individual mandrels, two male-threaded driver heads and a very nifty brushed aluminum wall-mount storage rack.

Rather than requiring a hefty selection of size-specifc mandrels that offer a limited range of bearing diameters, this kit is so adjustable that it will literally handle hundreds of different bearing sizes.

Goodson’s CBT-300 kit includes everything needed to service virtually any size cam bearing, and even features a storage rack.

Cam bearing installation

The mandrels (two sizes are included) feature expandable/adjustable sizing to capture a variety of bearing diameters.

In order to install new cam bearings, simply choose the mandrel that most closely fts your cam bearing I.D. Rotate the drive bar, retract the mandrel, install the bearing onto the mandrel, and rotate the drive bar to expand the mandrel to lock the bearing in place.

Insert the cam bearing into its position (the appropriate camshaft bore in the block), and tap the end of the drive bar with a hammer. The backing plate (positioned behind the mandrel) provides a stop when it contacts the web.

The bearing is fully positioned (naturally, you need to observe the bearing travel to verify that it’s centered in its bore). Rotate the drive bar handle to retract the mandrel, and remove the mandrel out of the installed bearing.

The fexible neoprene sleeve that secures the mandrel’s four-piece assembly provides a secure attachment to the bearing I.D. without damaging the bearing, and replacement sleeves are readily available if needed.

NOTE: Before installing any cam bearing,

65 | March/April 2013

note the oil feed location and mark the block with a marker to ensure correct oil passage alignment between the bearing and the cam bore. Also note that, depending on

As the impact bar is rotated, the mandrel sections expand or retract as the 4-sided-tapered driver head contacts the tapered mandrel walls. The 4-piece mandrel head is tensioned by a durable rubber sleeve.

While holding the mandrel, simply rotate the impact bar to contract the mandrel, slip the cam bearing in place, and rotate the bar to expand and capture the bearing.

In addition to the long impact bar that’s used for servicing the deeper reaches in the block (No. 5, No. 4, No. 3 and No. 2 bearings, for example), a separate short impact bar is provided for servicing the front (No. 1) bearing.

Circle 129 on Reader Service Card

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The short impact bar included in the kit provides more convenient and manageable access for servicing the No. 1 bearing.

the specifc engine block, cam bearing O.D.s can differ, with each bearing designed for a specifc camshaft bearing bore location.

Be sure to read the instructions that are included with the bearing kit in order to organize the bearings (for location 1, 2, 3, 4 and 5 for example).

We tested our sample kit during the installation of a set of new cam bearings in a GM LS platform block (this particular block was a cast-iron 6.0L LQ9 version).

For the cam bearings in this application, we used the largest mandrel in the kit (P/N CBT-8M).

The mandrel easily retracted to allow slipping the bearing onto the mandrel’s neoprene sleeve.

Once the mandrel was expanded (by rotating the driver), each bearing was securely and safely held in place, providing a headache-free installation at each bore location, with no danger of nicking or burring the bearings during installation.

The wall-mounted aluminum storage rack provides a tidy, organized method of storing all of the kit components, so there’s no need to take up valuable space in a tool box drawer.

This tool, like everything Goodson carries, offers pro-level, no-holds-barred quality, designed for the professional automotive service shop. ● MANUFACTURER’S INFORMATION Goodson Tools & Supplies 156 Galewski Dr. Winona, MN 55987-0847 (800) 533-8010 www.goodson.com

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Circle 130 on Reader Service Card

Instant information from ASP advertisers You’re mere seconds away from receiving product information at your fngertips. free product information. Just go to the Of course, you can always use the Reader website(s) listed to the right of each Service Card to the right and send it to us, advertiser below and you’re there! Instant and we’ll connect you to the advertiser.

Advertiser

ACDelco ADVICS North America Inc. Aftermarket Auto Parts Alliance Inc. Aftermarket Auto Parts Alliance Inc. Airtex Products LP AISIN World Corp. of America Akebono Brake Corporation ANCO Arnott Inc. CARQUEST Auto Parts Champion Spark Plugs DENSO Sales California Inc. Drew Technologies Eastern Manufacturing Inc. Federated Auto Parts Hennessy Industries Inc. IMC Parts IMC Parts Induction Innovations Inc. KYB America LLC MAHLE Clevite Inc. Monroe Shocks & Struts MOOG Steering & Suspension Motorcraft Rein Automotive Robert Bosch LLC Robinair SK Professional Tools SKF USA Inc. TechSmart by SMP Toyota Motor Sales U.S.A. Inc. TRICO Products VDO OE Replacement Parts Wagner ThermoQuiet

Page

IFC 55 7 53 37 67 35 45 62 OBC 21 49 15 66 5 43 17 19 6 59 25 9 47 29 27 51 23 33 IBC 63 40-41 31 61 57

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Quik-Link

www.aspquiklink.com/12123 www.aspquiklink.com/12103 www.aspquiklink.com/12122 www.aspquiklink.com/12115 www.aspquiklink.com/12130 www.aspquiklink.com/12114 www.aspquiklink.com/12119 www.aspquiklink.com/12127 www.aspquiklink.com/12132 www.aspquiklink.com/12108 www.aspquiklink.com/12105 www.aspquiklink.com/12129 www.aspquiklink.com/12101 www.aspquiklink.com/12117 www.aspquiklink.com/12106 www.aspquiklink.com/12107 www.aspquiklink.com/12102 www.aspquiklink.com/12125 www.aspquiklink.com/12110 www.aspquiklink.com/12104 www.aspquiklink.com/12120 www.aspquiklink.com/12111 www.aspquiklink.com/12121 www.aspquiklink.com/12109 www.aspquiklink.com/12113 www.aspquiklink.com/12131 www.aspquiklink.com/12128 www.aspquiklink.com/12116 www.aspquiklink.com/12112 www.aspquiklink.com/12126 www.aspquiklink.com/12124

Pulstar plugs increase performance, fuel economy

Cat-Back Exhaust for Infniti G37 Advance FLOW Engineering (aFe) Power offers the Takeda USA Cat-Back Exhaust System for the 2008-2013 Infniti G37 Coupe V6-3.7L (P/N 49-36103) that produces 12 hp and 9 ft.-lb. of torque. The dual transverse exhaust system is constructed from 2.5-inch mandrel bent stainless steel and is TIGwelded. AFe says it carefully engineered this system to maintain Infniti’s distinct exhaust tone. To fnish off this exhaust are two 4.75-inch oval double-wall 304 polished stainless steel tips.

Enerpulse Inc. says the unique capacitor-based circuit inside the Pulstar Pulse Plug captures energy normally wasted by spark plugs, generating a spark with fve times greater energy or 1,000 times more peak power. In independent tests, Pulstar has demonstrated improvements in engine performance and fuel economy by an average of 6% when compared to conventional spark plugs.

ENERPULSE INC. Circle 150 on Reader Service Card www.aspquiklink.com/12150

DENSO MovinCool portable A/C

AFE POWER Circle 152 on Reader Service Card www.aspquiklink.com/12152

DENSO Corp.’s MovinCool portable spot air conditioner features a warranty that covers parts and labor on the entire unit for three years and applies to the MovinCool Offce Pro, Classic and Classic Plus lines.

The units come with fully enclosed fan motors in a protective housing to prevent dust buildup on the motor, which can result in corrosion or electrical shorts. It all adds up to the longestlasting, most reliable and most worry-free product on the market, notes DENSO.

DENSO CORP. Circle 151 on Reader Service Card www.aspquiklink.com/12151

Reduce costs, lower inventory levels with Apex vending solutions

ACDelco expands front and rear wiper, washer pump coverage ACDelco has introduced new ACDelco Professional and Advantage front and rear wiper blades and washer pumps covering more than 7.4 million vehicles. Affected brands include Toyota, Lexus, Honda, Subaru, Chrysler, Volkswagen, Chevrolet, Ford, Pontiac, Dodge and Plymouth.

ACDELCO

Apex Supply Chain Technologies provides automated point-of-use solutions that manage, track and control the fow of parts, supplies, tools, testing equipment and more. Apex vending solutions are ideal for dealerships, maintenance garages and depots, and repair shops, the company notes. They reduce consumption and waste — including hoarding, overstock and stock-outs — lowering inventory levels and costs by up to 32%. Apex solutions are used by over 6,000 companies including many of the world’s largest automotive, tire and trucking companies.

APEX SUPPLY CHAIN TECHNOLOGIES Circle 153 on Reader Service Card www.aspquiklink.com/12153

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Busy bays, busy techs with E-Inspect AutoShop Solutions LLC has launched E-Inspect shop software for aftermarket automotive service providers. The web-based program helps techs keep data secure with the fexibility of using it with a tablet, laptop or PC. With E-Inspect managers can keep techs working in their bays by communicating easily with the service advisors and parts department by changing status to alert them that action is needed.

AUTOSHOP SOLUTIONS LLC Circle 154 on Reader Service Card www.aspquiklink.com/12154

Bar’s Leaks Cooling System Repair Bar’s Leaks says the Bar’s Leaks Cooling System Repair not only stops coolant leaks and antifreeze loss, it also prevents overheating and corrects other cooling system problems to protect against future breakdowns and costly cooling system repairs. The dual-cavity bottle contains two formulas that combine to provide complete protection upon installation. One side includes a blend of carbon fiber sealer, leak-sealing liquid and stop-leak treatment to stop and prevent antifreeze loss.

antique/classic caps. The site also describes Blackburn’s alloy wheel refnishing services, as well as bumper and parts rechroming. The site is linked with www.blackburnswheelfnder.com, a site that features a Wheel Finder function that goes back 50+ years.

BLACKBURN’S HUBCAP & WHEEL INC. Circle 156 on Reader Service Card www.aspquiklink.com/12156

Bosch ESI[tronic] 2.0 software Robert Bosch LLC says its updated Mastertech VCI (M-VCI) scan tool provides greatly expanded, in-depth vehicle coverage, especially for European vehicles, with its powerful new ESI[tronic] 2.0 diagnostic software. ESI[tronic] (pronounced “Easy-tronic”) 2.0 complements the scan tool’s award winning Shop Foreman Pro software.

ESI[tronic] 2.0 enhances the vehicle’s diagnostics experience by providing the technician with troubleshooting instructions, vehicle maintenance schedules and technical service bulletins when they are available.

ROBERT BOSCH LLC Circle 157 on Reader Service Card www.aspquiklink.com/12157

Time-saving Power Steering Pumps

CARDONE Industries Inc. offers Power Steering Pumps with a new metal pulley — pre-installed in 25 new SKUs of late-model Ford applications.

BAR’S LEAKS In addition, CARDONE ofCircle 155 on Reader Service Card fers 130+ SKUs of domestic www.aspquiklink.com/12155 and import coverage. The pumps save labor time and there is no need to transfer the old pulley to the replacement pump, and there is no chance of reusing a damaged or bent pulley, the company notes. CARDONE also offers an option for the Blackburn’s website features a 2000-2004 Dodge Durango/Dakota (P/N 21WheelFinder function Blackburn’s Hubcap & Wheel Inc.’s corporate 4045R, pictured) that not only includes the pump website at www.blackburnwheels.com features with pre-installed pulley, but also the reservoir. descriptions of the company’s products including CARDONE INDUSTRIES INC. OEM alloy and steel wheels, late-model hubcaps, Circle 158 on Reader Service Card TPMS components, center caps/trim rings and www.aspquiklink.com/12158

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FG0974; FG0976; FG0985; FG0986; FG0987; FG1042; FG1044; and FG1047.

DELPHI PRODUCT & SERVICE SOLUTIONS Circle 161 on Reader Service Card www.aspquiklink. com/12161

Chief EZ Liner tower extension Chief Automotive Technologies offers a tower extension accessory to enhance the EZ Liner Express collision repair system. Chief’s tower extension adds another 18 inches of clearance between the frame rack’s tower and the vehicle being repaired. The additional space creates better pulling angles and allows the rack to be used to repair larger vehicles. The EZ Liner Express features both a pulling system with fve tons of power at the hook and a lift/workstation with a 5,500-pound lifting capacity.

CHIEF AUTOMOTIVE TECHNOLOGIES Circle 159 on Reader Service Card www.aspquiklink.com/12159

Reduce lag with GEN-II Turbo Shield Design Engineering Inc. (DEI), a manufacturer of high-performance thermal control products, offers the GEN-II Turbo Shield with LR Technology designed to be a custom ft for all T3, T4, T6 and T25/28 turbochargers. The shield addresses the excessive radiant and direct heat issues that turbochargers and other bolt-on modifcations can generate. Too much heat can greatly compromise engine effciency.

Turbochargers have been known to bake paint off hoods, melt electrical wiring, oil feeds and return lines.

DESIGN ENGINEERING INC. Circle 160 on Reader Service Card www.aspquiklink.com/12160

Delphi fuel module assemblies Delphi Product & Service Solutions has added 16 new fuel modules to Delphi’s fuel management portfolio covering more than eight million Honda, Chevrolet, Nissan, Mini and BMW vehicles from 1995 to present. Part numbers are: FG0958; FG0959; FG0960; FG0961; FG0962; FG0963;

DENSO Fuel Pump system chart The DENSO Diagnostic Guide Fuel Pump System chart from DENSO Sales California Inc. contains detailed information covering the fuel pump, fuel flter and fuel dampener.

In addition, fuel injectors, fuel pressure regulators and fuel lines are also covered. Categories of diagnostics include Won’t Start, Rough Idle, Hard Start, Hesitation and Stalling. In addition, a detailed fuel pump system diagram outlines everything from the fuel tank to the fuel return line.

DENSO SALES CALIFORNIA INC. Circle 162 on Reader Service Card www.aspquiklink.com/12162

Enerpulse ignition now on Noble car Enerpulse Inc. and Noble Automotive Group, Inc. dba (Vision Motor Co.) have incorporated Enerpulse’s Precision Combustion Ignition (PCI) technology into Noble’s SEERngv commuter car.

Enerpulse’s patented ultra high-power Pulse Plug will replace conventional spark plugs on all future vehicles assembled by Noble. Noble, through its Vision Motor Co. (VMC) will offer 100% Compressed Natural Gas (CNG) fueled vehicles as well as dual fuel gasoline/CNG vehicles.

ENERPULSE INC. Circle 163 on Reader Service Card www.aspquiklink.com/12163

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ThermoQuiet pads for Town & Country minivans, Ford F-150 light trucks Wagner ThermoQuiet CeramicNXT brake pads are now available for 2013 Chrysler Town & Country minivans and Ford F-150 light trucks.

Manufactured by Federal-Mogul Corp., ThermoQuiet CeramicNXT pads feature highly advanced, proprietary formulations that represent the next generation of premium ceramic technology. The new pad sets are: P/N QC1589, 2013 Chrysler Town & Country and Dodge Caravan (front); P/N QC1596, 2013 Dodge Caravan (rear); and P/N QC1602, 2013 Ford F150 (rear).

of mount/demount heads and wheel balancer cones. Goodson says the move is in response to requests for tire changing and wheel balancing tooling since the company bought the assets of Goodtool Brake Service Tools and Supplies in January 2012. In addition to these stock items, the company has set up a drop-ship program to offer a full assortment of wheel balancing supplies.

GOODSON TOOLS & SUPPLIES Circle 166 on Reader Service Card www.aspquiklink.com/12166

Hannay Reels N500 Series spring rewind reel

Hannay Reels N500 Series high pressure spring rewind reel is designed for effcient hose handling in applications such as hydraulics, air, FEDERAL-MOGUL CORP. water and chassis grease. A comCircle 164 on Reader Service Card pact frame and narrow base also www.aspquiklink.com/12164 allows easy installation in almost any location. This model features a heavy-duty spring motor with self-contained rewind power, four-way roller assembly and a declutching arbor to prevent against damage Redesigned Gabriel truck, trailer and from reverse winding. A non-sparking ratchet assembly locks the reel at the desired length bus shocks catalog The Original Gabriel (Ride Control LLC) 2013 of hose payout.

Truck, Trailer and Bus shocks catalog has been HANNAY REELS redesigned to refect the company’s new branding Circle 167 on Reader Service Card and most up-to-date product line offerings. It in- www.aspquiklink.com/12167 cludes listings and information for the company’s Fleetline for Class 3 to 8, Fleetline Cab shocks Coats tire changer and GasSLX, an adjustable shock for Class 7 to with swing-arm lock 8 trucks and buses. The catalog also contains The Coats 70X Leverless light truck product offerings for feets. Product Tire Changer from Hennessy specifcations and applications are printed in Industries features a unique three languages within the same publication: leverless mount/demount English, French and Spanish. head that eliminates the use of manual tire tools and delivGABRIEL (RIDE CONTROL LLC) ers increased productivity. An Circle 165 on Reader Service Card exclusive swing arm-locking www.aspquiklink.com/12165 mechanism greatly reduces the operator effort required to Goodson adds tire changing, change even the most challenging applications, balancing tooling notes Hennessy. It also includes value-added Goodson Tools & Supplies features such as Advance Clamp Positioning for Engine Builders has and Coats exclusive Oil Injection System. expanded its line of wheel balancing and tire changHENNESSY INDUSTRIES ing tooling to include sevCircle 168 on Reader Service Card eral new sizes and styles www.aspquiklink.com/12168

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5 new products in IPA Spring 2013 Catalog The Innovative Products of America (IPA) Spring 2013 Catalog includes information on IPA’s fve newest products.

They include the Plow Connector Cleaner Set (P/N 8045) to clean and increase harness life on plow electrical connections. The HD Fleet Technicians Terminal Maintenance Kit (P/N 8048) contains an assortment of tools designed for cleaning electrical connections in commercial heavyduty feets. Other new products are the Master Relay Bypass Switch Combo Set (P/N 9038), the Stainless Steel Bore Brush Assortment Set (P/N 8080) and the Brass Bore Brush Assortment Set (P/N 8081).

INNOVATIVE PRODUCTS OF AMERICA Circle 169 on Reader Service Card www.aspquiklink.com/12169

Stubby Impact Socket Set King Tony America offers the Mighty Seven (m7) 15-piece MA42015M Stubby Impact Socket Set with 1-1/8-inch socket length. Sockets sit in a custom tray made of chemical-, oil- and water-resistant EVA foam with clearly marked sizing. The company says the sockets are ideal for working in confned areas and are useful with small and big jobs.

new kit integrates some QR code and graphic animation technology, most of which are available on the new KYB Digital Media Library.

KYB AMERICAS CORP. Circle 171 on Reader Service Card www.aspquiklink.com/12171

Larson explosion-proof Extension Cord Larson Electronics offers a 25-foot explosion-proof extension cord with wet area suitability to its line of industrial grade electrical equipment. Designed to allow operators to safely and securely increase the range of their equipment and devices with areas deemed hazardous locations, the EPEXC-25 Explosion Proof Extension Cord is ideal for use in areas where flammable gases and vapors may be encountered, notes Larson. The extension cord is rated for 15 amps continuous use.

LARSON ELECTRONICS Circle 172 on Reader Service Card www.aspquiklink.com/12172

KING TONY AMERICA Circle 170 on Reader Service Card www.aspquiklink.com/12170

UV LED leak detection fashlight KYB Ride Control Kit has digital library The latest KYB Certified Ride Control Center Kit from KYB Americas Corp. for automotive service providers helps make it easier to evaluate vehicle control conditions. It also has tools to communicate those conditions to the motorist accurately via new HD graphic animation technologies and training aids. In addition to POP materials, the

The Tracerline OPTI-LUX 400 from Tracer Products is a cordless, state-of-the-art, True UV LED leak detection fashlight. It makes automotive leaks easy to spot, while slashing valuable diagnostic time for technicians, notes Tracer. The OPTI-LUX 400 works with all Tracerline universal/ ester and PAG A/C dyes, as well as TP-3400, TP-3405 and TP-3900 series fuid dyes. Leaks can be seen using the True UV LED light even without using the yellow glasses provided.

TRACER PRODUCTS Circle 173 on Reader Service Card www.aspquiklink.com/12173

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Trigger Conversion Modules ease engine installation Trigger Conversion Modules from Lingenfelter Performance Engineering are designed to ease installation between older and newer engines and vehicles without having to disassemble the engine to change the camshaft timing gear or crankshaft reluctor wheel. Lingenfelter’s TRG-002 58X to 24X Trigger Conversion Module (P/N L460065397) allows Gen IV General Motors V8 engines — such as the LS7 or LS3 — to be installed in earlier vehicles like the 1997-2005 Corvette or 19982002 Camaro or Firebird.

LINGENFELTER PERFORMANCE ENGINEERING Circle 174 on Reader Service Card www.aspquiklink.com/12174

Flexible wall storage system from Lista Lista International Corp. offers the Lista Storage Wall System, a fexible storage system that combines modular drawers, shelves and roll-out trays. The Storage Wall System provides high cubic density storage, can utilize all available ceiling height and is available in two different depths. The system is well-suited for maintaining an organized and smooth-running parts department. Storage Wall systems are available with a variety of lockable doors, including sliding, hinged and tambour styles.

LISTA INTERNATIONAL CORP. Circle 175 on Reader Service Card www.aspquiklink.com/12175

Workshop Pro Multi-Task Machine

10-ton spring compressor.

Rear axle bearings can be serviced with the supplied axle rods and bearing splitter. An air/hydraulic foot pump allows hands-free operation. Standard are 32 popular accessories.

PACIFIC AUTOMOTIVE INDUSTRIES Circle 176 on Reader Service Card www.aspquiklink.com/12176

Permatex Gear Oil RVC Gasket Maker Permatex Gear Oil RTV Gasket Maker is for use as a gasket maker or sealant on transfer cases, differentials, and manual transmissions.

The product is formulated to withstand the effects of today’s advanced synthetic and petroleum gear oils, which are known to destroy standard RTV silicones, notes Permatex.

Gear Oil RTV Gasket Maker effectively resists the effects of friction modifers found in newer gear oils and will prevent leaks and ensure proper performance in harsh drivetrain environments.

The sealant has been developed to OEM specs and meets OEM sealing standards.

PERMATEX Circle 177 on Reader Service Card www.aspquiklink.com/12177

Sensor and Service kit assortment ORO-TEK is now offering the Multi-Vehicle Service Bundle. This assortment is stocked with TPMS service kits and multi-vehicle protocol iORO sensors. Sensors and service kits included provide 90% coverage of vehicles equipped with TPMS, the company notes. Bundle includes label with torque specifcations and pictures for easy identifcation.

The Workshop Pro is a multi-task machine for servicing front hub bearings, replacing rear axle bearings, and installing strut replacement cartridges. Two adjustable perches hang and center hub assemblies under the 30-ton ram. REVOLUTION SUPPLY INC. The Workshop Pro comes with interchange- Circle 178 on Reader Service Card able strut mounts for servicing struts with the www.aspquiklink.com/12178

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Increase compression in high-mileage engines Rislone Compression Repair with Ring Seal (P/N 4447) from Bar’s Products combats the low power, poor fuel economy, oil consumption and blue exhaust smoke symptoms of decreased compression in high-mileage engines. The product works by fxing gaps and scratches in cylinder walls and freeing stuck rings. The new Compression Repair with Ring Seal works with any gasoline or diesel engine and comes in a one-size-fts-all 16.9-oz. bottle.

The product contains a concentrated, proprietary blend of polymers that coats the cylinder wall and restores lost compression.

BAR’S PRODUCTS Circle 179 on Reader Service Card www.aspquiklink.com/12179

Bosch Cabin Air Filters Filtration Americas — Robert Bosch LLC’s business arm that supplies fltration products to the North American aftermarket — has announced a new line of Bosch Workshop Cabin Air Filters for the installer market in the United States and Canada. The new line includes 130 part numbers that offer 90% coverage for all vehicles in operation in North America, notes Bosch. Bosch Workshop Cabin Air Filters are 90% effcient in capturing contaminants 3 microns or larger and have the capacity to hold 15 grams of pollutants.

ROBERT BOSCH LLC Circle 180 on Reader Service Card www.aspquiklink.com/12180

Robinair: detector fnds refrigerant leaks fast The Infrared (IR) Refrigerant Leak Detector (P/N 22791) from Robinair, a division of Service Solutions LLC, features an advanced infrared sensor designed to last a

minimum of 10 years. The detector offers three sensitivity levels down to 0.15 oz./year, and automatically recalibrates in highly contaminated areas to help pinpoint the exact location of the leak. The IR Refrigerant Leak Detector won’t trigger on oil or moisture and senses CFC, HFC, HCFC blends and HFO-1234yf refrigerants.

SERVICE SOLUTIONS LLC Circle 181 on Reader Service Card www.aspquiklink.com/12181

Touchless Alignment Wheel Clamp The John Bean AC400 Touchless Alignment Wheel Clamp from Snap-on Equipment provides secure clamping without touching the rim. This patented technology allows service technicians to receive accurate and repeatable results coupled with ease of use and durability. The clutch limitedclamping force of the John Bean AC400 Touchless Alignment Wheel Clamp ensures consistent and secure attachment. Made of durable, droptested, lightweight cast magnesium construction, the AC400 eases the weight users have to carry.

SNAP-ON EQUIPMENT Circle 182 on Reader Service Card www.aspquiklink.com/12182

Performance gains with DynoMax exhaust system Tenneco Inc. says its DynoMax performance exhaust brand cat-back system adds horsepower and torque to the 2011-2012 Dodge Charger/Chrysler 300C R/T 5.7L Hemi V8 (P/N 39518).

The DynoMax Charger/300C exhaust system posted a gain of 13 horsepower and 24 ft.-lbs. of torque in dyno testing. The new system includes 2.5-inch high-quality, 409-grade, OE-style stainless steel piping for extended protection against corrosion.

TENNECO INC. Circle 183 on Reader Service Card www.aspquiklink.com/12183

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ft standard tool box drawers, wrench sizes are clearly marked, and come in 9-, 13- and 16-piece (metric), and 9-, 13- and 14-piece (SAE) varieties.

KING TONY AMERICA Circle 186 on Reader Service Card www.aspquiklink.com/12186

Monroe Shocks & Struts mobile app Tenneco Inc. says its Monroe Shocks and Struts mobile app quickly and easily delivers the entire Monroe product line to the user, making catalog lookups and part number searches fast and simple. In-depth product specifcations, features, benefts and more are returned to the user in seconds. The app also makes it easy to locate nearby dealers for trade partners and motorists. Available on iPhone, iPad, BlackBerry and Refrigerant leak detector Android mobile devices.

Tracer Products offers the PRO-Alert 2791, an electronic refrigerant leak detector that is certifed TENNECO INC. to meet the new SAE J2791 standard. It utilizes Circle 184 on Reader Service Card a state-of-the-art infrared sensor to accurately www.aspquiklink.com/12184 detect refrigerant leaks down to 0.1 oz./year (3 g/year). A three-position sensitivity switch minimizes false triggering and allows for easy diagnosis of small, medium and large leaks. The unit is sensitive to R-12, R-134a, R-1234yf and TRICO Ice extreme winter blade TRICO Ice from TRICO Products is a new winter all other HFC refrigerants. weather blade that provides maximum perfor- TRACER PRODUCTS mance in extreme winter driving environments. Circle 187 on Reader Service Card TRICO says the blade integrates the newest www.aspquiklink.com/12187 advancements made in wiper technology. The blade style features a wedge-shaped spoiler Clone-able TPMS sensors from SMP that clears away snow and ice buildup. The new Standard Motor Products Inc. (SMP) has added design conforms to glass shapes to distribute fve new clone-able sensors to its growing TPMS even pressure for a clear wipe, while the low- sensor line. The sensors match the profle contour compliments new vehicle models original for fit, form and funcand maximizes line of sight. tion. Due to their advanced engineering, they can TRICO PRODUCTS easily be cloned with Circle 185 on Reader Service Card the existing sensor ID, www.aspquiklink.com/12185 eliminating the need for KT Pro EVA wave foam a factory relearn, notes SMP. Standard part numbers storage tray King Tony America (KT Pro) TPMS115A, TPM1A, TPM27A, TPM91A introduces the EVA wave foam and TPM107A offer expanded late-model coverstorage tray constructed of age for Ford truck, Acura, Honda, Suzuki and ethylene vinyl acetate (EVA), Cadillac. a chemical-, oil- and water- STANDARD MOTOR PRODUCTS INC. resistant material molded into a unique wave Circle 188 on Reader Service Card pattern to hold tools securely in place. Made to www.aspquiklink.com/12188

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Circle 131 on Reader Service Card

Circle 132 on Reader Service Card