Auto Service Professional ®
October | 2018 | Vol. 8, No. 5
Ignition waveform diagnostics
Also in this issue • electrical system failures • Turbocharger service tips
Building a dream The Main Street Garage
Circle 101 on Reader Service Card
October 2018 • Vol. 8, No. 5
Contents Te c h nica l
waveform diagnostics 10 Ignition Scoping out secondary ignition to detect causes of engine misfires
electrical system failures 30 Tracking It takes skill to traverse the correct diagnostic path
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service tips 42 Turbocharger Proper installation and maintenance is critical B u sin e s s
28 The Main Street Garage —
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building a dream: A shop owner driven to succeed
30 28 Departments
4 Straight talk Seeing is believing – and appreciating
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8 Tech tips From lift locks to an annoying ‘marbles in a coffee can’ noise
55 Technical Service Bulletins From a bumpy Chevy downshift to a tricky Buick vacuum
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62 Quick-Link Your connection to free information
64 Products New and innovative equipment for your tool chest and shop October 2 018
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Straight Talk
Seeing is believing – and appreciating
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Mike Mavrigian, Editor
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chance to see what’s involved in the manufacturing, packaging and shipping of any automotive part, they’d gain a better understanding and appreciation of what they’re buying. For those consumers in your shop who are under the assumption that “corporate America” is out to gouge them, being able to see exactly what’s involved in producing the part that they need to keep their vehicle on the
In honor of Fel-Pro’s 100th anniversary, the Fel-Pro engineering team designed a special MLS head gasket as a symbol of the firm’s milestone. Not satisfied with simply making something that looks like a head gasket, the crafty designers went above and beyond, challenging themselves to make a gasket that, while not actually usable on an engine due to the unique shape, was made with all of the materials and construction features found in a real MLS gasket. Shown here is TV celebrity Mike Rowe holding a laser-cut core for the unique anniversary icon.
road would certainly open their eyes. I know it did for me.
GREAT ANALOGY
COURTESY OF FEL-PRO GASKETS, A BRAND OF FEDERAL-MOGUL MOTORPARTS.
I wish all of your customers would have the opportunity to tour a modern-day auto parts manufacturing facility. If they did, they would gain a much greater appreciation of what’s involved in making highquality replacement parts. This may also result in just a little bit less haggling over “Why do these widgets cost so much?” But, again, that may just be wishful thinking on my part. I recently had the opportunity (actually I’d refer to it as an honor) to visit the Fel-Pro Gasket factory in Skokie, Ill., (a scant few, although traffic-congested, miles north of Chicago) during the firm’s 100th anniversary commemoration. During the factory tour, I was exposed to a first-hand view of the manufacture of all of the firm’s gasket products. Taking MLS (multi-layer steel) cylinder head gaskets as an example, I was able to see the multitude of steps involved, from lasercutting cores, stamp pressing, layer embossing, application of specialty coatings and assembly. Needless to say, I was very impressed with the sheer amount of technology to produce just this one product. This isn’t meant to sing the praises of only one manufacturer. If everyone had the
In my June editorial, I discussed dealing with customers who claim that “you broke my car.” If you recall, I ranted about the classic issue of a customer blaming you for an unrelated issue arising after you performed a needed repair on another part of the car. One of our loyal readers provided an easy solution to this issue. She said that you should describe a scenario that the customer can relate to and easily understand. Let’s say that your shop performed a brake job (replacing rotors, calipers, pads and hardware, flushing and bleeding the system). Three days later, the customer returns, claiming that “ever since you did my brakes, my wipers don’t work.” Your reply: “OK... let’s say that you replaced a light bulb in your hallway ceiling light. Three days later, your oven stops working. Did you cause the oven to fail? Of course not. The two problems were completely unrelated, and it wasn’t your fault that the oven died. Coincidences happen, and things eventually wear out or fail through no fault of anyone. The same logic applies to your vehicle.” ■
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October 2018
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Te chnical
TECH TIPS Lock your lift It may be hard to fathom, but many shops are not in the habit of lowering their above-ground lifts onto their lock blocks before working on a vehicle. A recent release from Rotary Lift reminds us about this important safety feature. Not only does lowering a lift onto its lock blocks serve as a safety precaution (in case the hydraulics fail, the lock blocks prevent the lift from accidentally dropping), but use of this feature also helps to protect the lift from premature wear.
Always lower your lift onto its locks prior to vehicle service. Once the lift has been lowered onto its lock blocks, hydraulic pressure is relieved. Failure to rest the vehicle mechanically onto the lock blocks and relying only on hydraulic pressure can place stress on the
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From lift locks to an annoying ‘marbles in a coffee can’ sound
system over time, including the hydraulic cylinder and other lift components. Just remember: lift it slightly above the intended work height and lower it onto the blocks before work commences... every time!
Thread lube makes a difference When you’re looking up the torque specifications for a critical fastener such as an engine or transmission application, pay attention to the requirements for thread treatment. Clamping value (the reason that a torque specification exists) can be greatly affected due to the condition of the threads, whether dry, lubed with oil, a high pressure lube or a thread locking compound. For example, if a bolt torque is specified as installed with engine oil and torqued to a value of 30 ft.-lbs., installing the bolt dry can easily result in under-torquing. Installing with the thread lubed with a super-slippery assembly lube can result in over-torquing. If the torque wrench was set at 30 ft.-lbs. but the bolt threads are dry, the friction experienced during tightening can cause the wrench to reach 30 ft.-lbs., but in reality the bolt may only have been torqued to 20 ft.-lbs., providing less than adequate clamping force. If a low-friction assembly lube was applied and the torque wrench indicates that 30 ft.-lbs. was achieved, the actual torque may be 40 ft.-lbs. or more, re-
sulting in excessive clamping force. Friction during thread engagement is a critical factor in torque value. If the instructions (service manual, fastener ma ker’s instructions, etc.) specify dry threads, threads lubed with engine oil, application of a threadlocker or the use of a specific high-pressure/ low friction lube, follow those instructions to the letter. Otherwise you won’t achieve the required torque va lue and clamping load.
Powerstroke mystery noise If you have a customer’s 19992002 Ford F-350 equipped with the 7.3L Powerstroke engine
The “marbles in a can” noise can point to a torque converter issue. and automatic transmission, and you hear a mystery rattling noise that only appears at idle, and the noise appears to come from the rear of the engine, suspect a cracked flexplate or more likely a torque converter that’s on its way out. The noise may appear at idle only, sounding somewhat like marbles in a coffee can. As soon as you give it throttle, the noise goes away. This is a fairly common issue for these vehicles. ■
Circle 104 on Reader Service Card
Ignition Waveform Diagnostics
Ignition waveform diagnostics
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Scoping out secondary ignition to detect causes of engine misfires In the normal approach to a misfire code or misfire symptom, most techs initially suspect the ignition system is at fault primarily from a bad coil on a COP type ignition system. While this approach is OK, we must consider that when using a spark tester and removing the coil we have actually disturbed the circuit. In cases where the insulator boot is failing and allowing spark to arc to the plug well, we may never pinpoint that problem with the coil out of the plug well. On the subject of spark testers, keep in mind that they are not created equally. First and foremost the modern COP, HEI and DIS ignition systems have the ability to crank out 25 KV. Notice the three separate spark testers in Figure 1. The unit on the left is known as a ST125 which requires a true 25 KV. The unit on the right is known as a ST115
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By Bill Fulton
which requires 15 KV. The adjustable unit in the rear can be adjusted to create a larger or smaller gap to vary the KV demand. A 3/4-inch gap on this unit creates a KV demand very close to 25 KV. All COP type ignition systems have the ability to deliver 25 KV. The objective from this article is to explain the diagnostic value of a secondary ignition waveform or a primary ignition waveform to pinpoint lean density misfires, open circuits in secondary, internal coil carbon tracking problems, rich density misfires and cylinders with low compression problems. In an earlier article we explained that when a single misfire has occurred and set a DTC we should always investigate the freeze frame or fail record information from the scan tool. We went on to state that a single cylinder misfire caused by
Figure 1: Spark testers The unit on the left is known as a ST125 which requires a true 25 KV. The unit on the right is known as a ST115 which requires 15 KV. The adjustable unit in the rear can be adjusted to create a larger or smaller gap to vary the KV demand. A ¾-inch gap on this unit creates a KV demand very close to 25 KV. All COP type ignition systems have the ability to deliver 25 KV.
a lack of spark from say a bad COP coil will not cause a significant shift in long-term and shortterm fuel trim values. However, a misfire caused by a lean density condition will create double digit positive fuel trim additions. In contrast, a rich condition causing a rich density misfire will create negative double digit fuel trim corrections. You will only see this if the PCM is maintaining closed loop strategies. The modern day PCMs will force the engine back into open loop if the misfire is severe and consistent enough. So if your freeze frame indicated that the engine was forced into open loop, the fuel trim values are worthless. In the old days, Sun Electric and Allen Test Products made the large analyzers so that technicians could easily pinpoint these problems by reading the waveform. As you have heard before,
“a picture is worth a thousand words” and this will apply to the good, the bad and the ugly waveforms we will cover in this article. First it is important to know the critical points of a secondary ignition waveform. A secondary ignition waveform is indicated in Figure 2. Pont A is the point of primary turn-on and we are starting to saturate the coil. Point B is the point of primary turn-off. So effectively we have charged the coil. At Point B as we turn off primary, the magnetic field collapses and gets mutually inducted into the secondary windings of the coil and the voltage potential is multiplied by 100 to give us the high voltage needed to arc across the pressurized plug gap. Notice that the scope is set at 2 KV per division on the vertical scale. Pont C is known as the firing line and measures a good 12 KV demand. Point D is known as the October 2 018
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Ignition Waveform Diagnostics
COURTESY OF VETRONIX CORP.
Figure 2: Anatomy of a secondary waveform Pont A is the point of primary turn-on and we are starting to saturate the coil. Point B is the point of primary turn-off. So affectively we have charged the coil. At point B as we turn off primary, the magnetic field collapses and gets mutually inducted into the secondary windings of the coil and the voltage potential is multiplied by 100 to give us the high voltage needed to arc across the pressurized plug gap. Notice that the scope is set at 2 KV per division on the vertical scale. Pont C is known as the firing line and measures a good 12 KV demand. Point D is known as the spark KV point and represents the point at which we have established current flow across the spark plug air gap. Notice on the vertical scale the spark KV point comes in at about 1.5 KV. This point is critical to monitor because lean density misfires will cause this point to vertically jump up and down. spark KV point and represents the point at which we have established current flow across the spark plug air gap. Notice on the vertical scale the spark KV point comes in at about 1.5 KV. This point is critical to monitor because lean density misfires will cause this point to vertically jump up and down. A fouled spark plug will elevate this point, followed by a sloping downward spark line. The most critical point occurs at Point E, and I have always referred to this point as our electronic window into the combustion chamber. This is known as the spark line and represents the spark duration period. Notice the time base on the scope is set at 1 millisecond per division. Look closely at the duration period, which measures 1.3 milliseconds. Normally you should never see this value below 1 millisecond during idle and no load conditions. Lean conditions
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Figure 3: Secondary KV probes When using a KV probe on a lab scope always use the peak detect mode. The one in the middle is the standard secondary KV probe from Snap-on. The one on the right is a universal KV probe. The unit on the left is a COP wand. Keep in mind that secondary ignition is negatively fired on COP and distributor-equipped engines. You will need to use the invert function of your scope to view negative firing events. On DIS systems half of the cylinders are fired negatively while the other half are fired positively. and high secondary resistances will shorten this duration period. On the contrary, low cylinder compression problems and rich density fuel problems will drastically lengthen this period. One point that needs to be made here is this waveform example is from a distributorequipped engine. On a COP type ignition system the spark duration period will measure much longer since we only have the one authorized air gap being the spark plug air gap. Normally you should not see a spark duration period below 1.5 milliseconds on the COP systems. It is normal on these COP systems to maintain a spark duration period between 1.5 to 2.0 milliseconds. When monitoring the spark line there are three areas to always focus on: length (duration) at idle, angle and the presence of turbulence during a light power brake condition. Going back to distributor-equipped engines, we simply clamped our secondary KV probe around the coil wire and clamped our synch probe around the #1 plug wire. We could view the secondary event in a parade pattern, a raster pattern, a super imposed pattern or we could individually look at each cylinder’s event. For those techs who have the modern day lab scopes such as the Mastertech 5200, the Snap-on Vantage Pro, the Snap-on Modis, the Verus and the Zeuis,
Circle 105 on Reader Service Card
Ignition Waveform Diagnostics
Figure 4: Toyota 2.4L (intermittent miss/buck) This was captured during idle no-load conditions. Notice the very short spark duration period of the spark line. It is actually below 1 millisecond. The tech has previously replaced the spark plugs with no improvement. Since this is a cap and rotor equipped engine he proceeded to replace the cap and rotor and plug wires. Remember that on distributor-equipped engines there are two authorized air gaps — the rotor air gap and the spark plug air gap.
Figure 5: Toyota secondary (after new cap and rotor) Do you see a much longer spark duration period? And would you believe the misfire is now gone? these pattern selections are available. These units have an ignition scope side and a lab scope side. Now with the advent of COP and DIS ignition systems we can still monitor each cylinder’s secondary event one at a time to not only determine whether we have good spark but can detect a lean cylinder, rich cylinder, low compression cylin-
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der and internal coil carbon tracking problems by using a COP wand. There are several COP wands on the market. The one I use the most is the one from AESwave.com. It looks like a small fly swatter. When we lay the probe on the coil we are inductively picking up the collapsing magnetic field from the coils firing. Keep in mind
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Circle 106 on Reader Service Card
Ignition Waveform Diagnostics
COURTESY OF ROBERT BOSCH LLC
Figure 6: 1999 Nissan Quest secondary (intermittent misfire, no codes). Symptom system separation logic? This shows a raster pattern from a distributor-equipped engine. Notice the spark duration period of the #3 spark line. In addition, notice the abrupt upward angle of the spark line indicating a lean cylinder. The waveform was captured at a light load 1,100 rpm power brake condition. The resistance specification for the injectors on this engine is 14 to 16 ohms. On this vehicle, the number 3 injector resistance measured 145 ohms, thus causing a lean density misfire.
COURTESY OF VETRONIX CORP.
Figure 7: Secondary raster (lean cylinder) Another example of a lean density condition from a GM V6 4.3L Vortec engine. In this raster pattern notice the spark line duration, angle and presence of turbulence during a light power brake condition. This is another example how lean density conditions caused by bad or restricted injectors can be detected by reading a secondary ignition waveform.
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that the attenuation factor on these probes is 1,000 to 1. This means that if you set the scope at 1 volt per division, the voltage scale is now 1 KV per division. There are three examples of KV probes in Figure 3. When using a KV probe on a lab scope always use the peak detect mode. The one in the middle is the standard secondary KV probe from Snap-on. The one on the right is a universal KV probe. The unit on the left is a COP wand. Keep in mind that secondary ignition is negatively fired on COP and distributor-equipped engines. You will need to use the invert function of your scope to view negative firing events. On DIS systems half of the cylinders are fired negatively while the other half are fired positively. The early model Ford and Chrysler COP units were not heavily potted, so getting a good stable secondary ignition waveform was easy. The Asian and European COP units and the late model Ford COP units are heavily potted and with the scope setting at 1 V or 1 KV the magnetic field is too weak for the scope to sense. The key here is to drop the voltage per division down to .5 V per division which means with the 1,000 to 1 attenuation factor we now have a setting of 500 volts per division. The lower voltage setting allows the scope to pick up the collapsing magnetic field from the coils’ firing event. In addition, the COP wand can be used on DIS plug wires as well as the 8
Circle 107 on Reader Service Card
Ignition Waveform Diagnostics
Figure 8: Dodge Caravan 3.8L (secondary super-imposed) All cylinder firing events are stacked on top of one another. Notice that two cylinders’ firing events show an elevated spark KV point. This occurs from the carbon fouled spark plug electrodes. In addition, notice the sloping downward spark line voltage from a rich condition. Remember, fuel molecules are conductive, thus drastically reducing the spark line voltage indicated by the sloping down spark line. inch secondary leads found on General Motors’ coil-near-plug equipped engines. The time base on the scope should be set to 1 millisecond per division. The time base can be reduced to 500 micro-seconds per division to get a better look at the spark line characteristics. Another option would be to insert a secondary lead between the coil and spark plug and clamp the conventional KV probe around the secondary lead. The Pico scope people make these leads available. Now let’s begin on a conventional distributor-equipped engine with a misfire under light load. We use a conventional KV probe clamped around the coil tower of the distributor cap. This distributor has a built-in coil so there is no coil wire. Now notice the secondary ignition waveform in Figure 4. This was captured during idle no-load conditions. Notice the very short spark duration period of the spark line. It is actually
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below 1 millisecond. The tech has previously replaced the spark plugs with no improvement. Since this is a cap and rotor-equipped engine he proceeded to replace the cap and rotor and plug wires. Remember that on distributor-equipped engines there are two authorized air gaps — the rotor air gap and the spark plug air gap. Notice now Figure 5. Do you see a much longer spark duration period? The misfire is now gone. Let’s look at another example from a distributor-equipped engine from a Nissan with a dead miss with no codes. Figure 6 shows a raster pattern from this distributor-equipped engine. Notice the spark duration period of the #3 spark line. In addition, notice the abrupt upward angle of the spark line indicating a lean cylinder. The waveform was captured at a light load 1,100 rpm power brake condition. The resistance specification for the injectors on this engine is 14 to 16 ohms. On this vehicle, the number 3 injector re-
Circle 108 on Reader Service Card
Ignition Waveform Diagnostics
Figure 9: 2001 Dodge Caravan 3.8L (secondary super-imposed less #1 and #5) Here we have taken cylinders 1 and 5 off the screen. Notice that the other 4 cylinders have normal spark KV points and normal spark lines. sistance measured 145 ohms, thus causing a lean density misfire. Another example of a lean density condition can be seen in Figure 7 from a GM V6 4.3L Vortec engine. In this raster pattern notice the spark line duration, angle and presence of turbulence during a light power brake condition. This is another example how lean density conditions caused by bad or restricted injectors can be detected by reading a secondary ignition waveform. We have shown two examples of lean density misfires being detected by scope-checking the secondary ignition and focusing on the spark line during light load power brake conditions. We now want to show how a rich density condition will show up on a secondary ignition waveform. Notice Figure 8. We have used the super imposed screen of our scope. All cylinder firing events are stacked on top of one another. Notice that two cylinders’ firing events show an elevated spark KV point. This occurs from the carbon fouled spark plug elec-
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Figure 10: Chrysler COP (primary/secondary) The Ford PCMs will multi-fire the coils below 1,000 rpms. trodes. In addition, notice the sloping downward spark line voltage from a rich condition. Remember, fuel molecules are conductive, thus drastically reducing the spark line voltage indicated by the sloping down spark line. In Figure 9 we have
Figure 11: 5.4L COP primary multi-spark system Above 1,000 rpm the PCM reverts to one firing event. Notice the three firing events from the primary side of the coil. The scope is set at .5 milliseconds per division. If we combine all three spark line duration periods we come up with about 1.5 milliseconds. taken cylinders 1 and 5 off the screen. Notice that the other 4 cylinders have normal spark KV points and normal spark lines. On Ford and Chrysler COP-equipped engines, technicians can back probe the COP negative terminal and obtain a primary ignition waveform. The strategy here is that the spark line on a primary ignition waveform will mirror that of a secondary ignition waveform (see Figure 10). The Ford PCMs will multi-fire the coils below 1,000 rpms (see Figure 11). Above 1,000 rpm the PCM reverts to one firing event. Notice the 3 firing events from the primary side of the coil. The scope is set at .5 milliseconds per division. If we combine all three spark line duration periods we come up with about 1.5 milliseconds. Another unique ignition system can be found on some V6 Toyota engines. Figure 12 shows a combination COP/DIS system. The system uses an external igniter to control the coils. A coil is mounted directly on top of a spark plug, with a
secondary lead going to the companion cylinder. This engine had a miss under road load conditions. This is a good example of the diagnostic power of accessing the primary side of the coil. First and foremost, notice the engine decal in Figure 13 indicating that dual ground electrode spark plugs are to be used. Now let’s look at the primary waveform in Figure 14. Do you see a very short spark duration period? We removed a spark plug to find single ground electrode spark plugs were used. After replacing the spark plugs with the proper OE plugs, notice the good spark duration period in Figure 15. A GM 5.7L Silverado comes in with a type A misfire code (PO301). This is a coil near plug-type ignition system. Using the single cylinder selection on our MT 5200 scope we clamped around #1 plug wire (see Figure 16). Notice the extremely low firing line voltage and the very long spark duration period. These two factors told us the coil was not the cause. A compression test indicated 0 psi. Remember compression has a direct October 2 018
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Ignition Waveform Diagnostics
Figure 12: 3.4L Toyota COP DIS ignition system (misses under load — see schematic) Some V6 Toyota engines feature a combination COP/DIS system. The system uses an external igniter to control the coils. A coil is mounted directly on top of a spark plug, with a secondary lead going to the companion cylinder. This engine had a miss under road load conditions. This is a good example of the diagnostic power of accessing the primary side of the coil.
Figure 13: OEM engine decal An underhood label may indicate that dual ground electrode spark plugs are to be used.
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affect on the KV demand. On COP-type ignition systems, remember we have only one authorized air gap being the plug gap. In addition, the coils are charged with nearly double the amperage values compared to conventional systems. A good secondary ignition waveform from a GM coil near plug system can be seen in Figure 17. In another example is Figure 18, where we are looking at KV demand during a WOT (wideopen-throttle) cranking clear flood mode on a distributorequipped engine, using the bar graph function. Notice the 24 to 28 KV demand. This is another way of doing a relative compression test. Another example is from a 3.8L Mustang with an engine misfire from #5 cylinder. Look closely at the secondary ignition waveform from #5 cylinder in Figure 19. Do you see the split firing line and the extremely short spark duration period? There are only two possible causes, one being an open plug wire or, two, an open spark plug resister. The cause in this case was an open plug wire. Notice the good secondary waveform after the plug wire was replaced in Figure 20. The low inductive current probes used with a lab scope is a powerful diagnostic weapon. The amperage waveform will help us determine if the coil was properly saturated. We simply clamp the current probe around the B+ feed wire to the coils. The most popular attenuation factor is for ev-
Circle 109 on Reader Service Card
Ignition Waveform Diagnostics
Figure 14: Toyota 3.4L (bad primary) Do you see a very short spark duration period? We removed a spark plug to discover that single ground electrode spark plugs were installed.
Figure 16: 2002 Silverado #1 cylinder secondary ignition Notice the extremely low firing line voltage and the very long spark duration period. These two factors told us the coil was not the cause on the GM 5.7l. ery 100 millivolts = 1 amp. Some modern COP units have the igniter integrated into the coil so there is no access to the primary negative side of the coil should you consider accessing a primary voltage pattern. The PCM normally controls each individual igniter by forward biasing them with 5 volts which commands the igniter to turn on primary. When the PCM shifts the 5 volts to 0 volts primary is turned off and the coil fires. You already know that on some modern day COP-equipped engines the coils are buried with no accessibility. We simply need to read the schematic to determine the color code of the B+ feed wire to the coils and clamp the amp probe around this wire at the easy access point. Notice the waveform in Figure 21 from a V6 Honda with a dead miss and no codes. Channel 2 is accessing the igniter con-
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Figure 15: Toyota good primary After replacing the spark plugs with the proper OE plugs, notice the good spark duration period.
Figure 17: 2002 Silverado #8 cylinder secondary ignition This shows a good secondary ignition waveform from a GM coil near plug system. trol signal from the PCM to the number 4 coil. Channel 1 is the amp probe clamped around the B+ feed wire to the coils and is set at 200 millivolts per division which converts to 2 amps per division. Notice that there is no primary event to the number 4 coil. What we do know is that the control signal from the PCM is there. This coil has the igniter integrated into the coil, which in this case turned out to be a bad coil/igniter. Notice the waveform in Figure 22 after replacing the number 4 coil. In addition, the current probe can help us detect internal coil carbon tracking. Notice the coil amperage waveform in Figure 23. After the point of primary turn-off, notice the erratic transfer of energy from primary into secondary. This problem is very common in taking out the primary drivers inside the PCM as in Ford and Chrysler systems. Some engine misfires are not caused by a problem in the secondary side of the coil or the
COURTESY OF VETRONIX CORP.
Figure 18: Secondary cranking KV test Here we’re looking at KV demand during a WOT (wide-open-throttle) cranking clear flood mode on a distributor-equipped engine, using the bar graph function. Notice the 24 to 28 KV demand. This is another way of doing a relative compression test.
Figure 19: 1998 Mustang 3.8L #5 secondary Another example from a 3.8L Mustang with an engine misfire from #5 cylinder. Look closely at the secondary ignition waveform from #5 cylinder. Do you see the split firing line and the extremely short spark duration period? There are only two possible causes, one being an open plug wire or two, or an open spark plug resister. The cause in this case was an open plug wire.
COURTESY OF ROBERT BOSCH LLC
Figure 20: 1998 Mustang #5 secondary after fix Notice the good secondary waveform after the plug wire was replaced. primary side of the coil or an air fuel ratio problem. A Chevy Express van came in with an intermittent stall and intermittent no-start with a PO316 CKP code. The crank sensor had been replaced twice by another shop. The crank sensor on these engines is mounted on the front timing case cover and triggered by the reluctor on the end of the crank. A common problem on these Vortec engines is created by main bearing wear which causes the loss of the air gap between the reluctor and the tip of the sensor causing mechanical interference. GM will sell you a shim to restore the air
Figure 21: 2003 Honda Odyssey Notice the waveform from a V6 Honda with a dead miss and no codes. Channel 2 is accessing the igniter control signal from the PCM to the number 4 coil. Channel 1 is the amp probe clamped around the B+ feed wire to the coils and is set at 200 millivolts per division which converts to 2 amps per division. Notice that there is no primary event to the number 4 coil. gap. On my inspection of the tip of the sensor I found no interference. Let’s look at a secondary ignition waveform during the misfire symptom in Figure 24. Notice the loss of the point of primary turn-on. We know that the whole ignition process begins with the CKP input. Notice the waveform in Figure 25 of the CKP signal. You can see the intermittent dropouts of the CKP signal. We simply ran a redundant circuit between October 2 018
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Ignition Waveform Diagnostics
COURTESY OF ROBERT BOSCH LLC
Figure 22: 2003 Honda Odyssey (after fix) Notice the waveform after replacing the number 4 coil.
Figure 23: Coil current (carbon tracking) Notice the coil amperage waveform. After the point of primary turn-off, notice the erratic transfer of energy from primary into secondary. This problem is very common in taking out the primary drivers inside the PCM as in Ford and Chrysler systems.
COURTESY OF ROBERT BOSCH LLC
Figure 24: 2001 Chevy Express van (loss of secondary) On my inspection of the tip of the Chevy Express crank sensor, I found no interference. Shown here is a secondary ignition waveform during the misfire symptom. Notice the loss of the point of primary turn-on.
COURTESY OF ROBERT BOSCH LLC
Figure 25: 2001 Express van (loss of CKP) Notice the waveform of the CKP signal. You can see the intermittent dropouts of the CKP signal.
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the CKP sensor and the PCM. The problem went away. The obvious cause was a wiring problem in the sensor circuit from the CKP sensor and the PCM. That sums up this article this article on ignition waveform diagnostics. The more disciplined you are in consistently scoping out secondary ignition, the quicker and easier it will be to detect causes of engine misfires. ■ Bill Fulton is the author of Mitchell 1’s Advanced Engine Performance Diagnostics and Advanced Engine Diagnostics manuals. He is also the author of several lab scope and drivability manuals such as Ford, Toyota, GM, and Chrysler OBD I and OBD II systems, Fuel System Testing, many other training manuals in addition to his own 101 Lab Scope Testing Tips. He is a certified Master Technician with over 30 years of training and R&D experience. He was rated in the top three nationally in Motor Service Magazine’s Top Technical Trainer Award and has instructed for Mitchell 1, Precision Tune, OTC, O’Reilly Auto Parts, BWD, JD Byrider, Snap-on Vetronix and Standard Ignition programs. You may have also seen Fulton in many Lightning Bolt Training videos and DVDs and read his articles in many auto service magazines. He currently owns and operates Ohio Automotive Technology, which is an automotive repair and research development center.
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Business Profile
The Main Street Garage: building a dream
Toby Cossette, co-owner of The Main Street Garage in St. Augustine, Fla., obtained an associate of arts degree from North Dakota State College of Science. However, he followed his passion and served as a master technician for import and exotic import diagnostics and repairs at Sports Car Engineering. For one year he was a full-time Formula Continental sports car road racing driver and service tech. He also worked for many years as a master tech for GM, Mazda and Chevy dealerships. In his own A relatively small shop in terms of square words, he explains his journey to shop ownership. footage, business has been increasing at a “Within St. Augustine, U.S. 1 is named Ponce De brisk pace as the shop’s reputation expands. Leon Blvd. after the Spanish explorer who explored and named this new land ‘la Florida,’ which is now level and variety of vehicles we service. We work on our state name. We are located less than two miles everything including, but certainly not limited to, from what he claimed was a ‘Fountain of Youth.’ Chevrolet, Mercedes-Benz, BMW, Toyota, Porsche, This site, along with the existence of the oldest standJeep, Ford, Honda and Land Rover. ing school building in the U.S., which is located in “I am one of the few who still works on all the downtown Old St. Augustine, attracts thousands of classics and custom-built vehicles such as a 1949 visitors yearly and many must drive right past our Desoto, a 1973 Charger, 1932 and 1925 Rat Rods. business. This provides us with ongoing expoWe have the knowledge and equipment to sure and helps draw business from those touraddress every module on the new vehicles ists who break down while visiting. but still rebuild carburetors and distributors “I opened the shop, on my own, in 2010. on the old vehicles, such as 6-volt systems, Back then I was service technician, recep12-volt systems, and positive ground systionist, accountant, clerk and cashier. Fortutems. Yes, we do! nately, the business has steadily grown, and “Gross profit is only running about we now have three full-time employees. $1,223 per month due to extensive purchas“In mid-2015, an opportunity arose for Toby Cossette ing of new equipment and tools. However, me to purchase the property. Unfortunately, that figure is steadily climbing every single I was not in a financial position to purchase this week. Our average expenditure on tools and equipprime location. It was then that my father, LeRoy ment over the last two years has been about $12,000 Cossette, and his wife, Lynn Adams, stepped in each year. with the needed finances and we formed our part“We are very thorough on our diagnostics and nership. I knew then that this repair shop was here guarantee, to our customers, that ‘if we diagnose an to stay. issue and perform the necessary repairs based on “I am ASE Master Certified with L1 advanced that diagnosis, should it subsequently not repair the certification. I also am GM Master Certified and issue presented, the customer will not be charged a Mazda Certified. The other certifications with othdime for that repair!’ We never replace parts based er manufacturers are not worth mentioning since on a fault code! they carry no weight. I will not hire any tech with“I absolutely love what I do and could never out at least 10 years full-time experience due to the imagine doing anything else. Unfortunately, far too
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COURTESY STEVE WALKER
T
A shop owner driven to succeed
many technicians and repair shops are stereotyped as untrustworthy, and all because they only see the dollar signs, not the individual(s) with vehicle problems. I know that it is possible to do the job correctly and make a good living doing so, without resorting to unscrupulous tactics. I am frustrated when I hear about a shop replacing parts solely based on a fault code, and then when it doesn’t repair the fault, they falsely advise the customer ‘the computer told me to replace that part, so you obviously now have another problem.’ “That is why so many customers, to this day, ask repair shops to plug their vehicles into ‘the machine’ believing that it will tell them exactly what is wrong. “As an individual who spent years as a single father, just when I had left the dealerships and starting my own business, I learned how critical the family vehicle is to the well-being of the family and truly understand the urgencies and time constraints on a family with a disabled vehicle. I will work with them to make the experience at our shop as painless and quick as possible. “I know many of my customers expect nothing less than perfection, and although I recognize that perfection is not humanly possible, I do strive to attain that level of service by assuring that: a. The level and quality of service will be equal to or better than any other repair shop; b. I will stand behind the work we perform and the products we sell. I guarantee, to them, that our work will be satisfactory, or we will do whatever is necessary to address any issue of concern.” Does your shop offer general automotive repair or do you tend to specialize in specific makes or types of repairs? We service any make/model, and any issue or concern, from engine rebuilds to drivability concerns. What is your business philosophy? Our primary goal is to do whatever is necessary to satisfy the customer. Where do you buy your parts? Advance Auto, unless a dealer part is required. What is your approach to technician training? I strongly and actively encourage our technicians to challenge themselves and seek advanced
THE MAIN STREET GARAGE ST. AUGUSTINE, FLORIDA
Owners .......................... Toby Cossette, LeRoy Cossette Business founded .....................................................2010 Number of bays...2 inside bays, 1 outside bay with hoist, 2 dead bays (no hoists) Number of certified technicians ................1 ASE Master Certified w/L1, GM Master Certified, Mazda certified; 1 Ford certified Shop size. .................2,000 square feet plus outdoor lift Number of vehicles serviced per month ....32 (average) Hourly labor rate .......................................................$100 Average job ticket price........................................... $375 Gross profit................................................................ 16% Average spent on tools & equipment annually ..$12,000 Vehicle makes serviced....... domestic, foreign, vintage, custom
training and certification. I personally provide training to them and suggest online courses that I know will benefit them and hasten their certification. I also pay for any ASE testing that they choose to take. Parts purchases: What influences your parts buying decisions? Rank from 0 to 3, with 0 having no influence and 3 having the greatest influence. Price.......................................................2 Brand recognition..............................0 Perceived quality................................3 Availability/time.................................2 We only choose parts that I would install in my own family’s vehicles. Customers are fully informed regarding parts needs, purchase options and recommended option with explanation of why we suggest a specific option. What influences your parts buying decisions? Safety, reliability and cost to the customer. How does ASP benefit your business? My father and partner, LeRoy, keeps up with published articles that relate to our business, which includes ASP at the top of the list. When information of value is found, he shares that with me and our staff. Information obtained through ASP helps us understand what is going on in the industry and presents new technology, which helps us better serve our customers. ■ October 2 018
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Electrical System Failures
Tracking
electrical system failures It takes skill to traverse the correct diagnostic path By Edwin Hazzard
T Figure 1: Over time, improper harness routing can easily result in a direct short.
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The need to track down electrical system failures in today’s vehicles are more prevalent now than they were many years ago. With the addition of system add-ons such as increased safety items, more entertainment and creature comfort options and overall improved vehicle operating capabilities, the technician is faced with the added complexity of performing proper diagnostics. Today’s vehicles have more control modules, more wiring, more harness connections and with all of that less room in the vehicle to access these changes. A major issue is the way the vehicle manufacturers route their wiring harnesses. They are routed in such a way that they try to make it all fit in a very small, confined space. Sometimes the harness routing isn’t always optimum, and due to the cramped space and confined areas, the harnesses themselves become stressed. A harness can be so tightly routed that the wire inside of the plastic insulation can break and you won’t even see that with a good visual inspection. The opposite scenario is a harness that is routed so loosely that with vehicle vibra-
Figure 2: This harness rubbed on a transmission case. Over time, it chafed through. tion the harness has too much movement and can rub up against a sharp object like a bracket, a high heat source or any other object that will compromise the wiring insulation or protective conduit covering. A perfect example in Figure 1 shows what happened to a harness over time when it is routed incorrectly. This issue was a direct short to ground. Figure 2 shows a harness that has rubbed on a transmission case flashing. It, too, was routed incorrectly. The vehicle electrical system is like the human body. The wiring in a vehicle is similar to a complex network of veins. Both act like a highway where they provide a path for movement. If a vein leaks then the pressure isn’t as high as it should be. The same thing occurs with a wire. Voltage will be lost if the wire is compromised. In an electrical system, the two biggest factors which cause electrical failures are moisture and heat. Both create havoc and both can feed off one another. If an electrical circuit has high resistance, then naturally it will be overheated. Overheating over time will damage the circuit and cause it to fail. Tracking down the cause of the excessive
Figure 3: Excessive moisture entered this connector, resulting in a complete circuit failure. October 2 018
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Electrical System Failures resistance before it damages the circuit is key to saving the circuit from failing completely. Many times I’ve seen technicians find the cause of the failure but not repair the circuit correctly. In Figure 3, you will see how excessive moisture got into this connector and caused a complete circuit failure. The cause of this was due to a misplaced seal around the terminal where it enters the connector body. That little seal actually keeps moisture out of the connector body (see Figure 4). As I mentioned before, excessive resistance in a circuit creates excessive heat. The key to tracking down electrical failures before they crop up is to perform preventive maintenance. As I stated in one of my previous articles, it all starts with the battery. Making sure the battery is fully charged and the connections are clean and tight is a step in the right direction. A battery terminal that is corroded or even loose is a point of high resistance. It’s essential that those are taken care of before you start your circuit troubleshooting. Once you have established a good base you can continue on your diagnostic path for the circuit in question. So let’s look at an electrical circuit and see how and where the trouble started.
Figure 4: In this instance, a faulty seal led to moisture intrusion and circuit failure.
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Our first vehicle in question is a 2005 Kia Sorento that was having an intermittent no-start condition. After retrieving the diagnostic trouble code P0336 for intermittent crank shaft position signal, it was apparent that the circuit that controls the crankshaft position sensor wasn’t working correctly. I performed a test on the circuit in question and found that the reading from the sensor wasn’t always there. On this vehicle the crankshaft sensor is located inside the front timing cover and access wasn’t going to be easy. When testing of a sensor shows an intermittent signal, you want to be absolutely certain that you know it’s either a circuit problem or a component problem. I tested this circuit from the electronic control module (ECM) as that was the easiest access point. Sure enough, I was getting a reading on my scope and then it showed a flat line while cranking. When I did get a signal the engine would start then stall, but in the majority of attempts it would not start. Unfortunately I had to remove the front timing cover to actually get a visual of this sensor. When the covers were removed I found an excessive amount of oil on the timing belt due to a leaking front crankshaft seal. To remove the crankshaft sensor I first had to remove the timing belt. Once the sensor was removed I immediately saw the problem. With the oil saturating the crankshaft sensor over a prolonged period of time it had eroded the plastic covering that protects the three wires going into the sensor assembly (see Figure 5). With the wires being exposed, moisture along with the debris from the belt created corrosion on the signal wire coming out of the sensor, which was giving me that intermittent no-start. This vehicle needed a new timing belt and crankshaft seal, along with the seals that keep moisture out of the timing covers, as well as a new sensor. Besides water intrusion entering a circuit, another electrical circuit failure is that of excessive resistance. When a circuit has higher than normal resistance in a circuit it creates heat. If the heat is too high it will cause wires to melt, along with terminal ends inside of connectors to melt the
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WORK Figure 5: Oil saturation caused by a faulty crankshaft seal killed the plastic protective coating. This in turn killed the vehicle’s crank position sensor and its wires.
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Figure 6: This terminal connector was backprobed with a test light, but left unsealed. Corrosion began quickly. cavities inside the connectors, thus allowing the terminals to move around, creating a potential for an unsecured connection and poor terminal retention. When a circuit becomes overheated, the circuit is designed with a fuse to alleviate the high resistance. The fuse which is placed in the circuit as a safety precaution is supposed to trip its connection and stop the circuit from operating and possibly saving the wiring and components from damage. Somewhere in this circuit the resistance was so high it actually melted this fuse but didn’t blow the fuse. The high resistance will always find the weakest point in a circuit and will rear its ugly head. It is especially important that a good quality fuse be used in a vehicle. A fuse with a poor design will not operate as it should and it could create problems and cause a risk for damage. Many things can cause high resistance in a circuit. For example, a ground circuit that is loose or corroded will cause excessive heat. A ground circuit that is not supposed to have voltage on it but does will create a circuit failure.
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Circle 112 on Reader Service Card
Electrical System Failures
Figure 7: It’s best to have a terminal test kit with probes that feature both male and female connections. They fit the terminals properly and work great when performing a terminal retention test. Performing a voltage drop test on a circuit is a surefire way of checking that circuit for high resistance. Performing a voltage drop test is quick and effective when testing the integrity of that circuit. For example, let’s check a negative ground circuit such as a battery cable. Simply take your DVOM (digital volt ohm meter), place one lead on the negative battery post and the other lead on the end of the battery cable where it attaches to the ground connection on the engine block. Set your DVOM to the millivolts scale and operate the circuit. Crank the engine and watch your reading. This is best viewed on a graphing meter, if possible. The voltage reading should be very close to zero volts. If you are obtaining a voltage reading that’s too high, then adjust your voltage scale on your meter so you can see what the actual voltage is. If it’s excessive, then your ground circuit has too much resistance, either due to a bad connection, loose connection or possibly a faulty battery cable. Remember, a circuit only has 12 volts. If you
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have two volts on your ground side then that only leaves you 10 volts to operate that circuit. You will probably start to see problems arise if that’s the case. As a mobile tech, some of the issues I come across out in the field are created by unapproved testing methods. Anytime you are testing a circuit it is imperative not to disturb the circuit. I prefer back probing a connector or disconnecting the connector if possible, but it is important to take great care of that circuit while testing. If you disturb that circuit too much you just might have temporarily repaired the circuit and you don’t even know it! If you have to pierce a wire to check it or back probe a connector which has a moisture protecting seal on it, make sure you seal that test point with a sealer that doesn’t allow moisture into the wire or terminal. If you have to apply shrink wrap to the area that will work as well. Sometimes you might even have to solder your test point with a new connection. Here is an example of a terminal connector that was probed with a test light and then left un-
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Air control valves, electronic throttle valves, flex fuel sensors, fuel modules, fuel injectors, temperature controlling water pumps, door lock actuators, MAF/MAP sensors, wheel speed sensors, and washer pumps. Circle 113 on Reader Service Card
Electrical System Failures
Figure 8: If spread out and not making good contact, this creates a source of resistance and heat.
sealed (see Figure 6). Notice how the green corrosion death entered the connector? I also recommend that you don’t just wrap your test points up in electrical tape. Electrical tape alone will not keep out the moisture. There are some essential tools that’s needed for tracking down electrical failures in today’s vehicles. Having a high quality DVOM is important, but adding some good testing probes and wire
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terminal leads is just as important. A terminal test kit as shown in Figure 7 is a great tool to have, as it includes both male and female terminal connections. Not only do they fit the terminals properly, but they work great when performing a terminal retention test. Remember, if the terminal is spread out and not making good contact, then that is a potential source of resistance and a place for heat build up to form (see Figure 8).
Circle 114 on Reader Service Card
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Electrical System Failures
Figure 9: Water entered this module, caused by a leaking through an exterior source. Initially the blame was placed on the module. So we know that resistance and heat are big contributors for electrical problems. Another well-known source for problems to crop up is water. Water and electricity don’t get along very well. I was called to a shop for a 2006 Chevrolet Trailblazer that had an issue with the door chime going off randomly. After checking the circuit completely and reviewing the scan data in the truck’s body control module (BCM), I didn’t see anything out of the ordinary. I did however see the BCM register that the module was active when it did go off, but nothing else. I instructed the shop to replace the warning chime module and to save the old one for me. They replaced the warning chime module assembly and the problem was cured… for now. I opened up the chime module and I immediately saw the cause of this component’s failure. Water intrusion entered inside this module and caused corrosion on some of the circuits (see Figure 9). I called the shop and told them to get the customer back in and check for a water leak around the windshield, door and cowl assembly. They did, in fact, find the water leak and repaired the root cause of the module failure.
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Remember, it’s very important to find the cause of any failure to avoid a repetition of the problem. When tracking down electrical circuit problems there are many things to take into consideration. The most important thing to consider is that you have to know how the circuit that you are troubleshooting works. You need to have access to a wiring diagram and you need to understand how that circuit runs and what that wiring diagram is telling you. The diagram is your road map. I don’t for the life of me understand how some technicians can trace a circuit and get away without one. Another vital piece of the electrical troubleshooting puzzle is to have a good working DVOM and a complete understanding on how the meter works. Some meters are very sophisticated and have a lot of bells and whistles. That’s fine as long as you’re familiar with them. Also, a good set of test leads is equally important. If you are using a bargain-priced test lead set, it’s likely that the leads will already have some built-in resistance. This extra resistance will skew your readings and quite possibly give you a false direction on your test procedures. And finally, you have to have a good understanding on how voltage, amperage and ohms work. Learning this may seem boring to some, but it is really important that you do understand it. With your knowledge in place and your tools in hand, becoming a skilled electrical troubleshooter will help you in tracking down electrical system failures in today’s modern vehicles. ■ Edwin Hazzard owns South East Mobile Tech in Charleston, S.C., which is a mobile diagnostic and programming service providing technical service to many automotive and body repair shops. He has 35 years experience in the automotive industry. He currently is an automotive trainer, a board member of TST (Technician Service Training), a member of the MDG (Mobile Diagnostic Group), a member of the Professional Tool and Equipment advisory board for Pten magazine, a committee member of Nastaf, and is a beta tester for multiple tool makers.
Circle 115 on Reader Service Card
Tu r b o S e r v ice Tip s
Turbocharger service tips
T
Proper installation and maintenance is critical Compiled by Mike Mavrigian
Turbochargers are essentially compressors that direct more air into the engine’s cylinders in order to produce additional power. A turbo derives its energy source from both temp and pressure of exhaust gas. Intake air enters through the air cleaner into the turbo compressor inlet. The air is compressed which raises air density and volume. If the engine is equipped with an intercooler, the compressed air passes through the intercooler before it enters the engine, to cool and further increase air density. The increase of dense air enters the fixed volume of the combustion cham-
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bers. The increase of the rate of airflow allows a higher fuel flow rate. Once the air/fuel charge is burned, the charge exits on the exhaust stroke into the exhaust manifold. The high-temperature exhaust gas then enters the turbocharger’s turbine that in turn drives the turbo compressor, charging the intake air, continuing in a cycle that forces high density air into the engine, mixing with the correct amount of fuel to maintain a proper air/fuel ratio, producing more power. Typical operating speed of a small turbo can
be as high as 240,000 rpm. Keeping that in perspective, it becomes obvious that maintenance and proper installation procedures are critical to keeping a turbo alive and well. Turbo systems typically feature a compressor bypass valve (commonly referred to as a blow-off valve) on the intake side and a wastegate in the exhaust flow side. The blow-off valve is a pressure relief device on the intake path to prevent the turbo’s compressor from going into surge. The blow-off valve should be located between the compressor discharge and the throttle body, downstream of the charge air cooler. When the throttle body closes rapidly, the airflow is quickly reduced, causing airflow instability and pressure fluctuations, which lead to a surge. Surge can eventually lead to thrust bearing failure due to high loads. The blow-off valve uses a combination of manifold pressure and spring force to detect when the throttle is closed. When the throttle is closed rapidly, the valve vents boost in the intake stream to relieve pressure. Lack of proper maintenance is probably the leading cause of turbo failures. Journal and bear-
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Oil delivery port. Oil is circulated to the turbo to protect the shaft and bearings. ing failures are frequently caused by a lack of lubrication. Upon examination, the shaft journals will show discoloration as a result of excessive heat. Lack of lubrication may reveal a bluish discoloration. Bearing or journal failures can be caused by the use of oil viscosity that is too heavy for the application, or lack of lubrication resulting from a failed or blocked oil supply line. Also, even a tiny spec of dirt in an oil orifice
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Tu r b o S e r v ice Tip s
Oil drain port. Make sure the drain line is free of obstructions and not kinked. can reduce oil delivery to the point of turbo damage. Dirt/grit/sludge in the oil can easily damage journals and bearings. Using the correct type and viscosity engine oil and following regularly scheduled oil and filter changes is of paramount importance to protect the extremely close tolerance turbocharger assembly. A turbocharger’s compressor impeller spins at extreme speeds and can quickly be dam-
aged by any foreign particle that enters the inlet stream. Keeping the air inlet path clean is vital, which means paying close attention to air inlet cleanliness and regular inspection and replacement of the air filter. Exhaust gasses/pressure enter the turbo. If any debris exists in the exhaust stream, such as dirt, rust scale, a piece of broken piston rings, etc., the debris hits the turbine blades with enough force to chip away at the blades. Eventually, one or more blades can break off, immediately creating an imbalance and subsequent bearing failure.
Change the oil The oil supply to the turbocharger experiences an enormous amount of heat. Turbos also operate at incredible speeds, up to as much as 200,000 rpm and at temperatures as high as 1,922 degrees Fahrenheit. As you might imagine, correct oil delivery and pressure are critical to turbocharger life. Oil delivered to the turbo is responsible for lubricating thrust and journal bearings, stabilizing the
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Circle 117 on Reader Service Card
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Tu r b o S e r v ice Tip s
Wastegate valves must be kept clean and free of debris and coking buildup. A sticking valve can cause under- or over-boosting. The round compressed air charge port is shown at the top in this photo. This delivers the compressed air charge to the engine intake. The lower rectangular port seen here feeds from the exhaust stream.
Similar to the intake valves in a cylinder head, improper/insufficient valve seating is critical.
The compressor wheel accepts outside air. The precaution should be obvious, but never place your fingers or any object near the compressor blades while the engine is running. rotating shaft and journal bearings and serving to cool the turbo by helping to dissipate heat. Many consumers are under the assumption that operating the engine with dirty or contaminated oil isn’t an issue, since the engine’s oil filter will capture any particles before they can enter the oil circuit. Wrong. Even the smallest particles can wreak havoc in the high-speed turbocharger by blocking off internal oil passages. Starving a turbocharger of oil, even momentarily, can result in a quick death to the unit. A turbocharged engine (gas or diesel) re-
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quires more frequent engine oil changes. A fullsynthetic oil is generally considered the best choice. With regard to a production street vehicle that is factory turbo equipped, it’s best to use the type of oil recommended by the vehicle maker. Properly lubricating the turbo is key to long turbo life. If supplied with clean oil and prevented from ingesting debris, a turbo should last as long as the engine. When a turbo fails, it’s generally not the fault of the turbo, but a fault that affects the turbo. Don’t ignore the intake air filters. Tiny particles that enter the turbo can result in turbine wear. Air filter inspection and replacement intervals are more crucial for a turbo-equipped engine. Following a hot shutdown, heat soak begins. Heat in head, exhaust manifold and turbo hous-
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Circle 119 on Reader Service Card
Tu r b o S e r v ice Tip s
An air charger (intercooler) is used to cool the charge to create greater air density. When replacing a damaged turbocharger, be sure to inspect the entire air circuit, including the air charge cooler (intercooler). If sludge or metal debris has entered the system, the intercooler must be replaced, as it’s next to impossible to clean out the tubes in the cooler. If the vehicle is equipped with an external intercooler, even if the cooler has not been contaminated internally, the cooling fins may become contaminated with road debris. Just as you would clean the fins on a radiator or A/C condenser, check to make sure there is adequate airflow through the cooler. ing soaks into the turbo center housing, raising temperature that can result in oil coking. Some turbos feature water-cooled center housing, which uses engine coolant to act as heat sink. Water lines use a thermal siphon effect to reduce heat.
Wastegate
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Circle 120 on Reader Service Card ASP October 2018
Located on the exhaust side of the turbo, a wastegate controls boost pressure. Note that some commercial diesel applications don’t us a wastegate, featuring a “free floating” turbocharger. For gasoline engines, there are two types of wastegates: internal and external. Each type allows bypass of exhaust flow from the turbine wheel to limit boost pressure to the design level. Internal wastegates are built into the turbine housing, featuring a flapper valve, pneumatic actuator, crank arm and rod end. An external wastegate is located on the exhaust manifold. The advantage of an external wastegate is that the bypassed exhaust flow can be reintroduced into the exhaust stream further downstream of the turbine, which tends to improve turbine performance. Wastegates are featured in many systems in order to control boost to prevent over-boosting. However, some newer designs such as VGT tur-
bochargers or Garret’s VNT (variable nozzle turbine) found in some production vehicles feature variable vane designs that eliminate the need for a separate wastegate. Any restrictions in the oil drain line will cause the oil to back up inside the turbocharger and be forced past the seals. The seals located at the compressor and turbine ends of the turbocharger keep pressurized air/exhaust gasses from entering the turbocharger and then into the crankcase. They also control oil from entering the compressors. Oil leakage from the turbocharger seals can be
caused by excess crankcase pressure due to poor crankcase ventilation such as a plugged PCV system or an open port from the intake manifold to the crankcase. Oil leaks past the seals can also be caused by excessive engine blow-by due to worn piston rings, valves, etc. Air filter restrictions can contribute to excessive vacuum on the compressor end seal, causing oil to be drawn past the seals. Some turbochargers feature water cooling, which aids in heat transfer and reduction of oil coking, especially after the engine shuts down. A water-cooled turbo should be mounted below
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Tu r b o S e r v ice Tip s the upper-most water level in the cooling system in order to provide thermal siphoning and flow of coolant through the turbocharger’s bearing housing.
Diagnosing COURTESY OF HONEYWELL
Here’s an example of a damaged compressor wheel. Something entered the airstream and quickly chewed up the blades.
COURTESY OF HONEYWELL
Here’s a worn turbine shaft, likely caused by insufficient oil delivery or oil condition.
COURTESY BORGWARNER
A turbocharger features incredibly tight tolerances. Excess shaft/bearing wear or damage to compressor or turbine fins can result in catastrophic failure. Proper maintenance is critical.
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If the engine has experienced any issues, such as low oil pressure, low oil volume, sludge buildup, excessive crankcase blow-by, piston ring failure, scored main or rod bearings, mechanical failures that have resulted in metal particles dispersed into the engine, etc., it is highly likely that the turbocharger has been affected. If engine issues have been discovered, do not ignore the turbocharger. Don’t treat the turbo as a “separate accessory.” Any issue dealing with lubrication (lack of oil or contamination) directly affects the condition of the turbo. Safety note: If performing an on-vehicle inspection of the turbocharger, never place your fingers near the turbo compressor inlet if the engine is running. Never place anything into or close to the compressor with the engine running. The blades of the compressor will act like a wood chipper and will try to eat anything in its path resulting in either severe injury and/or destruction of the compressor blades. With the engine off, remove the compressor’s air inlet and inspect the compressor for blade damage. Any deformation, chipping or blade edge erosion is cause for compressor replacement. Rotate the shaft by hand and feel for any sensation of binding or drag. Push the shaft to one side (applying lateral pressure) and rotate. Any difference in rotating feel (easy to rotate with no lateral pressure but drags when pushed to one side) is a sign that the turbo needs to be rebuilt or replaced. Axial play in the shaft should be in the range of 0.001 – 0.004 in., which would require a dial indicator for checking. However, if you can noticeable feel axial play (in/out) by hand, the thrust bearing is worn, again requiring rebuild or replacement. Also — and this cannot be over-emphasized — when replacing a turbocharger, never allow a dry start. Always make sure that the turbocharger is pre-oiled prior to starting the engine. A dry
start can kill a turbo in very short order. When a turbocharger has been replaced, crank the engine for 10-15 seconds or until stable oil pressure is achieved, with the fuel and ignition disabled. Once the engine is started, allow it to idle for about five minutes while checking for leaks.
Diesel Late model diesel engines equipped with turbochargers present additional potential issues. Light trucks produced beginning in 2007 feature DPF (diesel particulate filter). If the filter becomes plugged or restricted, exhaust gas temperatures
will increase, excessive carbon buildup will occur, along with increased exhaust back pressure. This can in turn result in turbocharger failure as the turbo tries to work overtime to compensate.
Turbo diagnosis tips (The following provided courtesy SMP Corp.) Vehicle manufacturers are adding turbochargers at a double-digit rate. Over the next five years, the turbo market is expected to grow to more than eight million turbocharged vehicles. As the number of turbocharged vehicles increases, more technicians will see vehicles with turbo-
COLOR-CODED
DYES PINPOINT THE EXACT SOURCE
OF MULTIPLE LEAKS IN ALL FLUID SYSTEMS TP-8692 UV MULTI-COLORED FLUID DYE KIT Includes: TP-8695 cordless, high-intensity UV LED flashlight and 1 oz (30 ml) bottles of each of these dyes: For Petroleum- or Synthetic-Based Fluid Systems:
For Conventional Coolants and/ or Truck/Trailer Body Leaks:
TP-3320
TP-3340
TP-3380
TP-3900
WHITE
BLUE
YELLOW
GREEN
TO L E A R N M O R E , S C A N Q R C O D E O R V I S I T: W W W. T R AC E R P RO D U C T S . C O M
Circle 122 on Reader Service Card
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Tu r b o S e r v ice Tip s
Diesel pickup trucks are absolutely dependent on turbocharger performance assist in order to provide the customer’s needs for towing applications. Whether single or twin turbocharger systems, the need for proper maintenance cannot be over-emphasized. charger issues in their shops. But there’s already confusion in the field. To help technicians diagnose turbocharger repairs, here are a few important diagnostic and repair tips to keep in mind. As a note up-front, most turbocharger diagnoses (aside from noise and low power issues) require scan data and an understanding of operation at the technician level. What causes a turbocharger to malfunction? Before we start, let’s highlight what causes a turbocharger to malfunction in the first place. Symptoms of a malfunctioning turbocharger include loss of power, excess smoke, high fuel consumption, overheating, high exhaust temperature, and oil leaks from the turbocharger. But it’s important to note that defects in other components can produce the same symptoms. Before wrongly attributing the issues to the turbocharger, remember that turbocharger performance can only be impaired by mechanical damage or blockage caused by debris. Signs of a damaged turbocharger If you hear whistling noises coming from the turbocharger, it’s likely due to an air/gas leak-
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age caused by pre-turbine exhaust gas or air/ boost leaks. Your first course of action should be checking all of the joints. If the noise continues, check the turbo clearances and wheels for housing contact. If the turbocharger rotor assembly has seized up or is difficult to rotate, the problem is likely tied to the degradation of the lubricating oil. When the oil degrades, it can lead to carbon buildup in the bearing housing interior. The carbon buildup will ultimately restrict rotation. Two other issues that can cause the rotor to seize up include insufficient or intermittent dropin oil pressure and dirt in the lubricating oil. Another important detail to keep in mind is that a turbocharger has specific axial and radial rotor clearances. Sometimes, the clearances can be misdiagnosed as worn bearings. In reality, clearances that are out of specification may be associated with a lubricating oil issue. Check for insufficient oil, or oil contaminated with dirt or coolant. To determine if the turbocharger has been damaged by foreign material, inspect the turbine wheel or impeller. You will clearly see any foreign material that has entered through the turbine or compressor housings. If the blades are damaged,
the turbo is already destroyed. Look for metal that has come off the turbo in the intake tubes. Metal particles in this area may indicate a damaged engine. Turbocharger tips • Pre-lube the turbocharger by adding oil in the oil feed hole. • Verify the oil feed to the turbo. • Make sure the vehicle has the proper, clean oil. • Make sure there’s a quality air filter. • Allow the turbo to cool after strenuous work. Common trouble codes DTC: P0299 (Underboost) Potential issue: Wastegate stuck in open position or leak between compressor and throttle.
Basic troubleshooting (Courtesy of BorgWarner) Probable cause: Dirty air filter system Type of failure: Low power/insufficient boost; black smoke; blue smoke; high oil consumption; oil leak at compressor. Probable cause: Suction and pressure line distorted or leaking Type of failure: Low power, low boost; black smoke; turbo generates acoustic noise. Probable cause: Excessive flow resistance in the exhaust system or leakage upstream of the turbo Type of failure: Low power, low boost pressure; black or blue smoke; acoustic noise; high oil consumption; turbo compressor oil leak.
DTC: P0234 (Overboost) Potential issue: Wastegate stuck in closed position, wastegate vent solenoid stuck in vent position, or leaking or disconnected control hose.
Circle 123 on Reader Service Card
Probable cause: Oil feed and drain lines clogged or leaking Type of failure: Blue smoke; high oil consumption; compressor oil leak; turbine oil leak
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Tu r b o S e r v ice Tip s Probable cause: The crankcase ventilation is clogged Type of failure: Blue smoke; high oil consumption; compressor oil leak; turbine oil leak
Probable cause: Foreign body damage on compressor or turbine Type of failure: Defective compressor/turbine wheel; low power, low boost; black smoke; turbo acoustic noise
Probable cause: Coke and sludge in turbo center housing Type of failure: Blue smoke; high oil consumption; compressor/turbine oil leak
Probable cause: Exhaust gas leaks between turbine outlet and exhaust pipe Type of failure: Turbo acoustic noise
Probable cause: Fuel system feed defective or misadjusted Type of failure: Low power, low boost; boost pressure too high; black smoke
Probable cause: Engine air collector cracked, missing or loose gaskets Type of failure: Low power, low boost pressure; black smoke; turbo acoustic noise
Probable cause: Valve guide, piston rings worn cylinder liners worn/excessive blow-by Type of failure: Poor power, low boost; black or blue smoke; high oil consumption; compressor/turbine oil leak
Probable cause: Turbine housing/flap damaged Type of failure: Low power/low boost pressure; compressor/turbine wheel defective; black smoke; turbo acoustic noise
Probable cause: Dirty compressor or charge air cooler Type of failure: Low power, low boost; black or blue smoke; turbo acoustic noise; high oil consumption; compressor oil leak
Probable cause: Insufficient oil supply to turbocharger Type of failure: Defective compressor/turbine wheel; poor power/low boost pressure; black smoke; turbo acoustic noise
Probable cause: Boost pressure control swing valve/poppet valve does not close Type of failure: Poor power/low boost pressure; black smoke
NOTE: Gas and diesel engine turbo systems usually feature a “swirl flap” located in the intake manifold to improve mixing of the air/fuel mixture. The swirl flap allows air movement to adapt to the engine load and speed. Depending on the specific design, the flap may be operated electrically or pneumatically. These flaps should be checked for smooth operation and for looseness. They are prone to coking in diesel systems.
Probable cause: Boost pressure control swing valve/poppet valve does not open Type of failure: Boost pressure too high Probable cause: Pipe assembly to swing valve/ poppet valve defective Type of failure: Poor power/boost pressure low; boost pressure too high Probable cause: A defective piston ring sealing Type of failure: Blue smoke; high oil consumption; compressor/turbine oil leak Probable cause: Turbo bearing damage Type of failure: Defective compressor/turbine wheel; low power, low boost pressure; black or blue smoke; turbo acoustic noise; compressor and/or turbine oil leak
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New or reman Turbochargers, depending on make/model/year, may be available new or remanufactured. Naturally, a reman unit (generally requiring a core return) will be less expensive, saving the customer some cash. Some of the firms that offer new or remanufactured units include:
• Cardone Industries (www.cardone.com) • Honeywell Garrett (www.turbo.honeywell.com) • BorgWarner Turbo Systems (www.turbos. borgwarner.com) • Standard Motor Products Inc. (www.standardbrand.com) ■
TSBs RDAY
EVENING
POST
CHEVROLET
Bumpy downshift This bulletin applies to 2014 Chevy Impala vehicles equipped with the 6T70 automatic transmission. Some owners may complain about a coast-down “bump” felt with closed throttle during a 4-3 downshift. A revised calibration is available to address this concern. Update the TCM (transmission control module) with the latest software available on TIS2WEB. When using a Tech 2 or a multiple diagnostic interface for reprogramming, make sure that it is updated with the latest software version. During programming, battery voltage must be maintained within the proper range of 12-15 volts. According to GM, use only the approved Midtronics PSC 550 battery maintainer or equivalent. FORD
Fiesta takes a siesta Some 2014 Ford Fiesta vehicles equipped with a 1.6L TIVCT engine and manual transmission, built on or before 5/29/2013, may exhibit the MIL on w it h a lack of power, accompanied by DTC P061B. Reprogram the PCM to t he latest calibration using IDS release 85.01 or higher. If the DTC repeats, perform the diagnostic routine referenced in Powertrain Control/Emissions Diagnosis (PC/ED) pinpoint text QE. BMW
Noisy Bimmer This bulletin applies to 2014 BMW 328i xDrive vehicles. Some owners may complain about a high-frequency ticking noise from the engine bay. The noise can be hard inside and outside of the vehicle. A likely cause is a mechanical vibration inside the high pressure fuel pump. For a simple remedy, install a high pressure fuel pump acoustic cover P/N 13 51 7 629 169. The plastic acoustic cover will snap onto the high pressure fuel pump.
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Circle 124 on Reader Service Card October 2 018
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Te chnical Ser vice Bulletins
CHEVROLET
BMW
DUMB MISTAKE
BIMMER POWER BOX
Owners of 2013 Chevy Equinox vehicles may comment on a n intermittent no-crank issue. The design of the key and fob is If the key is not in the to have the key ex- straight-out locked tended straight out position, the fob will angle down and will of the fob. If the key cause the key head to is not in the fully angle down, preventing locked-open posi- engine crank. tion at the fob, and the head of the key is angled down, the engine will not crank. This may simply be caused by the customer contacting the Make sure the key fob release button is locked in the fully while inserting the straight position. key into the ignition. If the engine will not crank, remove the key and make sure it is fully extended. Reinsert the key into the ignition in the extended straight-out position. This condition can set DTC B3055 (no transponder or modulation) in history. Clear the code from history.
This bulletin applies to 2014 BMW 528i xDrive vehicles produced to March 2012. The wipers, lights and power windows may be inoperative. This situation may start as a sporadic failure and lead to a permanent fault. One or more of the following faults may be stored:
CHRYSLER
IF IT ONLY HAD A BRAIN A “small number” of 2014 Chrysler 300 vehicles equipped with a 3.6L engine and built on or before Sept. 27, 2013, may experience a MIL illumination, with DTC P0606 (internal control processor) in memory. This also affects automatic oil change indicator accuracy. The fix involves reflashing, using software release 14.01 or higher. The software release also includes an accuracy improvement for the automatic oil change indicator system that allows the PCM to retain current usage/duty cycle information when the controller is reprogrammed. Previously, the PCM would default to the severe duty cycle schedule any time the controller was updated.
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FRM – 800E8D FRM: terminal 30A, power window regulator failed FRM – 30000 power window, driver’s door: relay opening, no voltage FRM – 30018 power window, driver’s door: deactivation of drive due to over-voltage FRM – 3001E power window, driver’s door: no input voltage at relay FRM – 800E8B FRM: terminal 30A connection for lights faulty The cause: The connector at Z1*3B at the (Z1) front power distribution box in the passenger compartment is loose (the 7-pin connector is not fully seated into the power distribution box). Perform vehicle diagnostics using ISTA. If the faults listed above are stored in the FRM (footwell module), proceed to the next step. NOTE: When the ISTA system message displays “Battery voltage only “XX.XX”V, please connect charger,” note the displayed battery voltage reading in the repair order. Follow and complete test plan “AT6300_FRM3VS – supply, footwell module.” The test plan is automatically linked to the stored faults. The test plan will prompt you to check the power supply to the FRM, which is supplied from the power distribution box via connector Z1*3B. If the voltage measured on the FRM power supply circuits is incorrect based on the test plan normal values, check the back of the front power distribution box 7-pin connector Z1*3B to make sure that it’s properly seated in place by pushing it in until it locks. Refer to ISTA repair instructions 6113050 (removing and installing/replacing power distribution box in passenger compartment.” Clear the faults and re-test the system.
Te chnical Ser vice Bulletins
FORD
FORD WON’T SLOW
CADILLAC
NOISES FROM BIRDLAND Some owners of 2013-2014 Cadillac XTS vehicles may complain about a squeak or chirp noise from the rear of the vehicle, noticeable at low speeds with the window open. This is caused by a squeak at the axle-to-seal interface due to lack of lubrication. Replace the left and right axle seals and lubricate the seal lip area and the inner part of the seal with clean axle lubricant, GM 88900401 or equivalent. Note that there are two seal designs, which are color-coded. Replace with the same color-code. P/N 20986535 22845699
SEAL Seal, differential drive, first design, black Seal differential drive, second design, yellow
Some 2011 F-150 trucks equipped with a 5.0L engine built at the Dearborn Truck Plant (DTP) on or before 7/27/2011; or built at the Kansas City Assembly Plant (KCAP) on or before 8/8/2011, may exhibit a concern with less than desired engine braking performance during low speed coast-
down maneuvers. The concern may be most noticeable in a parking lot or in stop-and-go traffic. Reprogram the PCM to the latest calibration using IDS release 74.01 or higher.
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Circle 125 on Reader Service Card
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Ad Index
Instant information from ASP advertisers
AD INDEX You’re mere seconds away from receiving free product information. Just go to the website(s) listed to the right of each advertiser below and you’re there! Instant product information at your fingertips. Of course, you can always use the Reader Service Card to the right and send it to us, and we’ll connect you to the advertiser.
Advertiser
Page
R.S #
Aftermarket Auto Parts Alliance Inc.
17
107
www.alliance1.com
Amsoil Inc.
27
110
www.amsoil.com/easypack
APC Automotive Technologies
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121
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Arnott Inc.
IFC
101
www.trustarnott.com
AUTEL
33
111
www.autel.com
Automotive Distribution Network
45
118
www.networkhq.org
Bartec USA
48
120
www.bartecusa.com
Bosch Diagnostics
15
106
www.boschdiagnostics.com
Clore Automotive
53
123
www.jumpstarter.com
CRP/Pentosin
43
116
www.pentosin.net
Drew Technologies
7
103
www.drewtech.com/asp
Drew Technologies
63
126
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Identifix
23
109
www.identifix.com/fixed
KYB Americas Corporation
41
115
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KYB Americas Corporation
IBC
127
www.kyb.com
Lang Tools
38
114
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Mahle Aftermarket Inc.
9
104
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Mahle Aftermarket Inc.
47
119
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Mighty Auto Parts
19
108
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OBC
128
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O’Reilly Auto Parts
13
105
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Philips Automotive Lighting
44
117
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Schaeffler Group USA Inc.
57
125
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Schrader Performance Sensors
55
124
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34-35
112
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Standard Motor Products Inc.
5
102
www.standarddieselparts.com
Tracer Products
51
122
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VDO OE Replacement Parts
37
113
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Motorcraft
39
NAPA Auto Parts
SKF USA Inc.
58
ASP
October 2018
Quik-Link
www.motorcraft.com
Te chnical Ser vice Bulletins
FORD
BMW
LIFTGATE AJAR
A COLOR CONCERN
Some 2013-2014 Ford Escape vehicles built on or before 6/12/2013 and equipped with a power or hands-free liftgate may exhibit a concern with a “Liftgate Ajar” warning chime, indicator message illuminated and/or a difficult to open or close liftgate. DTC C2006:19, B1453 and/or U3000 may be stored in the liftgate/trunk module (LTM). 1. Measure body margins (rear panels for liftgate to vehicle body fit). Refer to workshop manual section 501-35. 2. If liftgate measurements are within specification, proceed to Step 3. If not, perform liftgate alignment procedure (manual section 501-03). 3. Reprogram the LTM to the latest calibration using IDS (integrated diagnostic system) using release 85.02 or higher. Calibration files may be obtained at www.motorcraft.com.
This bulletin applies to 2014 BMW 335i xDrive vehicles, when a headlight xenon bulb has been replaced. The customer may complain that the new bulb has a yellowish-white appearance when compared to the bluish-white of the original bulb on the other side. Due to chemical and physical effect, a change of color as a new bulb “burns in” is unavoidable. The color will gradually shift from yellow-white to blue-white. The greatest rate of change in color occurs in the first 5 minutes of illumination after the bulb is switched on for the first time, and stabilizes after about 100 hours of use. There is no effect on road illumination.
HONDA
DODGE
MYSTERY BLACKOUT
MOODY MIRRORS
This bulletin from Honda applies to 2006 and later Pilot vehicles, where the dashboard lights, interior or tail lights are out and a blown fuse is found. Check the RES auxiliary jack assembly. The customer may have broken off a headphone jack in the headphone connector, Note the possible and when the jack from another head- location of a broken phone was inserted, it drove the broken headphone jack. jack piece deep into the assembly. A broken jack piece can intermittently bridge the printed circuit board terminals in the assembly, causing a short and blown fuse. To check for this, pry out the assembly and unplug its connector. Shake the assembly vigorously and listen for a rattle sound. If it rattles, a jack piece is broken off inside and you’ll need to replace the RES assembly. If no rattle is heard, reinstall the assembly and continue with normal troubleshooting.
This bulletin applies to 2014 Dodge Ram 2500 trucks equipped with power black trailer tow mirrors with memory and built on or before Oct. 10, 2013 (MDH 1010XX), or on or before Nov. 2, 2013 (MDH 1102XX). The customer may experience when the mirrors are fully open to the trailer tow (upright) position and tries to adjust the horizontal/vertical position, the mirrors will move backward to the switch input. The
LINCOLN
CONFUSED LINCOLN Some 2011-2012 Lincoln MKZ vehicles may exhibit the Service Engine Soon lamp on, with DTC P0016 (crankshaft/camshaft position correlation) set. Reprogram the PCM to the latest calibration sing IDS release 78.04 or higher. Calibration files are available at www. motorcraft.com.
mirrors will move correctly when in the normal (down) position. Using a scan tool, verify that no DTCs are set (record and correct any before proceeding). Using wiTECH, reconfigure the vehicle. This routine is available under the Diagnostic Procedures tab found on the home “Vehicle View” page of wiTECH, October 2 018
ASP
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Te chnical Ser vice Bulletins
CHEVROLET
A BAFFLING CONCERN
FORD
FORD GTDI STUMBLE Some 2013 Ford F-150 vehicles built on or before 9/18/2012 and equipped with a 3.5L GTDI (gasoline turbocharged direct injection) Ecoboost engine may exhibit an intermittent stumble and/ or misfire on hard acceleration after an extended drive at highway speed during humid/damp conditions. This could result in a steady or flashing MIL with DTC P0300, P0304, P0305, P0306, primarily for misfire. P0430 may also be present. If DTC P0430 is present, replace the left hand catalytic converter. If not, install a new CAC (charge air cooler). Refer to section 303-12 in the workshop manual.
BUICK
TRICKY VACUUM This bulletin applies to 2012/2013 Buick Regal vehicles with the MIL on and with DTC P0442 set as current or in history (EVAP system small leak canister vent solenoid valve not sating under vacuum). During the EVAP system test for P0442, the EVAP Vent Solenoid (CVS) valve will be in a vacuum condition. During normal diagnostics, the system is pressurized to no more than 13-inches (0.5 psi), so a leak under vacuum may not be detected. It is possible for the CVS to seal when pressurized but may leak under vacuum. This leak may be intermittent as the seal may rotate when the CVS is cycled. This leak may also only be present in colder ambient temperature. Do not replace the EVAP canister assembly for this concern unless it fails the leak test. The difficulty to determining the cause of the EVAP leak results in improper repairs and potential comebacks. If no leak is found after following system testing
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This bulletin applies to 2009-2013 Chevy Traverse vehicles. The fuel gauge may not go to the empty mark and the engine runs out of fuel. You may also hear a fuel slosh or noise from the fuel tank area when braking or accelerating from a stop. There is a baffle in the fuel tank that may have come loose and is now lying in the bottom of the tank. This may prevent the fuel level sensor from travelling to the bottom of the tank. This baff le may become dislodged after the vehicle has been in an accident. If diagnostics indicates replacing the fuel level sensor, inspect the fuel tank for a baffle that may have come loose before replacing any parts. The baffle may have become lodged at either end of the tank, so it may be necessary to tip the tank in both directions to locate the loose baffle. If the baffle is found in the bottom of the tank, it will be necessary to replace the fuel tank.
instructions in the service manual, follow these additional steps: 1. Connect the scan tool to the vehicle and command the EVAP system (vent solenoid valve) closed. 2. Start the engine and monitor the fuel tank pressure sensor output value for approximately two minutes. 3. Open the purge valve by commanding some percentage of purge. 4. Ensure that the canister vent solenoid is closed and monitor the FTP sensor for a vacuum to develop (purge and seal). 5. If vacuum does not develop, refer to purge valve diagnostics. 6. If vacuum does develop, command the EVAP system closed (purge and seal) and monitor for vacuum decay. 7. If a significant leakdown is not found, cycle the CVS and retest. 8. If a significant leakdown rate is found, replace the CVS with P/N 22740537. â–
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Products Trico releases Titan wiper blade line Trico Products has introduced Titan, a precisionengineered wiper blade line made in the U.S. that features an exclusive blade treatment engineered to boost wiper life. The company says new Z7
technology is an infused micro-metric synthetic compound developed exclusively by Trico for extended wear resistance. The beam blade also features Vortec, a wind tunnel-tested spoiler that converts wind force into positive glass contact. The ultra-premium Trico Titan wiper blade line is supported by a robust super structure made possible by a laser-precision twin rail design. TRICO PRODUCTS CORP. Circle 140 on Reader Service Card WWW.TRICOPRODUCTS.COM
Impact wrench has torque level control The new CP7782TL-6 one-inch torque limited impact wrench from Chicago Pneumatic Tool is designed for heavy vehicle tire replacement. The company says the “torque limited� function of the CP7782TL-6 enables efficient and effective torque level control, particularly for truck, bus and heav y vehicle tire installations where multi-step torquing solutions are required. The CP7782TL-6 allows users to keep the same power when loosening nuts while avoiding overtightening them in the forward position. CHICAGO PNEUMATIC TOOL CO. Circle 141 on Reader Service Card WWW.CP.COM
Apex Tool adds Cleco right angle grinders Apex Tool Group has added a line of pneumatic right angle grinders featuring a high-performance 1.7 hp motor to its Cleco brand. The new Cleco right angle grinder is designed to fit all Type 27, Type 27 threaded hub and Type 1 abrasive discs. The right angle grinder also features quieter operation with rear exhaust overhose standard; an ergonomic, anti-vibration handle for increased comfort and less operator fatigue; spindle lock for quick and easy abrasive changes;
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dual-layer, highimp a c t c omposite housing for extreme durability; and a versatile 270-degree adjustable guard for easy access to tight spaces. APEX TOOL GROUP LLC Circle 142 on Reader Service Card WWW.CLECOGRINDERS.COM
Rein Automotive water pump pulley is aluminum CRP Automotive is offering Rein Automotive aluminum water pump pulley and belt kits for use on popular BMW vehicles. Application coverage includes 1992-2006 3 Series, 1999-2005 5 Series, 2004-2006 X3, 2001-2006 X5, and 1997-2002 Z3 equipped with six cylinder engines. The company says the new kits come with a genuine ContiTech serpentine belt, Rein aluminum replacement pu l ley, a nd the required hardware needed to mount the pulley to the water pump. CRP AUTOMOTIVE Circle 143 on Reader Service Card WWW.CRPAUTOMOTIVE.COM
Lumileds expands Philips lighting Lumileds has added 31 forward lighting and miniature bulbs to Philips branded commercial lighting products. The new SKUs include a variety of forward lighting bulbs, including Philips OEM exclusive HiPerVision and HiPerClick bulbs, LongerLife and Standard halogen bulbs, and miniature bulbs in both 12V and 24V configurations. The portfolio expansion includes 20 OEM exclusive H i Pe rV i s ion and HiPerClick bulbs for turn signa l lights, back-up lights, brake lights, and daytime running lights. LUMILEDS LLC Circle 144 on Reader Service Card WWW.PHILIPSAUTOLIGHTING.COM
New Steelman light kit has 40-foot cord The new Steelman 99761 Slim Lite with 40-foot retractable metal cord reel kit is designed for automotive repair shops and heavy-duty truck repair shops. JS Products says the glass-filled nylon S l i m L it e b o d y is ideal for narrow and hard-toreach places. The low voltage Slim Lite produces 500 lumens of usable light with 16 LED (light emitting diode) while only consuming 3 watts of power. The kit comes complete with hardware for ceiling or wall mount, and a low voltage power adapter. JS PRODUCTS INC. Circle 145 on Reader Service Card WWW.STEELMANTOOLS.COM
Centric Parts offers heavy-duty brakes Centric Parts’ new heavy-duty brake program features air disc brake pads, rotors and repair kits for all makes. Air disc brake pads are available in two grades of application-specific friction and in more than 20 FMSI (Friction Materials Standards Institute) shapes. T he rotor line has more than 25 SKUs of coated and uncoated rotors. Centric Parts, a division of APC Automotive Technologies LLC, says the program covers all classes of commercial vehicles and components from APC’s DieselTech (exhaust and emissions), DuraFit (after-treatment) and Centric Parts (brake systems) brands. CENTRIC PARTS Circle 146 on Reader Service Card WWW.CENTRICPARTS.COM
Bosch adds two diagnostic scan tools The new ADS 325 and ADS 625 scan tools from Bosch Automotive Service Solutions feature full diagnostic capabilities including system scans, data stream, special tests, bidirectional controls, and repair information. The ADS 325 and ADS 625 scan tools include coverage for domestic, Asian and European vehicles. They are compat-
ible with other wireless accessories including borescopes, battery testers, tire pressure monitoring system (TPMS) reset tools and noise, vibration and harshness (NVH) analyzers. The scan tools are part of Bosch’s s Automotive Diagnostic Solutions line. BOSCH AUTOMOTIVE SERVICE SOLUTIONS Circle 147 on Reader Service Card WWW.BOSCHDIAGNOSTICS.COM
Ateq provides dual-band sensors Ateq TPMS Tools has added coverage for new Alligator dual-band sensors, which program sensors of both 315 and 433 frequencies. Ateq says it is the first to offer coverage for the new Alligator Sens.it dual frequency sensor. Using Ateq TPMS tools, users can program sensors of both 315 and 433 frequencies. The dual-frequency capability of Alligator Sens.it allows shops to reduced inventory from two SKUs to one. Using an Ateq TPMS tool, users can read, create and clone the new dual-band programmable sensor quickly and easily. ATEQ TPMS TOOLS LC Circle 148 on Reader Service Card WWW.ATEQ-TPMS.COM
SMP adds line of air door actuators Standard Motor Products (SMP) has added a full line of all-new air door actuators to its Four Seasons brand. The company says door actuators are a key component for driving comfort and air ventilation. Made from premium materials, precision gears and high quality soldered connections, Four Season’s air door actuators undergo rigorous testing to ensure OE fit, form and function, according to SMP. There are 200 part numbers available covering 140 million vehicles. STANDARD MOTOR PRODUCTS INC. Circle 149 on Reader Service Card WWW.4S.COM
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Products Gaither Tool unveils mobile tire servicing unit Gaither Tool’s new E-Cube is a mobile tire servicing platform designed as a single compact unit that does not require a generator. The company says E-Cube is not a direct replacement for traditional garages and car workshops. The E-Cube’s compac t si z e enables technicians to work in an upright position and inside their vehicle. The E-Cube has no generator, which eliminates noise and smoke, creating an environmentally friendly alternative for the mobile tire servicing market. The E-Cube accommodates tire sizes from 10 inches to 24 inches. GAITHER TOOL CO. INC. Circle 150 on Reader Service Card WWW.GAITHERTOOL.COM
VDO offers hybrid battery cooling fans Continental Commercial Vehicles & Aftermarket has released VDO Hybrid Battery Cooling Fans for popular hybrid vehicles to the aftermarket. Key applications include the Ford C-Max and Fusion, Lexus CT 200h and ES 3000h, and Toyota Avalon, Camry, Prius and Prius V models. Continental says VDO Hybrid Battery Cooling Fans restore the original battery cooling performance. Their OE design ensures ease of installation right out of the box. CONTINENTAL COMMERCIAL VEHICLES & AFTERMARKET Circle 151 on Reader Service Card WWW.USA.VDO.COM
Rotary offers truck alignment system Vehicle Service Group (VSG) has added the R5000HD Commercial Truck Alignment System to its Rotary brand. The company says the system is ideal for aligning trucks with a gross vehicle weight rating (GVWR) of 19,500 pounds and above. It doesn’t require a tower at the front of the bay, has no minimum bay size requirements and the portable aligner console can be positioned anywhere in available bay space. The R5000HD
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system eliminates the need for rolling compensation and reduces labor time by electronically measuring axle offset on every alignment. VEHICLE SERVICE GROUP Circle 152 on Reader Service Card WWW.ROTARYLIFT.COM
Tenneco expands Quick-Strut line Tenneco has added 24 part numbers for 13 domestic and 44 import applications to its Monroe Quick-Strut line of premium replacement strut assemblies. The company says the latest line expansion extends coverage to more than 2.8 million vehicles. Exclusive coverage offered by the latest line expansion is available for: 2011-2016 Dodge Journey (rear); 2011 Jeep Compass (rear); 2011-2017 Jeep Patriot (front); 1999-2002 Kia Sportage (front); 2008-2010 Mitsubishi Lancer (rear); 2011-2014 Scion xD (front) and 2014-2016 Toyota Corolla (rear). TENNECO INC. Circle 153 on Reader Service Card WWW.MONROE.COM
Ford expands rotor and drum coverage Ford Motor has added 136 part numbers to its Omnicraft brand of coated brake rotors and drums for non-Ford/Lincoln vehicle repairs. Ford says the part numbers expand Omnicraft coverage for many popular vehicle lines, including late-model Chevrolet Silverado, Toyota Camry, Hyundai Santa Fe and Nissan NV200. Omnicraft rotors and drums feature a GG15HC formulated high-carbon casting which provides enhanced heat dissipation and extended brake life, high resistance to thermal cracking and fade, and low noise propensity and resistance to brake judder. FORD MOTOR CO. WWW.OMNICRAFTAUTOPARTS.COM
Enersys adds Odyssey performance batteries Enersys has released Odyssey Performance Series Group 49 a nd 94R batter ie s for Je e p, Dodge and Chevrolet vehicles. The company says the Odyssey Performance Series 49-950 battery provides engine-cranking pulses up to 1,700 amps and 950 cold cranking amps (CCA). It is designed for popular Jeep, Dodge and some BMW and Mercedes-Benz vehicles introduced over the last 10 years. The Odyssey Performance Series 94R-850 battery provides engine-cranking pulses up to 1,500 amps and 850 cold cranking Amps (CCA). It is designed for popular Chevrolet, Jeep and Dodge vehicles introduced over the last 10 years. ENERSYS INC. Circle 155 on Reader Service Card WWW.ODYSSEYBATTERY.COM
Mayhew has new 6-piece set of trim tools Mayhew Steel Products has added a six-piece ProGrip Trim Tool Set to its Mayhew Tools brand. The set consists of three U notch and three V notch trim tools. The company says the U notch tools are ideal for removing window crank retaining clips and e-clips, while the V notch trim tools are able to quickly pull apart trim, tacks and staples from panels. Both notch tools can be used to take out flush-mounted fasteners. The rolling head trim tools are ideal for removing door panels. Each tool is made in the U.S. MAYHEW STEEL PRODUCTS INC. Circle 156 on Reader Service Card WWW.MAYHEW.COM
Amsoil has 3 new aerosol cleaners Amsoil has released three aerosol cleaning products. Amsoil Engine Degreaser removes the toughest grease, dirt and grime from engine surfaces. It is safe to use on all engine components and leaves no residue. Amsoil Glass Cleaner cuts
t h rou g h g re a s e a nd grime quickly and effectively. Its ammoniafree formulation is safe on all glass, including tinted windows. Amsoil Mudslinger provides a protective layer against the accumulation of mud, dirt and snow on allterrain and utility vehicles and dirt bikes. AMSOIL INC. Circle 157 on Reader Service Card WWW.AMSOIL.COM
New lug nut wrench folds for storage Ken-Tool’s new 35636 Stow & Go heavy-duty 4-way lug nut wrench can be stowed in a trunk, a tool box or behind a seat thanks to its fold-away design. The company says the moveable arms easily swing and lock into the 90-degree position, plus the arms can be slid within the locking hub to create greater leverage. The Stow & Go features three fixed 17, 19 and 21 mm lug nut sockets, plus a 1/2-inch square drive adapter to use with other sockets for lug nut removal. KEN-TOOL CORP. Circle 158 on Reader Service Card WWW.KENTOOL.COM
Tire Profiles upgrades system Tire Profiles has released an update to its nonstop, drive-over laser-based tire and alignment diagnostic system. New features for TreadSpec 2.0 include a first-of-itskind, durable, composite construction that won’t be affected by the harsh environmental conditions found in service drives and repair shops. In addition, the new design has a lower profile on the above-ground version that is easier for customers to drive over. TIRE PROFILES LLC Circle 159 on Reader Service Card WWW.TIREPROFILES.COM
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Products Ingersoll Rand has new 1-inch pneumatic impact wrench The new 2850Max D-Handle 1-inch impact wrench from Ingersoll Rand is available with a 6-inch anvil or standard anvil and accommodates a wide variety of heavy mechanical automotive applications. The company says three unique features of the 2850Max give it a high power-to-weight ratio and help reduce operator fatigue when performing maintenance on large vehicles: a weight of 21.5 pounds; 2,100 foot pounds of maximum reverse torque; and a 360-degree adjustable side handle with an ergonomic grip. INGERSOLL RAND PLC Circle 160 on Reader Service Card WWW.INGERSOLLRANDPRODUCTS.COM
Arnott offers air suspension compressor for BMW Arnott’s air suspension compressor P-3221 for the 2007-2013 BMW X5 (E70 Chassis) and 20082014 X6 (E71) is a direct replacement for the original OE compressor from BMW. Arnott says the maintenance-free compressor is extensively tested by its engineers to assure durability along with OE-like performance, functionality and fit. The P-3221 compressor is assembled with a vehicle-specific support bracket and includes all mounting hardware for a fast and easy installation. It comes with an integrated air dryer unit, valve block and thermal overload protection. ARNOTT INC. Circle 161 on Reader Service Card WWW.ARNOTTINDUSTRIES.COM
New Meyle-PD brake disc has full-surface coating Meyle has released the Meyle-PD brake disc with a full-surface coating designed to protect against corrosion and wear for more than 5 million BMW applications worldwide. The Meyle-PD brake disc is manufactured from a single steel casting, which makes it possible to coat the entire surface of the brake disc and prevent corro-
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sion. The company says the high-carbon singlecomponent brake disc is tested and certified in accordance with the ECE R90 quality standard. MEYLE AG Circle 162 on Reader Service Card WWW.MEYLE.COM
Hunter offers two new tire changers Hunter Engineering has two new center-clamp tire changer models: the TC37 (pictured) and TC39. The TC37 is a redesign from the TC3700, TC3500 and TC350 series with a new platform. Hunter says the TC37 offers the traditional polymer mount head t hat protects rims and tires and a vertical locking head that protects the wheel face. The TC39’s self-inserting polymer leverless demount head is the same design as Hunter’s Auto34 model. The TC37 and TC39 feature a single pendant control, a bead press arm, two bead loosening rollers with direct indention, and variable-speed drive. HUNTER ENGINEERING CO. Circle 163 on Reader Service Card WWW.HUNTER.COM
Knipex Tools has hose clamp pliers Knipex Tools has introduced a 7 ¼-inch size to its series of spring hose clamp pliers. The company says the new size is easy to maneuver in tight spaces and ideal for sma l l engine applications. These pliers feature rotating tips, a 2-inch working capacity, serrated gripping jaws to easily loosen tight hoses and a slim head design for reaching into tight places. KNIPEX TOOLS LP Circle 164 on Reader Service Card WWW.KNIPEX-TOOLS.COM
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