July/August | 2015 | Vol. 5, No. 4
O2 sensor overview In this issue: TOYOTA FUEL SYSTEMS
TIPS FOR FORD POWERSTROKE BRAKE UPDATE
Circle 101 on Reader Service Card
July/August | 2015 | Vol. 5, No. 4
The Technicals
Advanced O2 sensor diagnostics Page 14 | Tracing sensor wiring and checking for ‘lazy’ sensors
Camry generations fve and six C P Page 22 | A brief tour of the Toyota Camry fuel and EEVAP systems
Ford Powerstroke diesel Page 32 | A background and tech tips
Brake basics booster shot B P Page 46 | A checkup on pads and shoes, rotors and ddrums, and hydraulics Departments Straight Talk Making lemonade | Page 4 Letters Readers agree with editorial concerning car ads on TV | Page 9
Tool Review Midtronics’ DSS-7000 battery analyzer | Page 58 The Toy Chest New and innovative equipment for your tool chest and shop | Page 62
Tech tips Servicing Ford dually axles, water pumps and diesel engine belts | Page 10 3 | July/August 2015
Quik-Link Your connection to free information | Page 64
Straight Talk
Making lemonade Mike Mavrigian | Editor
I
t’s hardly a secret that today’s vehicles feature much more complex systems as compared to the pre-electronic control era. While some curse the increasingly sophisticated management systems that we must deal with, the fact that the use of ever-advancing electronic monitoring and management is here to stay, and it’s only going to increase and expand. Consider what we face today: fy by wire controls that were once activated by mechanical linkage or cables; ever-tightening emissions standards that prompt increasingly complex engine management systems; heads-up windshield displays that in theory help keep drivers’ eyes on the road; electronic steering systems; back-up cameras; lane change warning sonar systems; a host of communications functions that connect the vehicle to manufacturer “help” sites; and of course a dizzying array of “entertainment” and communication systems that enable access to cell phones, music, movies, Bluetooth, WiFi, email, texting, etc., etc. In the not-too-distant future I wouldn’t be surprised to see automatic seat massage systems that sense the driver’s muscle tension and body temperature or blood pressure monitors via sensors in the steering wheel (assuming of course that steering wheels will remain in common use), resulting in a bio-tech control module automatically steering the vehicle to the nearest hospital, regardless of what the driver wants to do. While an old racing adage that hinted
at vehicle reliability was K.I.S.S. (Keep It Simple, Stupid), today’s environment seems to follow a new trend of K.I.C.K. (we’re Keeping It Complex, Kiddies, whether you like it or not).
Can you service a trailer back-up assist camera system on a Ford F-150 pickup truck?
We may not be thrilled with much of what the automakers develop, in terms of having to diagnose and repair these systems, but if we don’t keep up with training and continue to embrace new technologies, we get left behind. All of the cursing and moaning in the world won’t accomplish anything. We can complain about it or we can take advantage of it. The answer is to sweeten our knowledge and skill base in order to cash in on business that will only patronize those shops that are up-to-date. Lemons may taste bitter, but when you add a bit of sugar, tasty cash starts piling up in the register. It’s a cliché, but the reality is that any challenge can be turned into an opportunity. ●
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Circle 102 on Reader Service Card
3515 Massillon Rd., Suite 350, Uniontown, OH 44685 (330) 899-2200, fax (330) 899-2209 Website: www.autoserviceprofessional.com Editor: Mike Mavrigian Mike.Mavrigian@bobit.com Managing Editor: Lori L. Mavrigian Lori.Mavrigian@bobit.com Senior Editor: Joy Kopcha Joy.Kopcha@bobit.com Associate Editor: Ann Neal Ann.Neal@bobit.com Contributors: Bob Weber/Automotive Technical Writer Craig Truglia/Diagnostics & Driveability Specialist Bob Rodriguez/Hybrid & Alternative Fuel Specialist Jacques Gordon/Technical Contributor Advisory Board: Dan Paddy/Dan Paddy Service, Seville, OH Frank Dannemiller/Mobile Service & Repair Co., Wadsworth, OH Bob Fall/Fall Automotive Machine, Toledo, OH Scott Gressman/Gressman Powersports, Fremont, OH Ken Styer/Ohio Technical College, Cleveland, OH Greg McConiga/O’Daniel Automotive Restorations, Ft. Wayne, IN Art Director: Neal Weingart Neal.Weingart@bobit.com Production Manager: Karen Runion Karen.Runion@bobit.com Publisher: Greg Smith Greg.Smith@bobit.com Sales: Dan Thornton djtinc@gmail.com (734) 676-9135, mobile (313) 410-0945 Michele Vargo Michele.Vargo@bobit.com (330) 899-2200, fax (330) 899-2209 John Dyal, The Dyal Company John.Dyal@bobit.com (760) 451-5026 Marianne Dyal, The Dyal Company Marianne.Dyal@bobit.com (760) 451-9216 Customer Service/Subscription Service phone: (888) 239-2455 / fax; (888) 274-4580 email: bobitpubs@halldata.com
Auto Service Professional is a Bobit Publication Executive offces: 3520 Challenger St., Torrance, CA 90503 Chairman (1961-2014): Edward J. Bobit CEO & President: Ty F. Bobit Chief Financial Offcer: Armand Del Duca VP & COO: Cyndy Drummey
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Letters
Readers agree with editorial concerning car ads on TV Dear Mike, I agree with most of your editorial in the last issue on vehicle commercials. The “that was dumb” label fts most advertising today. Car ads have moved away from the specs of the vehicle in favor other appeals. The fact is “most” car buyers don’t care about the mechanics of cars anymore. They don’t need to with tire monitoring systems and transmissions with “lifetime fuid” and no dipsticks. At this rate there will be a special tool needed just to open the hood. Manufacturers have to draw the new generation in with gimmicks and inclusive warranties just to move the vehicle. I think you missed the two worst ads of all. Both Acura and Lexus have ridiculous commercials with wannabe models dancing around as if it’s a perfume commercial. Neither even shows the car until the last few seconds. Nice job presenting a view many of us share, but unfortunately that group is shrinking. The next gens are screwed. Even if they fnd a YouTube video that shows them the correct repair procedures, they quit as soon as they realize getting dirty is required. Quentin Oeltjen, Owner/Operator Q Transmission Inc. Rochester, Minn.
Dear Mike, I could have written that column! Though not as good as you did. I had those exact thoughts on the car commercials, especially the Buick one! They haven’t used that emblem very long, huh? You nailed it 100%. Enjoy your writing! Terry Youngers, Owner West Side Auto Kingman, Kan.
Dear Mike, I am still cracking up as I just read your editorial on “Automaker commercials drive
me crazy.” Yes, they do, and yes, you are correct, and yes, I am glad it is not just me!! I could care less if a car or truck gets Wi-Fi or not! But guess what — it does kind of ring a bell we need to hear. If that is their marketing, then who is the customer? Certainly not someone who will actually work on the car. Certainly not someone who will actually know how to see if it needs oil. Certainly not someone you want your daughter to marry. It is actually telling us we won’t have jobs in 20 years... period. Well, I will be done or long gone by then, so I am not worried, but, but, but.... You and me baby against the WORLD. OK, I will go back to work. Thanks for being Mike! Dave Monyhan, Sales Goodson Shop Supplies Winona, Minn.
Dear Mike, You hit it on the head. I spent my whole life as a motor head and earned my living at it. I was good and now I hate it. I won’t walk across the street to look at any of the crap (new cars) out there today. I can’t even imagine trying to work on the computerized stuff — it’s like trying to get a new computer to even begin to mesh. How about just use a tire gauge instead of all that electronic TPMS waste of money and time (and it’s still undependable). Here’s a thought: The fuel sucks so bad that nobody can get a car to run right! I drive to another state to buy fuel that is gasoline. Tom Pomeroy, Retired Shop Owner and Chief Mechanic Former Advanced Instructor for VW, Porsche, Audi Distributor East Texas
9 | July/August 2015
The Tech Bench
Tech tips Servicing Ford dually axles, water pumps and diesel engine belts FORD DUALLY REAR AXLES When performing a rear axle service on a Ford F-350 Super Duty truck ftted with dual rear wheels, such as removing/replacing axles and/or replacing the rear disc rotors, the outer-most nuts that apply preload to the outer axle bearings feature a ratcheting design that requires the use of a special spanner wrench. A series of teeth on the tool engage into slots around the perimeter of the nut. Using a 1/2-inchdrive torque wrench, tighten the ratcheting nut to 60 ft.-lbs. to seat the bearing. Ford specs call for then turning the ratcheting
With the outer bearing lubed and installed, the axle nut threads onto the hub splines, followed by an initial torque to spec.
bearings, be sure to soak them in fresh 75W-140 gear oil prior to installation. The movement of the differential will pump oil to the bearings, but it can take a few minutes. Pre-oiling the outer bearings is a must. If the rear axles were removed with the rear axle housing relatively level, you’ll lose some gear oil, but not that much. After the axles are reassembled, top off the gear oil until the oil level reaches the bottom of the fll hole (this should only take less than a pint). NOTE: It’s a good idea to replace the axle seal in each rear hub whenever axles have
A special tool (spanner wrench) is required that features tabs (also called teeth) that engage into the slots of the adjuster nut.
nut counter clockwise by a count of seven “clicks” with used bearings or fve clicks with new bearings (you’ll hear and feel these clicks). Apply hand pressure to the spanner tool (tool against the nut) while turning in either direction, as the teeth can easily skip and disengage. However, some techs feel that Ford specs are backwards, as a back-off of fve clicks is more appropriate for used bearings. Be sure to spin the hub after initial torque and spin the hub after backing off to verify bearing seating. By the way, when installing the outer
Using a 1/2-inch driver, engage the tool onto the nut frmly to prevent the tool from popping off of the nut. Apply an initial torque value of 60 ft.-lbs. clockwise, and then turn counterclockwise for fve to seven clicks.
been removed, regardless of the age of the seals. Rear axle socket wrenches are available in various designs specifc to makes and models. An example is Matco’s MST6601 rear axle socket for 2003 and newer Ford F-Series 10.5-inch rear axles.
CHEVY LT WATER PUMPS For a period of 1992 to 1997 (prior to the introduction of the LS engine family), Chevy used the LT1/LT4 smallblock engines that featured a camshaft-driven water
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Circle 103 on Reader Service Card
The Tech Bench pump. The rear of the water pump features a male splined drive shaft stub that engages to a male splined hub that projects out from the timing cover, above the pancake distributor, connected by a female-to-female splined tube adapter. The block-mounted drive splined stub assembly features a larger diameter toothed gear that is driven by a toothed drive gear on the rear of the camshaft timing gear (the cam drives the splined stub, which drives the water pump). Commonly around the 100,000-mile mark, the bearings in the water pump are prone to failing. When you remove the pump, chances are the bearing cage and a few bearing balls will simply fall out. Replacing the pump is relatively straightforward. Before installing the new pump, inspect the water pump drive seal on the timing cover. Now is the time to replace it if it’s in bad shape. TIP: Prior to pump installation, be sure to plug in the sensor connector and coil plug wire to the “pancake” style distributor, as these connections are more diffcult with the water pump in place. When installing the new pump, coat each side of the pump gaskets with a thin coating of RTV and use care to make sure that the gaskets do not move as the pump is installed. Place the female splined coupler tube onto the drive stub that sticks out of the timing cover,
and carefully align the pump’s splined gear stub into the splined coupler as the pump is being seated against the block. Torque the mounting bolts to 30 ft.-lbs. It’s best to allow the RTV to cure overnight before reflling the coolant and fring the engine.
7.3L POWERSTROKE BELT TENSIONER
You defnitely want to pay attention to a customer’s serpentine belt tensioner on any 7.3L Powerstroke diesel engine. If this fails (and it eventually will), the serpentine drive belt loosens and fops around, killing drive to the water pump, power steering pump and the vacuum pump that provides vacuum to the power brake Always inspect the belt booster. The cus- tensioner on the 7.3L tomer will need Powerstroke mounts to the A/C bracket. to turn into the “Hulk” in order to steer and stop the vehicle, and the engine will quickly begin to overheat even in the bitter cold. Replacing the tensioner is easy. Use a 1/2-inch square drive to rotate the tensioner and remove the belt (if the belt is still in place). Remove the single mounting bolt and remove the tensioner. Position the new tensioner onto the A/C compressor mounting bracket and install the mounting bolt, tightening to 35-47 ft.-lbs. Preload the tensioner with a 1/2-inch square drive, position the belt and relax and remove the square drive tool. There’s nothing unusual about removal or installation. It’s simply important to realize how critical the belt The pump is driven by the camshaft via a (and idler pulleys) are to this engine. male splined stub on the rear of the pump. Be F-Super Duty trucks equipped with the 7.3L aware of this. Once the mounting bolts are removed, you can’t knock the pump sideways diesel engine are not exactly light, and to dislodge the gaskets since the pump’s the average drive may not be able to stop drive is still connected. The pump must be or steer if the belt breaks loose. Take the pulled off straight from the engine. Be careful time to inspect the tensioner and the idler not to lose the female splined coupler. If you pulleys any time one of these vehicles is in do lose it or if it’s damaged, these couplers your shop. ● are available separately.
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Circle 104 on Reader Service Card
Connections
Advanced O2 sensor diagnostics Tracing sensor wiring and checking for ‘lazy’ sensors
O
ver the years we covered a lot of the basics concerning oxygen and air-fuel sensor diagnostics. This includes their basic operation, the differences between oxygen and air-fuel sensors, air-fuel ratio sensor voltage specifcations, the differences between zirconium and titanium dioxide oxygen sensors, and using emissions analyzers to verify Lambda. If we can understand all of the preceding, there is not much more that we need to know in order to test these sensors. However, we have not yet covered tracing O2 sensor wiring and checking for a “lazy” sensor. After reviewing the basics, we will move onto troubleshooting these more advanced oxygen sensor issues.
These sensors measure how rich or lean the exhaust is. The “front” sensors, located in front of the catalytic converter, are the ones that are used to determine fuel control. On a scan tool, the B1S1 and B2S1 are the front sensors, as the “S” means “side,” and “1” means that it is in front of “2,” which would be the rear sensor. The B stands for “bank,” and 1 and 2 indicates which bank of the motor is being referenced. Being that motors are in all different positions in different vehicles, the technician needs to look up the fring order on an information system in order to know which bank is 1 or 2. The front sensor is always on the same side as cylinder number one in the fring order. Understanding fuel control Why are vehicles designed this way? Oxygen and air-fuel sensors are the Obviously, if the exhaust goes through the vehicle’s personal emissions analyzer. converter, the emissions are cleaned up and this affects the signal. For this reason, the front sensors are located in front and are designed to be sensitive so that they can detect fuctuations in the air-fuel mixture. When the air-fuel or oxygen sensor senses a rich fuel mixture in the exhaust, the PCM takes that information and then tries to do the opposite to make a fuel mixture that is perfect (called “Lambda”) by sending fuel trims in the opposite direction. The same is true when the oxygen sensor Figure 1: Depicted here is a graphic representation of how senses a lean fuel mixture in the PCM reacts when the front oxygen sensors detect an the exhaust. When this occurs, air-fuel mixture above or below Lambda.
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Connections
Figure 2: This oxygen sensor, even though it is bad (it is shifted rich), switches within the correct amount of time. The labscope being used here is the EScope from Automotive Test Solutions.
Figure 3: Shown here is an example of reading multiple PIDs. The top two columns on this screen shot show the B1S1 and B2S1 oxygen sensors. As one can see, both go up and down around the same time. One is not faster than the other. By using a scan tool that graphs multiple PIDs at the same time, such as the EScan, picking out a lazy oxygen sensor is a snap.
the PCM takes this information and adds fuel trim to enrich the air-fuel mixture in order to achieve Lambda again. Figure 1 shows us how this works and provides a graphic representation of how the PCM reacts when the front oxygen sensors detect an air-fuel mixture above or below Lambda.
When we look at a zirconium or titanium dioxide oxygen sensor on a scan tool, the technician can see these adjustments in real time. The waveform tends to oscillate above and below 450 mV. When the sensor trends above 450 mV more often than not this indicates a rich condition and below
15 | July/August 2015
Connections this voltage indicates a lean condition. A titanium dioxide sensor will read the same on generic OBD II, but on Chrysler products this reading in OEM-enhanced datastream is between 2.6 to 3.4 V, 3.0 V being perfect Lambda. Air fuel sensors work the opposite. They refect a lean condition when their voltage increases and a rich condition when their voltage decreases. This is identical to how Lambda works on an emissions analyzer. Above 1.0 is lean while below is rich.
Diagnosing ‘lazy’ oxygen sensors Oftentimes, when the technician has a performance-related DTC, the oxygen sensor looks like it is operating normally. Back before scan tools offered graphing capabilities, it was time to whip out the labscope. Good oxygen sensors tend to have even waves in the 150 mV to 850 mV range while ascending or descending within a 100 mS
or less when the system is in closed loop. An oxygen sensor usually switches between a high to a low voltage and back to a high one again in less than a second. Of course, this is only a rule of thumb and not true of every vehicle. Some may switch much quicker, while others would switch slower. Refer to Figure 2: This oxygen sensor, even though it is bad (it is shifted rich), switches within the correct amount of time. The labscope being used here is the EScope from Automotive Test Solutions. Is there an easy way to fnd out on a scan tool? Perhaps. Many scan tools do not have the update rate that a labscope has, so even if its graphing function shows a time division, it might not be an accurate reading. Nonetheless, on vehicles with motors that have two banks, there is a way to test the oxygen sensor without checking a known good sensor on an identical vehicle. Simply graph both S1 and S2 oxygen sensors at the
Figure 4: This Mercury Mountaineer tests at below the minimum testing value according to Mode 6, which means that it fails. Many scan tools convert Mode 6 into understandable language, but not all of them read Mode 6 continuously. On some scan tools, as long as codes are cleared, one can back out of and back into Mode 6 to get an updated reading.
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Circle 105 on Reader Service Card
Connections
Figures 5 and 6: By looking at a wiring diagram, here provided by Mitchell 1 ProDemand, we can by simply matching colors fgure out which wires belong to the oxygen sensor heater circuit.
same time. Their voltage oscillation should be identical. If one goes up and down quicker than the other, and the slower one is the one that happens to have the DTC, the slower one is “lazy.” Now it’s time to get a new one that will work quicker! See Figure 3: The top two columns on this screen shot show the B1S1 and B2S1 oxygen sensors. As one can see, both go up and down around the same time. One is not faster than the other. By using a scan tool that graphs multiple PIDs at the same time, such as the EScan as pictured here, picking out a lazy oxygen sensor is a snap. When in doubt, look at Mode 6. If the oxygen sensor PID is showing movement and the DTC is not for a heater circuit, then the technician knows that the PCM is receiving the data. By default, if the technician looks at Mode 6 when there is a DTC, the sensor is probably going to have failed the test. However, if the technician checks the PID and everything looks OK, he can still enhance his learning by looking at Continuous Mode 6. If the sensor fails the Mode 6
test, the technician can be assured that the sensor is probably not OK. There is something about it that the software engineers for the manufacturer do not like and so the PCM interprets the signal as a failure for whatever reason. Be sure to check TSBs to make sure that there are not any PCM refashes (or even replacements) due before changing the sensor in this situation. See Figure 4: This Mercury Mountaineer tests at below the minimum testing value according to Mode 6, which means that it fails. Many scan tools convert Mode 6 into understandable language, but not all of them read Mode 6 continuously. On some scan tools, as long as codes are cleared, one can back out of and back into Mode 6 to get an updated reading.
Heater circuit diagnostics One of the most common oxygen sensor DTCs a technician fnds is related to oxygen sensor heater circuits. Many shops just throw a sensor at the problem, and more times than not they are right. However, if the technician wants to diagnose the
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Circle 106 on Reader Service Card
Connections can be measured at the heater circuit wire. If the technician is actually getting power, he can then place an amp clamp on the wire and see if there is any amperage indicative of the heater circuit working. If not, the heater in the sensor itself is not working. If the technician does not fnd power going to the sensor, and if a broken wire cannot be found easily, it is best to go straight to the PCM and fnd the wire related to the oxygen Figure 7: Here, on a different vehicle, the tech is checking to see if 5 V can be measured at the heater circuit wire. sensor heater. Back-probing a PCM (see Figure 8) is as easy problem correctly (something that may be as fnding the right colored wire from the necessary if the vehicle is a comeback), it wiring diagram and sticking a T-pin into is not diffcult to do if one follows proper where the wire connects into the back so procedure. no insulation has to be broken. BreakFirst, the technician needs to know what ing insulation can lead to corrosion in the he is looking at and to do this he will need wiring in the long term. If there is not any an information system. Let’s take a 2008 power leaving the PCM for the heater upon Dodge Ram 5.7L, for example. By looking startup, the issue is internal to the PCM at the wiring diagrams (see Figures 5 and 6 itself and it will need to be replaced. for wiring diagrams provided by Mitchell 1 However, if there is power, there is a ProDemand), we can fgure out which wires break in the wiring somewhere farther down belong to the oxygen sensor heater circuit the circuit. The technician will need to by simply matching wire colors. Note that trace the break or lay a new wire. � Brown/Violet and Brown/Light Green wires belong to the heater circuits of the front oxygen sensors. In Chrysler vehicles, four wire oxygen sensor heater circuits tend to be powered by the PCM instead of grounded (they are grounded to the chassis). On Mitchell 1, the heater circuit appears as a line then bends back and forth like a tributary in the picture of the sensor. Knowing this, the technician can quickly look right at the oxygen sensor and know which wires are for the heater circuit without having to look at another diagram such as that shown in Figure 6. Now that one knows the right wire, it Figure 8: Backprobing a PCM is as easy as is simple enough to check power right fnding the right colored wire from the wiring to the sensor to make sure the PCM is diagram and sticking a T-Pin into where the wire actually issuing the command. Refer to connects into the back so no insulation has to be Figure 7: Here, on a different vehicle, broken. Breaking insulation can lead to corrosion in the wiring in the long term. the technician is checking to see if 5 V
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Circle 107 on Reader Service Card
The Tech Bench
Camry generations fve and six A brief tour of the Toyota Camry fuel and EVAP systems By Jacques Gordon
hood. The fuel rail may have something that looks like a pressure regulator, but it’s Jacques Gordon has worked in the autoactually a pulse damper to reduce presmotive industry for 40 years as a service sure pulsation and fuel pump noise. The technician, lab technician, trainer and mechanical pressure regulator is part of the technical writer. His began his writing career fuel pump module that includes the pump, writing service manuals at Chilton Book Co. a reservoir, the gauge sending unit and a He currently holds ASE Master Technician fuel flter. and L1 certifcations and has participated in The fuel pump module is usually sold ASE test writing workshops. as a complete assembly, but according to the service manual each of those compoince the day it was introduced to the nents can be replaced separately once the U.S. market, the Toyota Camry has module is removed. That includes the only been one of the most reliable cars on fuel flter in the whole system, the strainer the road. With normal maintenance or even or “sock” on the inlet side of the pump. a fair amount of neglect, it seems these cars Turbine pumps are not particularly strong almost never break down. When problems on the suction side, so if there’s a no-start do arise, the diagnosis is rarely a chalor driveability issue that’s caused by lack lenge. But diagnosis is always faster and of fuel, the problem just might be nothing more accurate when you know more about more than a clogged fuel flter. the vehicle. If you don’t normally work Specs for this fuel system are the same on Toyotas, or if you simply haven’t had for all three engines: fuel pressure with the the opportunity to look into a Toyota fuel engine running or not running is 44 to 50 system lately, here’s a quick overview of the psi, hold pressure is 21 psi and fuel injector two most common models. resistance is 11.6 to 12.4 ohms at 68 degrees The 2002-2006 model is the Camry’s Fahrenheit (20 degrees Celsius). ffth generation and the frst year for the There is no fuel pump fow rate specifca2.4-liter 2AZ-FE engine with an electronic tion, and there’s no pressure tap on the fuel mass airfow sensor, electronic throttle and rail either. One way to check fuel volume is a returnless fuel injection system. That to monitor fuel pressure during full-throttle system architecture became the model for acceleration. If fuel pressure falls below Toyota port fuel injected engines right up specifcation during a full-throttle accelerathrough current generation, including the tion, that means the fuel pump can’t keep other engines used in that car, the 3.0-liter up with the demand. 1MZ-FE and the 3.3-liter 3MZ-FE. The fuel injection system’s electrical circuit Returnless fuel systems were developed design is the same on all three engines, to reduce evaporative emissions. The main but it is uniquely Toyota. Power for the difference is the fuel pressure regulator is fuel pump is supplied by what they call the inside the fuel tank instead of under the circuit-opening relay (C/OPN), which any
S
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The Tech Bench Fortunately that’s easily reached through the access panel under the rear seat. Fuel pump harness By the way, Toyota OEM wiring diagrams are some of the most Fuel sender gauge assembly informative and Fuel flter assembly user-friendly, and they often include notes about voltage, resistance and signal specs at the terminal connections. Despite the CamO-ring ry’s reputation for Fuel pump reliability, this was Fuel pressure regulator assembly the frst generation designed to meet Fuel pump flter LEV II evaporative emissions regulations. That means Clip EVAP codes are Cushion rubber common on these models because the EVAP system is relaFuel suction support No. 2 tively complicated: It includes the charcoal canister with a Figure 1: Retainer clips are used on fuel pump module components. pressure sensor, two other manufacturer would simply call the solenoid valves and some sophisticated softfuel pump relay. Like other cars, power for ware. The purge valve is under the hood, the relay coil comes from the ignition switch but the vent valve and pressure sensor are (through a 10-amp fuse), and the ground part of the canister assembly, and that’s circuit is provided by the PCM when the igni- mounted underneath right next to the fuel tion switch is in the START position or when tank. This makes it easier to food the canengine speed is above cranking speed. ister if the tank is overflled. What’s different here is that power for A complete and detailed service bay the C/OPN relay contacts is supplied by the test is available in Toyota Service Bulletin main electronic fuel injection (EFI) relay, EG048-04. and power for this relay coil is provided We’ll describe how the onboard EVAP by the PCM. Depending on the model, the monitors work here. EFI relay provides power to the fuel pump The PCM runs two different EVAP purge (through the C/OPN relay) the EVAP purge monitors to test the vacuum switching valve valve (VSV) and/or an oxygen sensor (VSV). That’s what Toyota calls the purge heater. This means you can’t really detervalve because it’s switched on and off in a mine fuel pump voltage or current draw duty cycle to control how much vacuum is at the C/OPN relay socket, you’ll need to applied to the canister. When the engine check it at the fuel pump connector itself. is running and all the normal drive-cycle Fuel suction plate sub-assembly
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The Tech Bench
2 AM1
ACC
B-Y
IG1
B-W 1
W
7 AM2
B-Y
B-R
ST1
W
IG2 6
B-R
(*4)
8 B-R
W-R
ST1 I15 Ignition SW
B-Y B-W
3
B-R B-W
B-R
2
B-Y
5A AM1
W-R
2
9
3
4
8
2
5
2
3
5
1
3
2
C/OPN Relay
1 20A EFI
120A ALT
30A AM2
2
EFI Relay
B-G
10A IG2
6
B-G
7 B-W
4
6
B-O
5
L-B
2
G-R
1
F8 Fuel pump
L-B
B-W
W-B
B-G
5
FL MAIN 3. OW
4
5
(*2)
W-B
(*1)
W-B
B-O Battery
G-R
J 11 Junction connector
B-W
A
Figure 2: A fuel pump wiring diagram.
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W(*4) B-R
Circle 108 on Reader Service Card
The Tech Bench and the VSV and CCV both closed. If pressure inside the canister goes below atmospheric pressure, the PCM decides the VSV is stuck open. A pending code will be recorded in memory, and if this happens on two consecutive trips, the PCM will illuminate the MIL and set code P0441 (purge fow incorrect). The CCV is tested the same way. With the CCV commanded closed (turned on) and the VSV commanded open, the PCM expects to see high vacuum in the canister. If not, the CCV is not closing. When the canister is at atmospheric pressure and both valves are commanded open, the PCM expects to see no pressure change in the canister. If the canister develops negative pressure for more than four seconds, the CCV is not opening. A pending code will be recorded, and if this happens on Air cleaner case two consecutive trips, Intake air Throttle valve the PCM will illuminate Intake manifold the MIL and set code P0446 (vent valve circuit malfunction). Charcoal flter When EVAP VSV is open, partial vacuum is created The vent passage goes Air cleaner flter through a flter and terPurge minates in the fuel fller line Leak detection area tube. Toyota says the flter can become clogged, but EVAP codes have also ECM EVAP VSV been caused by spider nests in that passage. To leak-test the fuel Vapor tank and EVAP system, pressure Diaphram sensor (Atmospheric pressure) the PCM simply closes the CCV and opens the VSV Fuel tank cap Small hole EVAP line to draw a vacuum on the system with the engine running. After closing Fuel tank EVAP the VSV, it measures the service time required for the port Purge vacuum to decay. If there line Charcoal is a leak, the rate of canister Trap pressure rise determines canister When CCV is which fault code will be Charcoal opened, air set: P0442 (large leak) canister flter CCV is drawn or or P0456 (small leak) or released Air inlet line P0455 (gross leak). This is also a two-trip test Figure 3: (A76844) EVAP schematic for the 2002-2006 Camry. that sets a pending code Air inlet line
criteria are met, the PCM turns on the canister closed valve (CCV), commonly called the vent valve. The CCV is normally open, so turning it on closes it. With the CCV closed, the PCM cycles the VSV and monitors the pressure sensor in the canister. If canister pressure doesn’t decrease during this test, the CCV is turned off (opened) and the PCM looks for a pressure increase of at least two inches of water (3.75 mmHg). If pressure still doesn’t change, the PCM decides the VSV is not opening and a pending code will be recorded in memory. If this happens on two consecutive trips, the PCM will illuminate the MIL and set code P0441 (purge fow incorrect). In the other test, the PCM reads atmospheric pressure (there’s a “baro” sensor inside the PCM) with the engine running
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Circle 109 on Reader Service Card
The Tech Bench on the frst failure and a hard code on the second consecutive failure.
P0453) plus a number of Toyota-specifc codes for the valves and pump. The EVAP monitors can be commanded Sixth generation to run with a scan tool, which is good The next (sixth) generation Camry is the because it’s possible for local conditions to 2007-2011 model. The 2AZ-FE engine carries prevent it from running automatically. If over with the same fuel injection system, battery voltage falls below 10.5, the test but now the C/OPN relay coil shares a power will be aborted. If coolant temperature is circuit with the injectors. There’s also a new not between 40 and 95 degrees F (4 – 35 3.5-liter 2GR-FE six-cylinder engine. degrees C) within fve hours after shutThis is the frst year that the EVAP system down, the PCM will wait two more hours has a dedicated Leak Detection Pump (LDP). and try again. A third attempt will be made All of the other components and most of after another 2.5 hours. If pressure altitude the operating strategy remain the same, is greater than 8,000 feet, the monitor will except for the leak test. not run. The EVAP system leak test runs only if Incidentally, the LDP makes noise when it there are no codes or pending codes for the runs, which sometimes causes customers to valves. After the engine has been turned ask why their car is making strange noises off for fve hours (to let fuel tank pressure while parked in the garage overnight. stabilize), the PCM wakes up, reads ambient pressure, turns on the CCV to close the Smart key vent, then operates the LDP. Remember, The sixth generation Camry is the frst the purge valve is normally closed, but in available with an optional Smart Key system this system, closing the CCV doesn’t actuthat has an Engine Start button in place of ally seal the system; it connects the LDP an ignition key. to a 0.020-inch reference orifce. Air fows The Smart Key system adds a major layer of out of the canister through the reference complexity because some engine operations orifce while the PCM monitors the decrease are controlled by what Toyota calls the main in canister pressure. If it decides there is a body ECU (aka body control module or BCM). leak, it sets a pending code. If the test is The fuel pump is still operated by the C/ failed again after the next drive/rest cycle, OPN relay, and power for that relay’s contacts the PCM will illuminate the MIL and store still comes from the main EFI relay. However, the appropriate leak code(s). There are also power for the C/OPN relay coil comes from a sensor failure codes (P0450, P0451, P0452, third relay labeled IG2 (ignition 2) that also provides power to the injectors. Power for Reference orifce (0.02 inch) Refueling valve the IG2 coil comes Fuel cap Canister pressure sensor from the BCM when To atmosphere the Smart Key is detected. Purge VSV On the Smart Key Fuel tank (ON) system, the BCM Canister and the PCM control the starter together. When the Engine To intake Start button is manifold pushed, various onCanister flter Vent valve (OFF) ECM board control units Leak detection pump (OFF) verify that the correct Canister pump module Soak timer key has been detected Figure 4: EVAP schematic for the 2007-2011 Camry. in the vehicle, and
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Circle 110 on Reader Service Card
The Tech Bench then accessory power is turned on by the BCM. When the Start button is pressed with the gear selector in Park or Neutral and the brake pedal depressed, the BCM activates both ignition relays, unlocks the steering and sends a “start” request to the PCM. The PCM will then request a cut in accessory power (from the BCM) while it activates the starter relay. Once engine speed reaches 1,200 rpm, it will release the starter relay and terminate the accessory-cut request. If the brake light switch or circuit fails, the engine can still be started by pressing the engine Start button once to turn on accessory power, then pressing it again and holding it for 15 seconds. If there is no fuel in the tank (or if the fuel gauge sending unit fails), the start sequence will not be initiated. Registering (programming) new keys is the most common issue with this system. It’s usually easy and it can be done with aftermarket pass-through tools. Once you’re in the right section of the Toyota Information System (TIS) website, the process is menu-driven and takes only a few minutes. You can register new keys or keys that had previously been used in another vehicle. However, if you only have a valet key and not a master key, you’ll need a locksmith identifcation number (LSID). It’s also easy for key registration to fail. Toyota notes that only one key should be in the car during key registration: If there’s more than one, they will interfere with each other and prevent the process from running to completion. The key registration process was updated last year (July 2014). Toyota Service Bulletin 0043-14 describes new security requirements to obtain a smart key reset pass-code, and the instructions for this new process must be reviewed before attempting to get the passcode. The TSB also describes how to reset a vehicle immobilizer and/or smart key system.
Service bulletins Since we’re on the subject of TSBs, don’t forget there were many bulletins and recalls to address accelerator pedal issues on all Toyota models. Here are some of the other important service bulletins covering the ffth and sixth generation Camry.
TSB-0122-08 describes why some smart keys tend to use up their battery quickly. The smart key “wakes up” upon receiving a “ping” or query signal from the BCM, but other electronic devices also emit signals that may activate the smart key. These include certain video devices, computers and monitors, cell phones and cordless telephones, microwave ovens and even some light fxtures. The only fx is to keep the smart key at least three feet away from other electronic devices. TSB-0003-09 says a faulty “Engine Start” button may cause intermittent no crank/no start on vehicles with smart key. The bulletin describes a diagnostic procedure and includes part numbers for replacement buttons. Service Campaign SC90K was launched to replace the oil supply line for the camshaft actuator on the six-cylinder engine. The rubber part of that line can develop a leak big enough to turn on the oil pressure light. Parts or repairs are free if the work is performed at a Toyota dealer before the end of 2021(no mention of reimbursement for work done elsewhere). Safety Recall SC-C0M130213-007 was issued to cover all 2007–2009 Toyota models, but not all VINs (the National Highway Traffc Safety Administration (NHTSA) recall number is 12V491000). The master power window switch tends to stick or develop a “notchy” feeling over time. If that switch is lubricated with “commercially available” lubricants, it may overheat and melt or even catch fre (evidently there were lubrication “irregularities” at the factory). The recall bulletin describes how to disassemble, lube and reassemble the switch using the special grease (04002-18242) and applicator syringe. You’ll need some new one-way screws (0400218342) to reassemble the switch. The next generation Camry has even more changes, including a new 2.5-liter engine and lots of new electronic features on the control screen. It will be a while before these models appear in your service bay, but it’s never too early to start learning about them. ● Thank you to the technicians at MotoLOGIC for their help in preparing this article. –Ed.
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Circle 111 on Reader Service Card
Powerplant
Ford Powerstroke diesel Courtesy Ford
Engine background and tech tips By Mike Mavrigian
Courtesy Ford
A
s anyone familiar with diesel engine Shown above is the Ford Powerstroke 6.0L, featured in 2003-2009 vehicles. operation knows, a diesel engine differs from other liquid fuel engines in one major respect: The fuel/air charge is ignited by cylinder pressure and heat, instead of via an electrical ignition system (diesel-fueled engines don’t use spark plugs). On its downstroke, a piston draws air into the cylinder. On the compression stroke, the fuel injection system (depending on how it’s timed) spits fuel into the combustion area, and the resulting cylinder pressure (and residual heat from previous frings) combusts the fuel/air mix, etc. Diesel heads generally don’t feature combustion chambers (fat decks with no chambers). Instead, the combustion chamber is afforded by the piston’s “bowl” cavity. Partly because of the serious cylinder presPowerstroke 6.4L, featured in 2008-2010. sures and forces exerted on the bottom end, diesel components (blocks, cranks, rods, pistons) are, for lack of a better term, heavy-duty and very beefy in construction. As compared to gas engines, just about everything on a diesel is bigger, heavier and more massive.
Ford’s Powerstroke diesel engine lineup includes a series of V8s. While the engines were built by International, Ford’s chosen name for their diesel engines is Powerstroke. The naturally aspirated International 6.9L/7.3L IDI (indirect injection), from 1982 to 1994 (the 6.9L ran from 1982-1987, and the 7.3L from 1987 to 1993. Powerstroke 6.7L, featured in 2011 to date.
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Courtesy Ford
Ford Powerstroke
Circle 112 on Reader Service Card
Courtesy Ford
Powerplant
The Powerstroke 6.4L features twin turbochargers. Note the location of the high pressure turbo and low pressure turbo, along with a fuel cooler and dual EGR coolers.
Starting with mid-1994, they switched to the turbocharged Navistar 7.3L, which was used until early 2003. The Navistar 7.3 turbo engine was an outstanding engine platform. Then came the Navistar 6.0L turbo from 2003-2007. This was followed by the twin-turbo 6.4L from 2008-2010. The 2011 model features a Ford-built 6.7L single-turbo diesel. Cylinder heads are cast iron, except for the 6.7L, which features aluminum heads and a strong CGI (compacted graphite) block. Well over 2 million of the 7.3L engines remain in service today.
Powerstroke tech tips SHORT IN INJECTOR Some 2011-2012 F-Super Duty vehicles equipped with the 6.7L diesel engine may exhibit DTC P1291 and/or P1292 due to an internally shorted fuel injector. An internal short in an injector may be caused by fuel being contaminated with DEF (diesel exhaust fuid) or by fuel gelling.
Remove the fuel conditioning module mounted flter. Allow the flter and flter bowl to dry for at least two hours. If the flter turned white, this indicates that the fuel is contaminated by DEF. In this case, the complete high pressure fuel system and diesel fuel control module (DFCM) needs to be replaced and the system fushed. If the flter did not turn white, inspect the wiring harness for chafng near the EGR cooler. Repair the harness as needed. If no chafng is found, disconnect each fuel injector electrical connector for injectors 1, 4, 6 and 7 (for P1291). Disconnect injectors 2, 3, 5 and 8 for P1292. Check for continuity between the injector electrical pins and the injector body. If PART Injector return hose Fuel injector (cyl 1, 2, 7, 8) Fuel injector (cyl 3, 4, 5, 6)
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P/N BC3Z-9A564-A BC3Z-9H529-A BC3Z-9H529-B
Circle 113 on Reader Service Card
Powerplant shuts off, as though someone hit a master kill switch. No engine power, no power assist brakes, no power steering, no nothing (at least the lights still work). This is simply a very dangerous situation, especially if you’re in traffc or descending a hill, or (and I shudder to think about this) pulling a big trailer down a hill. The likely cause? The fuel bowl heater circuit. The heating element inside the fuel bowl shorts out, killing fuse #30 (30 amp). Unfortunately, the same fuse powers the wastegate solenoid, injector driver and the PCM power diode. Some designer at Ford ran the fuel heater and the PCM on the same circuit. When the fuel bowl heater shorts out, it kills the engine in its tracks, without warning. The ideal cure: Replace the fuel heater Ford Powerstroke injectors are very costly, so element and the 30 amp fuse. In practical rebuilding makes economic sense. A wet ulterms, simply unplug the white two-wire trasonic cleaner is ideal for cleaning multiple injectors and their components. connector at the rear of the fuel bowl and replace the fuse. Unless your customer is operating in sub-zero temps, he doesn’t need the fuel bowl heater anyway. This is a very dangerous scenario. Try stopping and steering a heavy and dead 2002 F-350 dually diesel crew cab truck with no steering or braking assist on a busy freeway. It happened to me once, and all I can say is that it’s not fun. The 7.3L Powerstroke is a great engine, but that wiring glitch is nothing to laugh at. My advice: Unplug the fuel heater connector before it causes a problem. In addition, regardless of whether or not the fuel bowl heating element shorted, a kill-engine occurrence (also fuse #30) might Unlimited Diesel specializes in rebuilding and also be caused by the wiring bundle that is modifying Ford Powerstroke diesel fuel injeclocated over the left side valve cover. These tors. This is a popular and proftable service to consider adding for both daily drivers and wires may have been rubbing, resulting in performance and racing customers. a shorted wire. With the batteries disconcontinuity is present, replace the injector(s) nected, lift the wire bundle up away from and the injector(s) return hose. the valve cover and look for rub marks and chafed wires and small arc spots on the DEAD ENGINE = A REAL DANGER valve cover. Repair any damaged wire(s) This is a fairly common and critically and thoroughly insulate the wire harness to severe glitch on Ford trucks equipped with prevent future shorts. the 7.3L Powerstroke diesel engines. Your Fuse 30 provides power to the fuel customer is driving along, minding his own heater/water in fuel sensor, the waste gate business, when WHAM... the engine simply solenoid control and the PCM power diode.
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Circle 114 on Reader Service Card
Powerplant When diagnosing a no-start, frst inspect the wiring near the fuel heater/water in fuel sensor and the waste gate solenoid control to see if there are any chafed or worn-through/bare wires. Unplug both the fuel bowl heater connector and the wastegate solenoid connector and replace the fuse. Connect the fuel bow heater. If the fuse blows, you’ll verify that the culprit was the fuel bowl heater circuit. If it does not blow, connect the wastegate solenoid connector. If the fuse blows, inspect that circuit. Once a component is unplugged and the fuse doesn’t blow, then that component is likely the cause of the short. If both components are unplugged and the PCM power diode has been removed and the fuse still blows, then you have a short in the wiring itself and the harness would need to be traced for any rubbed through wires or chafe marks, or replace the harness.
The fuel bowl heater connector is seen here (white connector next to the yellow drain valve lever). To eliminate concerns of fuel bowl heater shorts, which can shut down the PCM, many techs recommend simply disconnecting this white connector and taping it off.
BUZZ BUZZ Some 2011-2012 F-Super Duty 250-450 trucks equipped with the 6.7L Powerstroke engine may exhibit an underhood buzzing noise while the engine is running, and for up to 30 seconds after the engine is
shut off. This may be due to the wastegate control valve vacuum harness causing the wastegate control valve to resonate. With the buzzing noise present, disconnect the vacuum hoses from the wastegate control valve. If the buzzing stops, replace the wastegate control valve vacuum harness. This involves removing the throttle body, the air cleaner outlet pipe and the three wire harness retainers. This provides access to remove and replace the vacuum harness. The vacuum harness is available as P/N BC3Z-9D430-E. DIESEL SURGE Diesel engines (we’ll cite Ford’s 7.3L, 6.0L, etc., as examples) typically feature a dedicated high-pressure oil system that operates the fuel injectors. The high pressure side typically runs at about 500 psi at idle, 1,200 psi at about 3,300 rpm and about 3,600 psi under full-load acceleration. This system involves a high pressure oil pump and an IPR (injection pressure regulator). Sticking (or wear) problems with the high pressure control regulator can cause engine surging (most commonly noticeable at lower rpm and at idle), as well as intermittent engine shut-off during low speed braking and/or when approaching a fnal stop. If the engine cuts out during a stop, with the transmission placed in neutral or park, the engine fres up again, but dies again when approaching a fnal stop. Other symptoms can include intermittent diffcult starting, a slight stumble when the accelerator pedal is nailed while the engine is turning around 1,000-1,500 rpm and/or annoyingly extended cold-cranking in freezing temperature. Granted, various injector issues could cause some of these problems, but if a customer’s truck enters the shop with the surging/intermittent shut-off issues, defnitely inspect the high pressure oil system. When these driveability problems began to appear, the “off-the-cuff” reaction was to replace the fuel flter, suspecting that it was moisture-contaminated. While it’s imperative to regularly replace diesel fuel flters anyway (especially in cold climates),
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Circle 115 on Reader Service Card
Powerplant if the frst few flter changes don’t solve the glitch, suspect the high pressure oil control valve or regulator. The high pressure oil system runs at very high pressure, and any interruption in pressure fow will cause the PCM to attempt fuel enrichment changes. NOTE: While it’s certainly easier to replace a sticking control valve, the high pressure control valve is usually rebuildable (basically just disassemble, clean and reassemble). Also be sure to check the high pressure oil rail and its connections for external leakage (which will not only make
an oil mess at the rear of the intake manifold, but will cause pressure drops). It’s also important to remind customers that only specifed engine oil should be used in diesel applications, in part because of the special anti-foaming additives in the oils, critical for maintaining an adequate and constant pressure to the injectors to prevent aeration and sub-par injector spray patterns (these anti-foaming agents can break down in the 3,000- to 5,000-mile range). Citing the Ford examples, several oils are appropriate and should carry an API rating of CF-4/SH or CG-4/SH or higher. One example is Shell Rotella-T 15W40 I SMELL SOMETHING Some 2008 Super Duty vehicles equipped with the 6.4L Powerstroke engine may exhibit an exhaust odor inside the cabin and/or exhaust smoke may be visible from the front of the vehicle. Inspect the turbocharger to exhaust down pipe connection for a leak.
Diesel engines (such as the Ford variations) feature a high pressure oil control valve that “regulates” the dedicated high pressure oil system to operate the fuel injectors.
1. Remove the turbocharger oil supply tube banjo ftting bolts and copper sealing washers. Discard the old copper washers. 2. Remove the bolt and the turbocharger oil supply tubing and plug openings. Remove and discard the oil supply line gasket. 3. Remove the fve bolts and the turbo heat shield. 4. Verify that the exhaust leak is coming from the turbo to exhaust down pipe connection by inspecting for exhaust soot around the connection. 5. Remove and discard the two exhaust The tiny orifces in the high pressure oil control valve can easily become contamidown pipe to diesel oxidation catalyst nated, especially if improper oil is used or if (DOC) fasteners. oil changes are infrequent. 6. Hand-start new fasteners by a couple of turns. 7. Remove and discard the turbocharger to exhaust down pipe clamp and turbo to down pipe gasket. 8. Install a new gasket to the turbocharger. 9. Align the down pipe fange to the turbo Depending on the design of the high pressure fange. oil control valve, the valve may be disassem10. Install a new clamp over the fanges and bled and cleaned (the best cleaning method is to use an ultrasonic cleaning tank). latch the clamps’s T-bolt.
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Circle 116 on Reader Service Card
Powerplant 11. While maintaining exhaust down pipe fange alignment to the turbo fange, tighten the clamp nut by approximately 1-inch. 12. Establish an 11/16-inch clearance between the exhaust down pipe to the frame, using a temporary piece of material such as wood. Place this temporary spacer between the frame and down pipe. 13. Confrm fange alignment and tighten the down pipe clamp to 11 ft.-lbs. 14. Torque the exhaust down pipe to diesel oxidation catalyst fasteners evenly to 30 ft.-lbs. Remove the temporary spacer from between the frame and down pipe. 15. Position the turbo heat shield and install the fve bolts, tightening these to 8 ft.-lbs. 16. Install a new oil supply line gasket and apply clean engine oil. Position the turbo oil supply line tube and install the bolt, tightening to 10 ft.-lbs. 17. Install two new copper sealing washers and the oil supply tube banjo fttings on the turbo oil supply fttings. Tighten to 28 ft.-lbs. Verify that the oil supply tube does not contact the turbo actuator linkage. CAUTION: Use only new banjo bolts that feature a green hex head. The green-headed bolts do not contain a check valve. When viewed from the inner end, the correct bolt design will appear open. Using incorrect banjo bolts may result in turbocharger damage.
As shown above, when positioning the exhaust downpipe, temporarily install a spacer to establish a clearance of 11/16-inch between the frame and the pipe.
P/N PART W711407-S900 Down pipe to DOC fasteners (two needed) 7C3Z-5A231-AC Turbo to down pipe clamp 7C3Z-6L612-B Turbo to down pipe gasket W302474 Oil supply line gasket (two needed)
Beefng it up If your customer expresses an interest in obtaining an increase in power and torque, the most immediate and easiest approach is to install a quality re-program kit. If he or she wants to go further, consider the bottom-end (rotating and reciprocating components). Your shop may or may not be willing or able to perform an engine rebuild to accommodate these upgrades, but following are a few tips. PISTONS OE pistons are generally cast and feature a steel insert in the top ring groove to prevent ring pounding and microwelding. Aftermarket forged/CNC-fnished slugs are readily available to accommodate higher cylinder pressures and heat, especially for applications that run super-high turbo boost and/or nitrous oxide injection (as but one example, Mahle refers to their design as a Ni resist insert). The Mahle DI (direct injection) piston is designed with a cooled ring carrier cooling duct formed by a steel plate. This sheet metal channel is welded directly to the ring carrier. Oil is circulated through the passage to assist in piston cooling. This welded steel design places the cooling gallery closer to the top ring groove for better cooling of the piston crown and the top ring carrier. Having a steel inert in the top ring groove prevents the ring from pounding itself (and the ring groove) to death. In the aftermarket forged piston offerings, it’s too diffcult to incorporate a steel insert, so the ring lands are hard anodized to aid in longevity. However, this should be considered race-only, and not really recommended for street use where
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Circle 117 on Reader Service Card
Powerplant the program maker to understand the risks and to be advised regarding any additional performance mods that will safeguard the engine. A properly tuned control package from a reputable and knowledgeable manufacturer will provide a great boost in power while avoiding engine damage. And if the customer does over-extend himself and discovers the mechanical limits, then he’s a prime candidate in your shop for an upgrade that will better withstand the abuse (forged rods, forged pistons, billet cam, etc.).
Courtesy Carillo
the engine won’t be torn down, cleaned and inspected on a regular basis. With forged pistons (since they’re CNC machined anyway), custom dome confgurations are readily available, including valve notching when needed. To give you some idea of the “beefness” aspect, piston wrist pins are healthy, to say the least. In terms of piston coatings, naturally, as with gas or alcohol applications, anti-friction skirt coating is always a good move (some slugs include this as standard while optional coating is always available). It’s safe to assume that when you move to a forged piston, piston-to-wall clearance will need to increase. Ross Pistons noted that (naturally, depending on bore diameter), clearance with forged slugs will typically be in the 0.010-inch - 0.013-inch range. Always check with your piston manufacturer for their recommended wall clearance. NOTE: The easiest (and least expensive) method of increasing diesel power in today’s light trucks is with the addition of a “re-program.” Basically, the performance programs out there all perform the same general task — they increase the amount of delivered fuel. The added program alters the signals generated by the onboard ECU to control injector timing, fuel pressure and fuel injector pulse duration. However, all consumers are not wellinformed, and the simple addition of some programs can cause damage if the truck owner doesn’t understand what’s happening, and if he doesn’t compliment the new program with increased air intake and a freer-fowing exhaust system. Depending on the program, when hammering the engine at WOT, exhaust gas temperature (EGT) can elevate to dangerous levels and can result in damage to the turbo, pistons, rings, rods, crank, and well, you get the picture. Simply adding more fuel (without a complimentary increase in air, any extra fuel will be unburned (telltale black smoke billowing out of the exhaust). This raises EGT and, over enough time and abusive operation, will result in mechanical damage. If your customer intends to run a custom fuel control program, make sure that he consults with
Example of an aftermarket forged steel rod for the Powerstroke 6.0L. The offset big end design, to accommodate clearance issues, is also featured on 6.4 and 6.7L engines. Note that rod center lengths and bore diameters differ among engine displacement versions.
CONNECTING RODS OE rods may be forged or powdered metal (the Ford Powerstrokes, for instance, began using PM rods in late 1998 to 2003 7.3L engines). The cracked cap PM rods in the 7.3L Powerstroke have a tendency to fail if turbo boost is cranked up, or simply due to high mileage fatigue over time. Generally speaking, OE rods are probably good for up to about 400-500 hp (depending on the brand and specifc engine). Beyond that, it’s time to step up to some aftermarket forged rods using high tensile strength rod bolts (ARP or A-1, for example). Of course, if you plan to add some stroke, you’ll need length-specifc aftermarket rods anyway. This isn’t rocket science. If you’re building for serious power, there’s no debate... just buy quality steel forged rods. Steel rod makers that offer diesel units include (but are not limited to) Carillo, Crower and others. ● See more on diesel engine issues on our website at www.autoserviceprofessional.com.
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Circle 118 on Reader Service Card
The Chassis
All photos by Mike Mavrigian
A proper brake service simply cannot be achieved without inspecting for rotor thickness and lateral runout. Precision measuring tools are a must.
Brake basics booster shot By Bob Weber Weber is president of Virginia-based Write Stuff. He is an award-winning freelance automotive and technical writer and photographer with over two decades of journalism experience. He is an ASE-certifed Master Automobile Technician, and has worked on automobiles, trucks and small engines. He is a member of the Society of Automotive
Engineers (SAE) and numerous other automotive trade associations. He has worked as an auto service technician, a shop manager and a regional manager for an automotive service franchise operation.
W
hen was the last time you had a tetanus shot, asks the doctor when you arrive to have that cut stitched up. You need a booster every 10 years.
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Circle 119 on Reader Service Card
The Chassis Every year, 10% to 20% of people who contract tetanus will die. Auto repair is risky business. Make sure your booster is up-to-date. Occasionally, we could use a booster when it comes to doing routine repairs like brake jobs. Let’s review brake system basics of pads and shoes, rotors and drums, and hydraulics.
Pads and shoes Brakes simply turn Some rotors feature a corrosion-resistant coating on the hubs, the kinetic energy of a moving vehicle into heat which reduces the chance of dissimilar-metal corrosion when an alloy wheel is mounted to a steel hub face. A thin coating of energy as they stop the high-temp anti-sieze should still be applied on the hub face. vehicle. That heat energy frst is transferred to the rotors or drums Ceramic brakes were a mixture of porceand then is subsequently dissipated into lain and clay with copper fakes mixed in. the air. Fins between the rotor halves or on However, copper is being phased out due the outside of drums help with dissipation. to water pollution issues. On the plus side, Friction materials have come a long way ceramics are quiet, offer good stopping, and since the wood or leather block. (See the fade and wear resistance. They also transJanuary/February 2015 issue of Auto Service fer much of their material to the rotors. Professional.) The down side is that the friction material Today’s brake linings run the gamut from may appear to be a rotor problem if it is semi-organic to semi-metallic to ceramic to not transferred evenly due to rotor run-out. various sophisticated blends. Before trashing the rotor, try your on-car Motorists want good feel and no noise brake lathe. from their brakes. Long ago, asbestos was When in doubt, use the type of pads and the go-to friction material. It provided shoes that originally came with the vehicle. excellent stopping power, pedal feel and That does not mean that you’re forced to long life while being virtually noiseless. use OE brand friction material, only that Today, we have several options. the same type of pad is installed (semi-met, Non-metallic pads and shoes are typically ceramic, etc.). a combination of synthetic materials that When replacing disc brake pads, do not are easy on the rotors and drums, provide push the pistons back into the caliper bores good stopping power and pedal feel. The without frst opening the bleeder valves. down side is that they wear rather quickly Unless they are opened, any crud in the and usually leave lots of dust behind. caliper will get pushed back into the brakes Semi-metallic pads and shoes combine lines. By opening the bleeders, some of the the synthetic materials with a measure of crud will be expelled. powdered or faked metal. On the plus side, Most motorists ignore their brakes until they are long-lasting and resist fade. On the they get some kind of warning, whether negative side, they cause increased wear of that involves inadequate braking, uneven the rotors and drums and require more force braking or squeal or grinding noise. Inspect to stop the vehicle. the brakes routinely when the customer
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Circle 120 on Reader Service Card
The Chassis brings the vehicle in for service. If the linings are getting thin, make a notation on the customer’s receipt to plant the seed for service soon. Warnings may come in the form or noise, such as the metal tabs the GM has used for years to scrape the rotor when the linings get thin. Of course, vehicles that are not equipped with these sensors will make noise when metal contacts metal. At this point, new rotors are probably in order. Some vehicles have electrical warnings that illuminate an icon on the instrument panel when an embedded sensor on the pad makes contact with the rotor completing the ground. When replacing pads, make sure that the new pads feature these sensors. As to a visual inspection, new pads or shoes are called for when the gap between the backing hardware and the rotor or drum surface is thin and nearly gone.
Rotors and drums
to use all of the lug nuts to hold them in place, not just a few. It can affect your reading. Always refer to the automaker’s run-out tolerance specifcations, but in general, run-out should be less than 0.002-inches. If the rotor is not secured frmly, wobble from uneven clamping might cause a false reading. You may be lucky enough to true up the rotors with an on-the-car brake lathe. However, today’s rotors are so thin that any machining may put them over the discard limit. If you have to replace one, it is good insurance against a comeback to replace both rotors. The Motorist Assurance Program (MAP) states that when replacing or reconditioning a rotor you may suggest reconditioning or replacing the other rotor on the same axle to eliminate uneven braking behavior. If you discover lateral run-out beyond 0.002 inches, try repositioning the rotor
Even if the owner has not allowed the pads to wear completely down, his rotors can be damaged by uneven lug nut torque. It can happen when he changes a fat. It can happen when new tires are installed by a careless technician who does not use a torque wrench or, at least, a torque stick. Unless rotor warp is extreme, it won’t be visible to the naked eye. Use a micrometer to check thickness and thickness variation, and a dial indicator to check run-out. One such condition is a tapered rotor. This is when the inner part of the swept area is thinner than the outer part. Examine the pads for clues of tapering. If new pads are installed on a dished rotor, the pedal will be spongy. When checking the condiVent slots need to be clean and free of rust scale and other tion of the rotors, be sure debris. This inspection is often overlooked.
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The Chassis
Note the rust scale that has built up in this Ford truck’s rotor vents. This greatly reduces the rotor’s ability to dissipate heat and can lead to disc warping.
a couple times. If that does not solve the problem, the best solution may be a shim placed between the rotor and hub. Install the rotor to the hub and secure (if the rotor is independent of the hub, you’ll need to temporarily install all lug nuts to ensure a fat mating against the hub). Tighten lug nuts evenly in a crisscross pattern to a value very close to the specifed wheel nut torque value. For example, if the spec calls for 90 ft.-lbs., tightening to 75 ft.-lbs. should be suffcient. Use a torque wrench by hand. Avoid the use of a power tool. Mount a dial indicator base to a solid, stationary location that won’t allow the gauge to move/wiggle, and position the indicator plunger onto the rotor friction surface, about one inch inboard of the disc outer edge. Make sure that the indicator plunger is 90 degrees to the disc surface. Preload the dial indicator by about 0.050-inch, and then zero the indicator gauge. Slowly rotate the rotor by hand and watch your dial
indicator for the high and low spots. Note how much run-out is indicated and mark the high spot. Select a shim that will eliminate the run-out. Keep in mind that a new rotor may not solve the run-out problem. The hub may be the issue so recheck the run-out when you install a new rotor just in case. It should go without saying that you should inspect the rotors for physical problems such as cracks, deep scoring, hot spots and excessive rust buildup. Before installing new rotors, clean them thoroughly remove any grease, oil or metal particles. Aerosol products are fne, but better yet, wash the rotors with soap and hot water. Dawn dish washing liquid is often used to clean waterfowl after an oil spill. If it can clean ducks, geese and swans, it can clean Dodges, GMCs and Subarus. If you are able to reuse the old rotors, clean them up. Knock off all of the loose dirt, rust and scale. Loose rust scale at
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The Chassis required to replace or rebuild calipers in axle sets. However, when replacing or rebuilding a caliper... you may suggest servicing, rebuilding, or replacement of the other caliper (on the same axle) for improved performance and preventive maintenance (for example, the part is close to the end of its useful life, replacing the caliper may extend pad life, or contribute to more balanced braking). When installing loaded calipers, it is required that friction material be matched in axle sets for consistent braking characteristics.”
Hydraulics Brake fuid eventually wears out and becomes contaminated by moisture absorbed from the atmosphere, which also lowers the fuid’s boiling point. The corrosion inhibitors’ reserve alkalinity degrades leaving the system vulnerable to corrosion. That can pit the bores of the master cylinder, calipers, wheel cylinders, and ABS components. Some carmakers, particularly European manufacturers, recommend fushing the brake system every two years or 24,000 miles. If your customer’s owner’s manual does not prescribe routine brake fuid fushing, check the condition of the fuid using test strips. The test strips indicate the amount of copper in the fuid. Most brake lines are steel, but the interior may be coated with copper. As the reserve corrosion inhibitors in the fuid drop, copper enters the fuid. Before long, corrosion can develop in the caliper bores and wheel cylinders. Even worse, it can occur in the ABS components
As a rule of thumb, replacement pads should be of the same type/ formula as specifed by the automaker as original equipment.
the outer edge can break loose, lodging between the pads and rotors. This not only makes an awful noise, but can score both the rotor and pad(s). While you should always replace caliper and pad hardware, if you decide to salvage the original hardware, at least make sure that all pieces are clean. Caliper sliding pins must be removed, cleaned and relubed. Prior to installing the caliper, the piston(s) must be pushed back into their bores to provide clearance for the new and thicker pads. Use a dedicated caliper piston compressor tool to smoothly push the piston(s). If the caliper piston(s) did not move smoothly when pushed back into their bores, replace the caliper. Considering the time required to rebuild a caliper, it’s quicker and usually cheaper (labor-wise) to simply replace the caliper with either a new or reman unit. According to the MAP: “You are not
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The Chassis leading to very expensive repairs. Test strips reveal high levels of copper in the fuid. The brake lines may develop leaks when the corrosion inhibitors are depleted — especially in the Snow Belt or near the coast from salt spray. Use only double wall steel brake lines that meet Department of Transportation (DOT), Society of Automotive Engineers (SAE), and Federal Motor Vehicle Safety Standards. A leak anywhere means the entire line is compromised. Inspect the lines for corrosion that could become a potential leak. Pay special attention to areas where the lines are clamped or
where water could collect. Check the brake hoses for cracks and dry rot. If one of the brakes drags or will not release, the inner wall of the hose may have separated and imploded, creating, in essence, an internal check valve that won’t allow fuid to return to the master cylinder. A good clue to this problem is a squirt of fuid from the bleeder despite the brakes not being applied. If one hose has age-failed, chances are good that the hose on the opposite side of the axle is in the same condition. It’s best to replace both. Incidentally, if you are trying to isolate the cause of brake pull, never clamp those hoses
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Circle 121 on Reader Service Card
with vise grips as you can damage the interior wall of the hose. There are safe hose “hemostats” for this job. Never splice brake lines using compression fttings. Pre-bent lines are readily available for nearly all vehicles. They beat bending your own by saving time and aggravation. Most older vehicle applications are readily available from specialty brake line sources. These specialty manufacturers usually offer a choice of either steel or stainless steel. Stainless tubing Check for adequate vacuum at the hose after disconnecting from the check valve. Be sure the hose is routed is a popular choice for restorasuch that moisture cannot accumulate in a low spot. tions, and while more costly than steel, the price difference can be surprisingly aeration if the brake pedal is pumped/ affordable. pulsed quickly. However, silicone fuid is While you are under the car inspecting often popular among restoration fanatics the brake lines, inspect the parking brake simply because if spilled, it won’t damage a cables and equalizer. Do the cables move painted surface. freely? Many people who have cars with automatic transmissions fail to use their Boosters parking brakes regularly. This can lead to Vacuum operated brake boosters have corrosion and frozen cables. If you cannot been around for decades and are seldom clean and lube them, replace the cables. a source of trouble. Low vacuum due to a Bleeding and reflling the brake system is leak is the most common problem. On old not enough. It can, in fact, be detrimental cars, or cars ftted with high-performance as sludge could be displaced from places engines, low vacuum can be an issue. You such as the bottom of the caliper bore and should read at least 16 inches of vacuum on lodge somewhere else. Machine fushing is your gauge. If not, you may want to conthe quickest and most effective method. It sider adding an auxiliary vacuum pump. also minimizes the potential to get air in Hissing from the booster housing can the system. come from an internal leak. If the customer Consult the vehicle maker’s specifcations for the vehicle’s brake fuid type and service recommendation. This is most often DOT 3 and occasionally DOT 4. But some European vehicles use mineral oil, so pay attention to specifcations to avoid cross contamination. Adding mineral oil in a system that requires glycol based fuid will likely ruin the rubber components. Glycol brake fuid absorbs moisture and can damage paint. Use With all of the lug nuts in place, use your dial indicator caution when handling brake fuid. to check for lateral run-out as you rotate the rotor by Silicone brake fuid is not recomhand. A rule of thumb limit is 0.002 inches, but check the vehicle maker’s recommended tolerance. mended due to the potential for
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All line art courtesy Chrysler.
The Chassis
The Chassis complains of a hard pedal when frst starting out, there could be a leak or the check valve could be faulty. If the vehicle lacks brake boost in freezing temperatures, but eventually returns to normal after warm-up, suspect an ice plug in the vacuum line. Re-route the line to prevent a low spot trap for water.
But wait, there’s more When you plan to re-install the original brake rotors, it’s always a good idea to place matchmarks before removing the rotor, so that the rotor can be reinstalled in the same location relative to the hub. Any problems with the hub or build-ups of rust can be amplifed if the rotor is reinstalled in the wrong clock position. Proper wheel fastener torque value is essential. Follow the manufacturer’s torque specifcations and tightening sequence. That is typically the star pattern on fvelug wheels and crisscross on four- and six-lug wheels. Make sure that all male and female threads are clean and free of
After removing the caliper, support it with a wire. Do not allow it to hang by its brake hose.
burrs, but do not lubricate threads unless specifed by the vehicle manufacturer as this can lead to over-tightening. Avoid the temptation to use an impact tool, but if you insist on using one, use torque sticks of the proper rating. Ideally, you should always use a calibrated torque wrench. Over-tightening and uneven tightening are prime causes of rotor warpage and resulting
55 | July/August 2015
Circle 122 on Reader Service Card
The Chassis
Use a torque wrench to tighten the lug nuts evenly using a star pattern on wheels with odd numbered lugs and a crisscross pattern on wheels with even numbered lugs.
See that the parking brake cables move freely at all pivot points and where they enter the sheathes to the wheels. With lack of use, they tend to freeze up.
56 | July/August 2015
The Chassis
The minimum thickness spec has a built-in allowance for wear during use, but discard it when the thickness is below the minimum.
pedal oscillation after a brake job. Finally, take the vehicle for a drive and burnish the new brakes. It is important to transfer some friction material to the rotors or drums for best braking performance. If you neglect this step, your customer may complain that the new brakes do not work as well as the old ones. Some pad makers claim that burnishing or “pad bedding� is no longer necessary, but it never hurts. Two methods are acceptable. The frst method is to make at least 20 complete stops from 20 mph allowing the brakes to cool for 30 seconds between stops. The second method is to make 20 applications bringing the car from 50 mph to 20 mph using moderate pedal pressure. Again, allow the brakes to cool between slow-downs. Do not make hard stops with new pads, as you could damage the brake linings due to glazing. Depending on the specifc pads and vehicle application, even after burnishing, it may take over 100 more stops to realize peak braking performance. High quality, professional brake jobs are the prescription for boosting your bottom line. �
Avoid damage by using the proper brake hose clamp tools, not vise grips.
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Circle 123 on Reader Service Card
Tool Review
Midtronics’ DSS-7000 battery analyzer A very sophisticated diagnostic tool By Mike Mavrigian
I
f you’re thinking that the world doesn’t need another battery tester, you haven’t seen Midtronics’ DSS-7000. Comparing this tool to a good/bad tester or a multimeter is like comparing the space shuttle to a child’s kite. Rather than merely reading battery voltage, this tool does just about everything imaginable for diagnosing the battery, charging and starting system short of turning a wrench for you. As soon as you pick up this tool, it becomes obvious that this is The Midtronics DSS-7000 with a built-in camera is a serious a serious and hefty piece of professional level battery/starting/charging system tester. professional equipment. The analyzer uses Android function-specifc applications accessed VIN scanner through a series of menus and icons to The display unit acts like a tablet, and guide you through the battery testing, even features a built-in camera that can be starting and charging system testing proused to scan a vehicle’s VIN code in order cess via a touch screen. Test results can be to establish that vehicle’s service data for displayed, or wirelessly printed or emailed. your shop and to refer to the service history The modular design allows you to slip the of a scanned vehicle. Select VIN scan and display screen out of the main body to aim the camera at the VIN bar code at the be used wirelessly, leaving the main body base of the windshield. The screen shows positioned over the battery (to maintain a a camera viewing window, prompting you constant battery temperature reading via a to center the VIN barcode (you’ll see a red thermal sensor on the top rear of the main horizontal line to use as a guide). housing). This allows you to walk anywhere You don’t need to press anything, as the within 10 yards of the vehicle while perunit automatically scans the VIN while forming checks and tests. displaying the image on the screen. The
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Tool Review unit then records and displays that vehicle’s identifcation information (year, make, model, engine size, options, etc.). You also have the option of inputting the VIN manually by typing it in, or retrieving it wirelessly via the DLC connector (the screen gives you these three choices).
Examples of available tests 1.
Alternator voltage output at idle and at 2,000-3,000 rpm Alternator diode tests Voltage regulator tests Starter voltage Battery condition Battery temperature Vehicle history Battery voltage Multimeter capabilities
A handy amp clamp is available from Midtronics that captures the negative battery cable.
A “Stock Management” function allows you to schedule regular testing of batteries in inventory to identify any that need charging and to ensure that all batteries in stock are ready for sale. A “Messages” function displays alerts and notifcations for upcoming tests. This includes scheduled testing as well as tool software updates. The “History” function accesses the tool’s usage history (record of logged-in user totals, test totals, test types, number of tests performed in and out of vehicle) and vehicle history based on VIN (number and type of tests per vehicle). The more we played with the DSS-7000, the more capabilities we discovered. At every touch of the screen, I could hear my guys in the shop repeatedly saying “cool,” or “ooh” or “holy c**p.” As long as you have a WiFi connection, you can email results and send data to a printer. The breadth of capabilities was astounding. Once you become accustomed to the operation, the unit walks you through every procedure that you select. LCD or LED screens are diffcult to photograph, but in real life, the display screen is nice and bright and sharp, and easy to read in bright or low shop light. The DSS-7000’s features
A data link module plugs into the vehicle’s OBD port. The unit pivots to allow access to the DLC port for various port locations. Pivoting clears any underdash obstructions.
2. 3. 4. 5. 6. 7. 8. 9.
The unit can be used in assembled form, or by pressing the center unlock button, the screen display can be removed and used remotely as a wireless “tablet.”
The wireless screen display easily slips out or snaps back into the main unit.
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Tool Review are so extensive that we simply don’t have the space here to detail all of them.
Using the analyzer Press the power button on the left side of the lower face.
The home screen opens with a selection of fve icons, including testing a carry-in battery return, testing an in-vehicle battery return, Pre Sale (for checking condition of in-stock batteries) and tests for battery replacement.
Functions allow you to easily select the vehicle by the year, make and model.
Scrolling graphics illustrate battery location and more, specifc to the vehicle being tested.
Battery testing reveals battery condition, recommending replacement when needed.
1. Select language. Tap the highlighted are of the screen and tap to advance to the next screen. 2. Use the keyboard to crate a user name and password. Tap Continue to advance. 3. Select the shop preferences defaults. Tap to advance. 4. Select the available connected accessories, linked diagnostic devices and linked CVG-2 devices. Tap Continue to advance. 5. Select a default WiFi network. The analyzer scans for a detectable WiFi network and displays this on the screen. If the desired network is not displayed, tap Add WiFi Network to enter the information manually. Tap Continue to advance. If Add WiFi was selected, tap the button next to the desired network and tap Next. Tap Manual Setup to manually enter the network SSID, Security and IP settings. Tap Next when fnished. 6. Enter the BMIS account login email address and password. Click on Log In to connect with the BMIS account. Tap Skip to move to the next initial setup screen. 7. Enter the address and server information the analyzer will use for sending test results via email. 8. Enter the shop information including store name, street address, city, state, zip code and phone number. Tap Continue to advance. 9. The user sign-on screen is displayed. Select a user to begin using the analyzer. By default, the frst user created is assigned administrator rights. Tap Add User to add additional users. The screen displays a menu bar at the top, a selection area and Android icons. Selection icons include PREVENTATIVE MAINTENANCE, BATTERY RETURN-VEHICLE, BATTERY REPLACEMENT, STOCK MANAGEMENT, BATTERY CARRY-IN RETURN and PRESALE.
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Tool Review The menu bar includes HOME (returns to the main user screen), MESSAGES (displays important system messages including any analyzer software updates and any scheduled battery tests), HISTORY (displays a history of tests performed by the tool) and SUPPORT (access to the analyzer’s instruction manual). Available functions include BATTERY TEST which allows you to test a battery that is not connected to a vehicle; and SYSTEM TEST which tests the battery, starting and charging systems of a vehicle (the battery must be installed in the vehicle to perform this test); CABLE DROP TEST (digital multimeter with eight test meters and options for clamps and probes); and DIGITAL MULTIMETER (test the voltage drop of userdefned circuits). We’ve only touched the tip of the iceberg in terms of this tool’s capabilities in this brief article. If you have the opportunity, check out the DSS-7000 for yourself. I think you’ll be duly impressed. ● MIDTRONICS Willowbrook, IL (630) 323-2800 www.midtronics.com
Wireless connectivity of the display tablet allows the technician to perform tests anywhere within a recommended maximum distance of 10 yards. Here a technician raises the vehicle’s engine speed while monitoring the screen’s tachometer, following the screen’s step-by-step prompts.
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Circle 124 on Reader Service Card
The Toy Chest Full range of engine management sensors from Bosch Robert Bosch LLC offers a full range of engine management sensors which monitor the systems on today’s vehicles that control engine performance, fuel economy, vehicle emissions and more. The Bosch engine management sensor program includes: mass air fow, manifold absolute pressure, turbo pressure, crankshaft position, camshaft position, knock and various temperature sensors for domestic, Asian and European applications.
and improved Ford/ Mazda actuation handling for initialization or reset commands by no longer requiring the user to uncheck.
AUTOENGINUITY LLC Circle 162 on Reader Service Card www.aspquiklink.com/14162
Denso releases 2015 TPMS sensor and service kit catalog
Denso Products and Services Americas Inc.’s 2015 Tire Pressure Monitoring System (TPMS) sensor and service kit catalog includes 36 new TPMS sensor part numbers covering an adROBERT BOSCH LLC ditional 60 million cars and trucks in operaCircle 160 on Reader Service Card tion. The company says www.aspquiklink.com/14160 the correct part can be located by manufacturer, New app reference information on documents vehicle service kit part numbers, condition part number with photo Record360 Inc. says its guide, and buyer’s guide new mobile app enables by part number. Denso ofauto service providers fers 52 First Time Fit TPMS to document customer sensor part numbers. Its vehicles and virtually product line covers 70% of eliminates the problem of all vehicles on the road, including 2015 models, customers claiming damage while their vehicles for coverage of more than 80 million cars and are in for repair. The Record360 app provides trucks in operation. high quality, time-stamped, geo-tagged records DENSO PRODUCTS AND SERVICES AMERICAS INC. of property at the time of exchange. The Re- Circle 163 on Reader Service Card cord360 app scans VINs to automatically capture www.aspquiklink.com/14163 extended vehicle specifcations.
Wrench removes stubborn pulleys
RECORD360 INC. Circle 161 on Reader Service Card www.aspquiklink.com/14161
AutoEnginuity updates scan tool
Gates Corp. has introduced a wrench for removing stubborn accessory pulleys. The new Micro-V Pulley Strap Wrench is designed to grasp and hold automotive SAE v-ribbed belt-driven pulleys. The company says this simple-to-use solution results in improved effciency, reduced component damage and a safer removal process for technicians. The patented tool is tested and approved by professional technicians.
AutoEnginuity LLC has released version 13.2 of its Giotto scan tool for the Windows platform. The company says the release optimizes controller area network (CAN) packet retrieval from the vehicle bus to improve data rates for several manufacturers’ enhanced powertrain and transmission controllers. AutoEnginuity says important features in this release include Chrysler transmission quick learn for the transmission variant 41 GATES CORP. modules, fuel composition reset for 2009 GM Circle 164 on Reader Service Card light trucks; full BMW M4 (F82) model coverage www.aspquiklink.com/14164
62 | July/August 2015
The Toy Chest Federal-Mogul expands steering, suspension line Federal-Mogul Motorparts introduced 241 part numbers for its Moog brand steering and suspension line through the frst fve months of 2015. Among the Moog parts introduced this year are 112 control arms and assemblies, 24 wheel hub assemblies, 23 tie rod ends, 23 coil spring sets, 20 stabilizer link kits, 17 bushing kits, 14 complete strut assemblies, seven ball joints, and one track bar. The latest parts include Moog Problem Solver front inner tie rod ends for nearly 600,000 General Motors light trucks and SUVs, model years 2014-2015, and approximately 447,000 Chevrolet Camaros, model years 2001-2006.
FEDERAL-MOGUL MOTORPARTS Circle 165 on Reader Service Card www.aspquiklink.com/14165
New workshop equipment line from Chicago Pneumatic Tool Chicago Pneumatic Tool Co. (CP) has a new line of workshop equipment for professional automotive and heavy vehicle maintenance. The line includes jack stands and bottle and floor jacks, airhydraulic jacks and presses, torque wrenches and other accessories. CP says all equipment is fully certifed and meets the standards of the American National Standards Institute (ANSI). The advanced ergonomic and design features of this new workshop equipment range can increase productivity while providing a safer work environment.
CHICAGO PNEUMATIC TOOL CO. Circle 166 on Reader Service Card www.aspquiklink.com/14166
Arnott introduces air springs Arnott Inc. has introduced aftermarket right rear and left rear air springs for the 2010 to 2014 Mercedes-Benz E-Class (W212 Chassis) and the 2012 to 2014 CLS-Class (W218 Chassis),
both with Airmatic. Arnott says the aftermarket rear air springs replace the OE air springs and feature a new multi-ply Continental ContiTech air spring bladder, German-made crimping rings, custom-designed, high-impact resin top mount and bottom piston, a 4 mm air ftting, and an air spring dust boot to protect the assembly from debris.
ARNOTT INC. Circle 167 on Reader Service Card www.aspquiklink.com/14167
Hunter adds two tabletop tire changers Building on the TCX575 family, the new TCX57 and TCX56 tabletop tire changers add the most powerful side shovel bead breaker and feature a large tabletop with one-touch diameter adjustments, according to the Hunter Engineering Co. The TCX57 also has an enhanced second press arm that is faster and easier to use. The TCX56 is a conventional head version of the leverless TCX57.
HUNTER ENGINEERING CO. Circle 168 on Reader Service Card www.aspquiklink.com/14168
8-in-1 Wrench from Ken-Tool Ken-Tool Corp. has unveiled a patented wrench in SAE and metric versions that provides eight of the most popular wrench sizes in one tool. The company says its new 8-in-1 Wrench delivers strength, versatility and convenience in a 7-1/2 in. (19 cm), 12 oz. (0.3 kg) slim profle tool. At the heart of the wrench is the “Slide-TwistSlide� design to quickly change wrench sizes.
KEN-TOOL CORP. Circle 169 on Reader Service Card www.aspquiklink.com/14169
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Advertiser Index
You’re mere seconds away from receiving product information at your fngertips. free product information. Just go to the Of course, you can always use the Reader website(s) listed to the right of each Service Card to the right and send it to us, advertiser below and you’re there! Instant and we’ll connect you to the advertiser. Advertiser
Page
R.S #
AAPEX Show
41
116
www.aspquiklink.com/14116
ACDelco
IFC
Advance Auto Parts
OBC
125
www.aspquiklink.com/14125
ADVICS North America Inc.
49
120
www.aspquiklink.com/14120
Aftermarket Auto Parts Alliance Inc.
17
105
www.aspquiklink.com/14105
Aftermarket Auto Parts Alliance Inc.
37
114
www.aspquiklink.com/14114
AISIN World Corp. of America
55
122
www.aspquiklink.com/14122
Arnott Inc.
57
123
www.aspquiklink.com/14123
CARDONE Industries Inc.
39
115
www.aspquiklink.com/14115
Chicago Pneumatic Tool Company
43
117
www.aspquiklink.com/14117
Drew Technologies
31
111
www.aspquiklink.com/14111
Eastern Manufacturing Inc.
61
124
www.aspquiklink.com/14124
Federated Auto Parts
5
102
www.aspquiklink.com/14102
Fel-Pro
IFC
101
www.aspquiklink.com/14101
Ferodo
47
119
www.aspquiklink.com/14119
Mahle Aftermarket Inc.
27
109
www.aspquiklink.com/14109
Midtronics Inc.
11
103
www.aspquiklink.com/14103
NAPA Auto Parts
35
113
www.aspquiklink.com/14113
Nissan North America Inc.
19
106
www.aspquiklink.com/14106
O’Reilly Auto Parts
29
110
www.aspquiklink.com/14110
Perfect Equipment
33
112
www.aspquiklink.com/14112
Red Kap
25
108
www.aspquiklink.com/14108
Robert Bosch LLC
21
107
www.aspquiklink.com/14107
SKF USA Inc.
13
104
www.aspquiklink.com/14104
Tracer Products
53
121
www.aspquiklink.com/14121
VDO OE Replacement Parts
45
118
www.aspquiklink.com/14118
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Quik-Link
The Toy Chest AAM releases disconnect control unit American Axle & Manufacturing Inc. (AAM) has released an OE disconnect control unit for the 7.25-inch front axle 2002-2009 Chevy Trailblazer and GMC Envoy SUVs. The unit is available with the actuator (AAM part #74080002A); and without (AAM part #74080002B). AAM also packages the disconnect unit in a shifter kit (AAM part #7480002) that includes the actuator, so all components are available for ease of installation.
AMERICAN AXLE & MANUFACTURING INC. Circle 170 on Reader Service Card www.aspquiklink.com/14170
Cardone introduces remote power steering reservoirs Cardone Industries Inc. has introduced remote power steering reservoirs. The company says its new reservoirs were previously only available from the OE dealer. Import power steering pumps are commonly misdiagnosed as the culprit for noise or no pressure when the actual cause is a clogged reservoir, according to Cardone. The company says its new reservoirs offer a stand-alone replacement solution or complement a power steering pump replacement to ensure all steering issues are corrected. There are 18 SKUs available and more are planned, according to Cardone.
CARDONE INDUSTRIES INC. Circle 171 on Reader Service Card www.aspquiklink.com/14171
Lisle offers hook and pick set Lisle Corp.’s six-piece Hook & Pick Interchangeable Set (P/N 82900) includes a hook pick, combination pick, straight pick, 90 degree pick, O-ring pick, angle hook pick and quick release handle. The set can be used to remove hoses,
moldings, clips, clamps, seals, O-rings, cotter pins, gaskets and more, according to the company. The dual-durometer handle has a push-button release to easily exchange picks.
LISLE CORP. Circle 172 on Reader Service Card www.aspquiklink.com/14172
Attachments available for Multitool belt grinder Multitool 2x36 belt grinding attachments with a 1 hp grinder from Van Sant Enterprises Inc. have a belt speed of approximately 5,400 surface feet per minute to remove material up to fve times faster than the equivalent grit grinding wheel. The company says the Multitool also provides fve grinding areas in one machine. The majority of work is generally performed on the contact wheel, but the unit also offers platen grinding, slack-belt grinding, disc grinding, and stone wheel grinding, the company says.
VAN SANT ENTERPRISES INC. Circle 173 on Reader Service Card www.aspquiklink.com/14173
Hennessy unveils tiltback tire changer Hennessy Industries Inc.’s new Coats brand tiltback tire changers are now available in the U.S. market. The company’s new GTS Series has three tiltback models, the GTS-70 (pictured), GTS-60, and GTS-50, for servicing tires from 6 to 24 inches in diameter. The two-speed electric motor is standard on all models and an integrated air reservoir is standard on the GTS-70 and GTS-60 models. The two-speed electric motor has a rotating speed of 10 and 20 CW / 10 CCW.
HENNESSY INDUSTRIES INC. Circle 174 on Reader Service Card www.aspquiklink.com/14174
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The Toy Chest New Rancho suspension systems for Ford F-150 Tenneco Inc.’s latest Rancho brand lift kits for Ford F-150 models have passed the U.S. Federal Motor Vehicle Safety Standard No. 126 – Electronic Stability Control Systems (FMVSS-126) test. The company says the lift kits include a newly engineered one-piece, reinforced subframe composition and design for superior ft and fnish. The lift kits easily accommodate 35-inch tires and will not impact the Ford AdvanceTrac with RSC electronic stability control systems.
Nuts Off,” instantly freezes seized and rusted bolts and nuts down to 45 degrees below zero in less than fve seconds. The rapid freezing causes microscopic cracks in the layer of rust allowing the penetrating oil to wick directly into the rust by capillary action.
BULLSEYE PRODUCTS LLC Circle 177 on Reader Service Card www.aspquiklink.com/14177
Knipex tool combines the capabilities of pliers and wrench
Knipex Tools LP has introduced a tool that combines the capabilities of pliers and wrench. The company says its fve-inch-long Pliers Wrench Mini eliminates the need for SAE or metric wrenches. The company says the new Pliers X-tremeVision LED fog lamps Wrench has a full-surface gripping capacity of Philips Automotive North America, a division of up to 7/8-inch that grips 10 times greater than Royal Philips, has introduced the X-tremeVision a human hand can grip. Its smooth, parallel LED fog lamp for jaws will not round off bolts or nuts. The Plihalogen fog replaceers Wrench has a push-button adjustment and ments on popular late unique ratcheting action, so the tool stays in model vehicles. The place for fast turns on repetitive tasks. company says the KNIPEX TOOLS LP new LED fog lamps Circle 178 on Reader Service Card deliver a bright, white www.aspquiklink.com/14178 6,000K light that matches perfectly with the color of Monster brand Xenon and LED headlights and Philips Crys- updates mini impact talVision ultra upgrade headlight bulbs. The fog wrench lights offer an easy plug-and-play replacement Integrated Supply Network for H8, H11, and H16 halogen fog bulbs, and Inc. says the Monster are designed for a 12-year lifetime. brand’s 3/8-inch Mini ButPHILIPS AUTOMOTIVE NORTH AMERICA terfy Impact Wrench (No. Circle 176 on Reader Service Card MST715) is an upgrade in www.aspquiklink.com/14176 terms of comfort, size, weight, rundown speed and balanced torque output. The rocking lever New Bullseye is made of a composite material that enables aerosol releases the tool’s motor to adjust its speed smoothly seized parts in either direction using one hand. This mini Bullseye Products LLC butterfy impact wrench has an optimum powerhas introduced an aero- to-weight ratio, is small and weighs only 1.1 lb., sol penetrating lubricant says the company. that releases seized parts INTEGRATED SUPPLY NETWORK INC. through rapid freezing. Circle 179 on Reader Service Card The company says the lubricant, “Freeze Your www.aspquiklink.com/14179
TENNECO INC. Circle 175 on Reader Service Card www.aspquiklink.com/14175
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The Toy Chest Magnum Gaskets product line expands Magnum Automotive Group LLC has expanded its Magnum Gaskets product line to more than 10 times its original coverage. The company is now offering a full line of aftermarket gasket sets for cars and light trucks from 1955 to 2014, including domestic and import vehicles. Magnum’s expansion includes entirely new product categories for the Magnum brand, including full sets, timing cover sets and rear main bearing seal sets, plus individual miscellaneous gaskets in polybags.
MAGNUM AUTOMOTIVE GROUP LLC Circle 180 on Reader Service Card www.aspquiklink.com/14180
Kit has fuorescent dye for leak detection Tracer Products says its TP-9844 EZ-Ject R-1234yf A/C Dye Injection Kit makes adding fuorescent leak detection dye to R-1234yf A/C systems quick and easy. The EZ-Ject A/C dye injector assembly easily overcomes system pressure so the dye can be injected whether the A/C system is off or running. The kit contains a multi-dose A/C dye cartridge that services up to 14 vehicles and an R-1234yf hose/coupler with purge ftting.
TRACER PRODUCTS Circle 181 on Reader Service Card www.aspquiklink.com/14181
Amsoil expands antifreeze and engine coolant product line Amsoil Inc. has added ethylene glycol antifreeze and engine coolant in formulations for passenger car/light truck and heavy-duty applications to its antifreeze and engine coolant product line.
The company says its ethylene glycol antifreeze and engine coolants provide excellent protection against metallic corrosion and erosion pitting, even in extreme temperatures and operating conditions. Both offer superior corrosion protection for aluminum, steel, cast iron, copper, brass and solder alloys.
AMSOIL INC. Circle 182 on Reader Service Card www.aspquiklink.com/14182
Clore offers new 12 volt battery maintainer Clore Automotive Inc. has added Model No. 4501, a 12 volt, 800m battery maintainer, to its Charge It! product line for charging and maintenance of all size batteries. The company says Model No. 4501 features fully automatic operation and can remain connected for any amount of time, from overnight battery maintenance to extended maintenance of seasonal-use vehicles.
CLORE AUTOMOTIVE INC. Circle 183 on Reader Service Card www.aspquiklink.com/14183
New stainless steel roller cabinet Beta Tools of Italy has introduced a seven-drawer, stainless steel roller cabinet. The company says its new C04 INOX-7 stainless steel cabinet is perfect for anyone concerned about corrosion or who likes the look of stainless steel instead of traditional painted tool boxes. Seven drawers are 16 inches long by 22 inches wide, the top six drawers are 3.25 inches deep; and the bottom drawer is 6.5 inches deep. All drawers have ball bearing slides.
BETA TOOLS OF ITALY Circle 184 on Reader Service Card www.aspquiklink.com/14184
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The Toy Chest Spillfx organic clean up solution
program offers high-quality parts and broad coverage. Currently, Dorman offers 16 Camshaft Phasers (pictured) that cover over 24 million repair opportunities and more 75 VVT Solenoids providing coverage for over 83 million repair opportunities.
American Green Ventures (US) Inc. says SpillFix Industrial Organic Absorbent offers a faster, cleaner, safer and more effective way to clean DORMAN PRODUCTS INC. up hazardous liquid spills, Circle 187 on Reader Service Card including oils, fuels, sol- www.aspquiklink.com/14187 vents, paints and chemicals. When compared to clay-based absorbents, SpillFix users need 80% less product to clean up spills in less than half the time. SpillFix can be reused, further adding to its cost savings. SpillFix is also landfll safe, providing lower disposal cost than other absorbent products with no environmental impact.
AMERICAN GREEN VENTURES (US) INC. Circle 185 on Reader Service Card www.aspquiklink.com/14185
Blackburn’s expands Wheel Finder
New Skin Zipper2 helps reduce arm fatigue Steck Manufacturing Co. Inc. says its new Skin Zipper2 door skinning tool enables users to hem the steel door window fange opening with minimal arm fatigue. Made in the U.S.A., the Skin Zipper2 (Part Number 21894) hems or crimps the door skin to the door shell at the window opening in a two-step process. The Skin Zipper2 reduces technician arm fatigue from the hammer and dolly method and also reduces door refnishing time.
STECK MANUFACTURING CO. INC. Circle 186 on Reader Service Card www.aspquiklink.com/14186
Dorman launches VVT program
Blackburn’s Hubcap & Wheel Solutions has upgraded its Wheel Finder website to include OEM hubcaps and center caps in addition to steel and alloy auto and light truck wheels. This site is programmed using responsive design technology for use on tablets and smartphones. The improvements make the site fast and easy to use, according to the company. Check it out at BlackburnsWheelFinder.com and register for a free account today.
BLACKBURN’S HUBCAPS & WHEEL SOLUTIONS Circle 188 on Reader Service Card www.aspquiklink.com/14188
Bartec adds TIA TPMS relearn chart Bartec USA LLC has added the Tire Industry Association’s (TIA) TPMS relearn chart to its TPMS tools. Software release 52 features TIA Inside technology. The company says that by linking the data in the TIA chart to its TPMS tool, technicians will be more accurate and effcient when diagnosing and repairing TPMS. The TIA Troubleshooting function enables users to quickly access information and tips that explain why the TPMS light may be on and how to properly turn it off.
Dorman Products Inc. has launched a program for variable valve timing replacement parts (VVT). BARTEC USA LLC. The company says Circle 189 on Reader Service Card its VVT Solutions www.aspquiklink.com/14189
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Circle 125 on Reader Service Card
