Auto Service Professional - December 2020 by EndeavorBusinessMedia-VehicleRepairGroup

Professional Auto Service Professional CHRYSLER SECURE GATEWAY ®

December 2020 | Vol. 10, No. 6

Protecting vehicle control systems from hackers

ALSO IN THIS ISSUE:

Diagnosing a MOST bus What to do if you have a failure to communicate — 10th Annual Techs Helping Techs Issue Readers share insightful service tips

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Contents

December 2020 • Vol. 10, No. 6

Te c h n i ca l th

10 10

annual ‘Tips from Techs’

Tidbits of wisdom shared among readers

18 Diagnosing a MOST bus When we have a failure to communicate

32 Chrysler Secure Gateway

Protecting SWG vehicle control systems from hackers

32 Departments

4 Straight Talk Social distancing for DTCs

8 Tech Tips

From GM GDI start tips to Volvo starting issues

38 Technical Service Bulletins From a Lincoln Nautilus recall to a Chrysler Jeep tensioner issue

40 Products New and innovative equipment for your tool chest and shop

42 Ad Index Your connection to free information

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Straight Talk

Social distancing for DTCs

Mike Mavrigian, Editor

We’re all familiar with the “new normal” of social distancing to prevent the spread of a virus. While this concept applies to people, I wondered if we could equate this to vehicles. Yes, my mind does work in strange ways at times, and this is a prime example. What if a 2006 Ford diesel truck was spewing a tad too rich of a mixture, and the airborne particles emitted from the exhaust tip entered the engine bay of a diesel-powered Ford that was sitting two feet behind at a traffic stop? Maybe the affliction would transfer to the following truck. Let’s say the 2006 truck also had a slight miss and a bog on acceleration. Would the following truck breathe in the exhaust and start to cough and hesitate? If a 2009 Audi had a DTC for EVAP, while stopped in a fast food take-out line, would the same DTC infect the following car if it was a German marque that was stopped too close to the Audi? While I’m thinking about it, are certain brands more likely candidates for carrying the DTC virus? Hmm. This is a good example of why

READER’S THOUGHTS ON TOOLS Regarding my editorial in the recent October 2020 issue, a reader responded with his take on the subject, one with which I completely agree. “When I read ‘Where’s my 10 mm,’ I cringe at the thought of lost tools. What if it’s under the hood of your customer’s vehicle? A 10 mm could be sitting on top of

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people need to stop tailgating and maintain at least six feet between vehicles when stopped. Consider this scenario: You just picked up a brand-spanking-new Chevy Colorado, outfitted with all of the bells and whistles that GM offers. At some point, you’re stopped behind a 2006 Ford truck that is plagued with rust and rot at the rockers and fender lips. If you’re within six feet of this rust bucket, you become concerned that the condemned sheet metal ahead of you will somehow share its affliction with your new baby. This concept could also give birth to a new product segment to prevent the spread of dreaded airborne DTCs — masks for cars and trucks. Granted this would require a sizable piece of filtering cloth to cover the grille, but installation would be fairly easy, as long elastic straps could wrap over the front door rearview mirrors. After all, if we need to prevent people from being infected, don’t our vehicles deserve the same precautions? Vehicle distancing… the new normal? ■

the battery. Recommending a solution that we just buy more tools doesn’t make sense to me. I cut my teeth in the Navy as an aviation electronics and flight technician. Tool control was very imperative. We grounded every single aircraft until a missing tool was found. I know that cars don’t fall out of the sky. But that same level of trust should be instilled in an automotive service technician. Kevin Christie, Memphis, Tenn.

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Resources

24/7 RESOURCE

3515 Massillon Rd., Suite 350, Uniontown, OH 44685 (330) 899-2200, fax (330) 899-2209 Website: www.autoserviceprofessional.com Publisher: Greg Smith gsmith@10missions.com Editor: Mike Mavrigian birchwdag@frontier.com Managing Editor: Lori L. Mavrigian lmavrigian@10missions.com Senior Editor & Digital Projects Editor: Joy Kopcha jkopcha@10missions.com Production Manager: Karen Runion krunion@10missions.com Art Director: Zach Pate Graphic Designers: Olivia Curti, Mitch Bradford Contributors: Jeff Taylor/Diagnostics & Driveability Specialist Bill Fulton/ASE Master Tech

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Edwin Hazzard/Mobile Tech Specialist Advisory Board: Tim Lasley/Wilson’s Garage of Pfafftown, NC Jeff Smith/Smitty’s Car Service, Doylestown, OH Mark Cunningham/Cunningham’s Automotive Repair, Ottsville, PA Bill Caroniti/Updated Automotive, North Royalton, OH Sales: Dan Thornton / djtinc@gmail.com (734) 676-9135, mobile (734) 626-4950 Bob Marinez / bmarinez@10missions.com (330) 899-2200, ext. 2217, fax (330) 899-2209 Marianne Dyal / mdyal@10missions.com (619) 990-5536 Customer Service/Subscription Service Phone: (651) 224-6207 / Fax: (888) 274-4580 Email: bobitpubs@omeda.com

turers to keep you up-to-date on what’s happening in the automotive industry. Plus, go to our website to renew your subscription to ASP, read the digital ver-

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sion of each issue and sign up for a free subscription to our weekly eNewsletter!

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KEEPING AMERICA MOVING THANK YOU TO SKILLED TECHNICIANS for keeping emergency responders, medical supplies, food and equipment rolling.

#TechsRock

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When Techs Rock, America Rolls.Â®

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Te chnical

TECH TIPS

G GM GDI START TIPS

Direct injection engines may have slightly longer cold crank times than that of port injection. Direct injection systems run at higher pressures, and the mechanical pump on the engine must build up the required pressure before the first injection event occurs. Below are typical direct injection crank times on gasoline direct injection start-up coolant temperature crank time: • Above 40 degrees Fahrenheit Up to 1.5 seconds • Between 50 degrees F and 14 degrees F Up to 2.5 seconds • Between 14 degrees F and -4 degrees F Up to 3.5 seconds • Between -4 degrees F and -13 degrees F Up to 5 seconds • Between -13 degrees F and -22 degrees F Up to 7 seconds Below -30 degrees F, the recommendation is to perform an assisted start, such as using a block heater.

From GM start-up crank times to Volvo starting issues cuit. Possible fault causes include an open circuit, a bad relay, a short circuit or the thermostat itself.

MINI CARBON DEPOSITS The “reintroduced” MINI Cooper vehicles apparently are prone to combustion chamber/intake valve/injector deposits. Especially for those vehicles driven in stop-and-go traffic and severe conditions (high ambient temperature/high altitude) are most prone to carbon fouling. MINI recommends the use of Top Tier detergent gasoline with an alcohol content of less than 10% by volume (or any other oxygenates with up to 2/8% of oxygen by weight), in addition to the use of MINI Fuel Additive P/N 83 19 2 350 552. According to MINI, customers should add two 100 ml bottles after each engine oil change, and one bottle after each refueling.

BMW THERMOSTAT CODE Citing the 2016 BMW X3 xDrive35i as an example, fault code P0597 (thermostat heater control circuit/open) is stored in the engine control module when the thermostat heater control circuit malfunctions. An electronically controlled heater element is integrated into the engine coolant thermostat. The purpose of the heater element is to allow the conventional wax thermostat to open at a lower coolant temperature. Greater cooling is required under full load conditions, so the thermostat can be opened at a lower temperature to allow greater cooling. The thermostat operates in the conventional way during low or part-load conditions. The thermostat heater element has a system voltage supply and a pulse width modulated ground control cir-

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To reduce carbon buildup, MINI recommends using their fuel additive.

VOLVO STARTING ISSUES If you have a 2007-2013 Volvo and find code A (starting/engine does not start/engine turns), AD starting/engine hard to start/cranks slowly or BJ (starting/engine does not start/unsure when/at all times), and the customer says that the issue appears after the vehicle has been parked overnight, the cause may be a defective “triple-valve” in the fuel pump, as the pump loses pressure. Volvo has introduced an improved fuel pump, under the same/previous part number. ■

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Comp anies Helping Te chs COAST’s line of Pro-Auto Work Lights (Left to right) PM500R, FL75, PX250, TX14R, PM300, G23 C.O.B. and WLR1.

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Pick Your Power Source When the work tickets keep coming, COAST’s Dual Power technology provides you in-themoment flexibility to use either alkaline batteries for the pure convenience or rechargeable batteries for a more cost-efficient way to guarantee you are never without your light. COAST’s Dual Power options are the automotive professional’s answer for the demands of everyday work.

Introducing COAST Pro-Auto Work Lights Building on a deep history of innovation, we applied our patented technologies to the needs of automotive professionals and created a cutting-edge line of COAST Pro-Auto Work Lights. This family of hands-free lighting offers a wide array of useful features—such as magnetic bases and tail caps, swiveling heads, and rotating focusing optics—to shine light right where you need it, whenever you need it. No job under the hood can hide. As they say, it’s all about working smarter not harder. ■

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Tip s f ro m Te c h s

10TH N U AL N A TIPS FROM

TECHS Tidbits of wisdom shared among readers

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An emergency kit is a good idea for any customer who travels long distances and/or in inclement weather. A kit example might include a first aid kit, a knife, a spring-loaded glass punch, gloves, portable cell phone charger, water, snacks, small items in a waterproof container, compact foldup thermal blanket, flashlight, etc.

In our 10th installment of Techs Helping Techs, we have the opportunity to allow our readers to share valuable information, for the benefit of all. We all run into diagnostic and repair instances wherein we discover a few tricks. Instead of keeping that valuable information to ourselves, sharing the tips and tricks helps everyone in the service industry to do a better job. Our thanks to those who submitted their experiences.

SAFETY KIT Being prepared for an emergency is something many customers ignore. For example, for those who drive in winter weather, especially in a remote area, a basic safety kit is a great idea in the event that they become stranded. The kit can include a flashlight (with extra batteries), a battery-operated strobe light or flare, a compact thermal blanket that folds up into a few-inches-square and is designed to con-

tain body heat, a water bottle, a small packet of dried/preserved snacks, a folding pocket knife (good for cutting a stuck seat belt), a springloaded glass breaker tool, a pair of gloves, a first aid kit and a cell phone 12v charger. These are merely examples. An emergency kit can easily be expanded to include items such as a fold-up shovel, a small fire extinguisher, hand sanitizer, a small multi-tool kit, a strong cordless impact wrench and socket to fit the wheel nuts, duct tape, etc. All of these items can be packed in a small zippered duffle bag or plastic box. Itâ&#x20AC;&#x2122;s better to have these items and not need them than to need them and not have them. A kit like this can come in handy if they run out of gas or otherwise break down in a remote area or if they run out of gas while waiting in a hours-long traffic jam, or in the case of an accident where there are no responders nearby. Many people donâ&#x20AC;&#x2122;t think of this until December 2 0 2 0

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faced with an emergency, when it’s too late. Something to mention to those who may be at risk, especially for those travelling in cold climates. We actually assemble kits like this and offer them for sale. In many cases, customers are more than willing to purchase them, usually saying that they never thought of that before. Randy O’Neil Baker & Sons Auto

SUPER DUTY FUEL PRESSURE If you have a 6.7L Ford Super Duty diesel with the MIL on and you find code P0087 and/or P2291, you have a fuel pressure issue. Before you get carried away and assume that the high pressure fuel pump has a problem, check the low pressure fuel circuit first. You may simply have a clogged/dirty fuel filter. Connect a gauge to the low pressure system and crank the engine. If pressure is below specification, remove the filter and drain the fuel bowl. Make sure the bowl is clean and install a new filter. Max Teedlow TDS Repair

HONDA RATTLE If you find an engine rattle noise in a Honda V6 equipped with VCM (variable cylinder management), and the MIL blinks and the engine runs rough, you probably have a case where the VCM rocker arms are sticking under steady cruise or during light acceleration. Vehicles include 2013-2016 Accord, 20102015 Crosstour, 2011-2016 Odyssey and 20092015 Pilot vehicles as examples. When the VCM rocker arm pin taps against the next rocker arm, it tries to lock the two arms together, going into valve pause. The headache you can face is that this can be intermittent. If the rocker arms un-stick, you’ll have no misfires and no DTCs will set. Check the Variable Cylinder Management Rocker Arm test in the service manual to check to see if the rockers are working correctly. If

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any of the rockers are sticking, simply replace the affected arms. Dale Rosenberger Shelly’s Imports

LOOK FOR SIMPLE FIRST We’ve had more than one customer come in to complain about rear power windows not working. They tell us that they’ve looked in the owner’s manual to find the fuse location, only to find the fuses OK. “Yesterday the windows worked but now they won’t go up or down.” You can tell that they’re afraid that they need a new window regulator, or that the power window motor or wires are fried, etc., fearing a big repair cost. Many four-door vehicles have a rear window control panel in the rear, maybe at the rear base of the center console. Check that first. It’s very possible that they’ve tossed something back there that rested on the switch that locks the windows out. The last one we saw had a large flashlight laying directly on the switch. We simply removed the flashlight, verified window operation and sent them on their way at no cost. They may be embarrassed, but chances are they’ll never make that mistake again, and they appreciate our honesty. Stan Leviol Workmans Auto

A/C BLOWER ISSUE Here’s a case where a previously installed part went bad, before the vehicle came to us. A customer with a 2013 Ford Edge said that the A/C blower had intermittent operation. When he ran the air conditioner, the blower motor would run for a while and then stop, and then start again. We checked HVAC operation and confirmed that the blower would stop intermittently and then start again. The A/C pressure switch had been replaced. The wiring harness to the HVAC connector was replaced due to loose terminals. No codes were found in any modules.

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The next day, DTC B10b9 showed up (blower control circuit short to ground or open). By talking to the customer, we found that the blower relay had recently been replaced. The relay was hot to the touch. We installed a jumper wire and amp meter and found that the blower was drawing 20 amps. With the relay jumped, the blower tripped my 30 amp circuit breaker. High amp draw of the blower was causing the issues. We replaced the blower and had a draw of 13 amps. We replaced the relay as well, as it was found to be defective. The system operates now as designed. Mitchell 1 community member

TURBO CAUTION 2005-2007 Ford F-350 Super Duty trucks were available with a 6.0L Power Stroke turbo diesel engine. The turbocharger is a VGT type (variable geometry turbo) that features vanes designed to increase or decrease turbo volume as required by demand. However, this style of turbo is easily clogged with soot and can stick in the open position. This has a detrimental effect on throttle response as it takes more time to spool up. Removing the turbo, performing a disassembly and cleaning is the normal fix. However, it may be easier to run the engine at wide open throttle for a short period of time in an effort to blow out the soot. The 2005 and 2007 models also had a drain tube that was too small, which can result in oil cooking inside the turbo. It’s important to note that if the turbo is completely disassembled, the compressor/turbine shaft assembly should be re-balanced, as loosening and tightening the shaft nuts can alter the state of balance. An out-of-balance turbo can destroy itself in short order. This holds for any turbocharger, regardless of the vehicle make/model. Raymond Esterly The HD Shop

BMW SMOKE If you’re dealing with a BMW equipped with the N20 or N26 2.0L turbocharged engine (an example is the 2016 3, 4 or 5 Series), when starting a cold engine, you might see blue smoke exiting the tailpipe for 20-30 seconds. You may not find any turbo fault codes and there may be no drivability issues. If this is the case, it’s likely that when the vehicle is parked overnight, residual engine oil pressure tends to equalize, forcing oil to migrate past the turbocharger exhaust-side turbine seal. If this is what you’re faced with, the fix is pretty simple. Replace the engine oil feed line to the turbo using P/N 11 42 8 648 368, which is a new oil supply line that now features a check valve on the engine side of the engine oil feed line. This will eliminate the engine oil getting into the turbo exhaust side seal as oil pressure starts to equalize, finding a path to the turbo exhaust side. Trey Goodwin The German HQ

SHORT TRIPS WITH GDI Excess fuel diluting engine oil obviously is not a good thing. This can happen with either traditional port injection spray fuel into the intake runner or with gasoline direct injection (GDI) where fuel is sprayed directly into the combustion chamber.

Left: excess fuel mixing with oil, diluting the oil and rising oil level. Right: small amounts of fuel entering the crankcase may have time to evaporate without increasing oil level. COURTESY OF MITCHELL 1

While dripping (faulty) injectors in a port system can lead to oil dilution, this can be December 2 0 2 0

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Tip s f ro m Te c h s

more extreme with a GDI system, where excess fuel runs past the rings and into the oil sump, especially if the vehicle is driven for very short trips on a regular basis, where the engine never has a chance to warm up to normal operating temperature. In the case of a Mazda with GDI, for example, excess fuel in the oil can result in the check engine light on, with DTC P0172:00 (air fuel ratio too rich). This is due to a larger than normal amount of fuel evaporating and burning off in the combustion chamber, where the amount of fuel coming from the PCV system increases and exceeds the air fuel correction ratio correction system limit. Excess fuel entering the crankcase obviously causes the oil level to rise in the sump. Caution your customers who drive only very short distances on a regular basis. If the check engine light comes on regularly and the oil level on the dipstick is above normal, the engine oil and filter must be changed. In other words, a routine of short trips means that the engine oil change interval needs to be reduced (change oil and filter more frequently). Ted Koffel High Street Service

maximum pressure relief valve can also cause this fault. The high pressure fuel pump should be tested to make sure that it’s capable of delivering the required fuel volume. Rick Mendelson German Planet Auto

IT WASN’T THE SENSOR We recently worked on a 2007 Buick Terraza CX 3.9. The customer noted that the ABS light was on. We scanned and found code C0040 (right front wheel speed sensor circuit malfunction). With the scan tool connected, we cleared the code and performed a road test. As we monitored the ABS wheel speed sensors, we found the signal parameter from the right front ABS sensor was not present.

PORSCHE FUEL PRESSURE CODE A fault code P0087 (fuel rail/system pressure too low) may be stored in the engine control module when the fuel pressure is not as expected. A number of issues may cause this fault code to be set such as a faulty fuel rail pressure sensor, a mechanical fault with the inlet metering valve or rail pressure control solenoid could cause the valve to become stuck. An electrical fault such as an open circuit in the inlet metering valve or fuel pressure control solenoid on a system with a normally closed valve will also cause this. A short circuit on the control wire of a normally open inlet metering valve will also cause this fault. A fault in the fuel injector return system may cause the fuel pressure to be low. This causes fuel from the high pressure circuit to leak back into the low pressure circuit. A faulty

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Just because the DTC C0040 indicates a malfunction of the right front wheel speed sensor circuit, don’t automatically assume the sensor itself is the problem. We raised the car on a lift and inspected the right front speed sensor connector, terminals and wiring and found no faults. With the key on, we back-probed the right front sensor signal wire with a lab scope. As the wheel rpm increased, frequency (Hz) should also increase with no drop-outs or other glitches. The speed sensor did not produce an observable signal or waveform when monitored on the lab scope. With the key on, and the right front wheel speed sensor disconnected, we used a

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multi-meter to measure the 12 volt supply and less than 100 mV ground at the connector, and found that the 12 volt supply was not present. With the key on, we back-probed the antilock/traction control module with the multimeter to measure the specified 12 volt supply at terminal “9” for the right front speed sensor, and found that the 12 volt supply was not present. We then back-probed the module’s terminal “46” for the 12 volt supply and terminal “1” ground, and found both were present. The results of the test verified that the antilock/traction control module was faulty. We replaced the anti-lock/traction control module, cleared codes, road tested and the ABS light did not illuminate and the vehicle operated properly. Instead of initially assuming that the right front wheel speed sensor was at fault, detailed testing discovered the bad module. Mitchell 1 community member

DON’T OVER-INFLATE Many car owners today are obsessed with attaining optimum fuel mileage, and that’s understandable, every penney counts. However, some take things beyond safe limits by intentionally over-inflating their tires. The theory is that by increasing tire inflation, you reduce rolling resistance, which obviously should improve fuel mileage. However, there are too many downsides to this. By increasing tire pressure from, say the recommended 40 psi, to 60, 80 or even 100 psi as examples, you’re doing more harm than good. First of all, the ride will be more harsh, as tire sidewall compliance is reduced, reducing or eliminating the “cushion” that the tires should provide. This reduction of cushion/ shock absorption allows vibration and impact forces to be transmitted to the suspension and steering components, increasing parts wear. Next, by over-inflating, you change the tire’s contact patch from a relatively even tire tread-to-road contact to the tire contacting the rod surface only at the tread center. This results in premature tire wear (at the center tread

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Examples of inflation as it relates to the tire’s tread contact patch. Top: Correct inflation maximizes the tread contact patch to the road. The majority of the tread contacts the road when driving straight, providing tread shoulders to contact during turns. Bottom left: Under-inflation places more load at the outer and inner tread areas, minimizing center tread contact. This creates early tread wear at the outer/inner tread areas and provides a spongy ride and sloppy handling. Bottom right: Over-inflation balloons the tire so that only the center tread area makes contact, resulting in early center tread wear, a harsh ride and a severe reduction of road grip. COURTESY OF UNIROYAL

area), and by reducing the contact patch, the vehicle’s handling during highway speed, turns and braking is degraded, resulting in a potential loss of vehicle control. On wet or slippery roads, this makes matters even worse. Over-inflation seems to be more common with owners of hybrid vehicles, where the owner’s primary goal is to reduce fuel use. The trade-off is simply not worth the potential couple-of-miles-per gallon improvement. Also, all tire sidewalls feature construction information, including “MAX” tire pressure.

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Tires that are designed to carry, say, 35 – 40 psi may have a MAX inflation pressure rating of 50 psi. This MAX rating is NOT the suggested inflation pressure. Rather, it’s the maximum allowable inflation pressure for the specific tire and vehicle. Regardless of good intentions, drivers need to be made aware that they should only inflate the tires to the recommended pressure listed on the door jamb label (and in the owner’s manual). The well-intended severe over-inflation is similar to some folks’ assumption that by adding

eight quarts of engine oil into a sump designed for five quarts is a clever idea so that the engine (which may be leaking oil) will not run out of oil. Overfilling an engine’s oil capacity will severely damage the engine as the crankshaft whips the oil into a foam, and severe over-inflating the tires will promote early tread wear and create unsafe handling. Just don’t do it. Kevin Hammond Karl’s Service ■

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Diagnosing MOST Bus

DIAGNOSING A MOST BUS

When we have a failure to communicate

Diagnostics can seem tricky and daunting at times. Just the sight of a â&#x20AC;&#x153;Uâ&#x20AC;? based code can be intimidating to even the best diagnostic technicians, but if a U0028:00 MOST bus code is set and you are dealing with the complaint of no center stack or no radio operation on a GM car or truck, where do you even start and what the heck is the MOST bus? The Media Oriented System Transport bus (MOST bus) is a daisy-chain or ring configuration high-speed multimedia network system that allows transmission of audio, video, voice and data communication be-

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tween modules. (GM refers to these modules as nodes on the MOST bus diagnostic screens and data.) It is used in many GM cars and trucks equipped with the new center stack Next Generation Infotainment system (NGI) starting in 2014. The MOST bus ring can have as many as 64 individual modules on it, but four or five are typical.

MODULES/NODES ON THE COMMON MOST BUS RING The radio is the MOST bus master and will always be identified as node 1 during normal operation

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Diagnosing MOST Bus

MOST bus diagnostic starting point PARAMETER NAME

CONTROL MODULE

VALUE

Number of short term MOST communication breaks

Radio

Number of MOST bus nodes

Radio

Surrogate of MOST master node upstream

Radio

None

Node locations of MOST bus communication break

Radio

None

Last working MOST ID of node 1

Radio

Last working MOST ID of node 2

Radio

Media Disc Player

Last working MOST ID of node 3

Radio

Human Machine Interface

Last working MOST ID of node 4

Radio

Amplifier

Last working MOST ID of node 5

Radio

Instrument Cluster

Last working MOST ID of node 6

Radio

UNRECOGNIZED STATE

Figure 1: This chart shows a normally operating MOST bus with five modules. Note the number of nodes. There is no surrogate master assigned and no communications breaks and the assigned MOST ID numbers. The value UNRECOGNIZED STATE means that there isnâ&#x20AC;&#x2122;t a module installed.

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Diagnosing MOST Bus

MOST bus ring functioning normally RADIO

MOST bus master NODE 1

All information and data start and end at the radio and only flow downstream from the radio to the next module in the MOST bus ring.

All modules on the MOST bus ring will have 12V, ground and other communication networks attached, possibly GMLAN or LIN.

The MOST bus control line has 12V on it and the radio will send out a 100 ms ground pulse to wake all MOST bus ring modules and initiate the flow of data and information.

MEDIA DISC PLAYER

INSTRUMENT CLUSTER

NODE 2

NODE 5

HUMAN MACHINE INTERFACE NODE 3

DATA FLOW

AMPLIFIER NODE 4

Figure 2: Normal MOST bus condition.

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Diagnosing MOST Bus

and all the MOST bus communications start and end with the radio. Because the radio is the master, it assigns each module/node a number on the MOST bus signifying its position on the MOST bus ring. These numbers are ascending as the data flows downstream (see Figure 1). The radio also receives audio data from multiple circuits and devices (OnStar, satellite, digital radio, AM/FM antennas, etc.) both on and off the MOST bus and acts like a gateway to other modules and systems on the vehicle using other vehicle networks. The Human Machine Interface (HMI) module is used for video for the NGI system, Bluetooth, USB data, SD card reader, speech recognition from the onboard microphone, navigation module integration and the control panel touch screen. The Instrument Cluster (IC) module displays vehicle operating information (vehicle speed, engine information, driver warnings, etc.) audio output, audio input selection, phone integration and navigational information. The Amplifier (AMP) is responsible for audio signals to the speakers, separating the audio frequencies (subwoofer for example) and the operation of active noise cancellation if equipped. The media disc player is responsible for playing optical media.

MOST BUS CIRCUITS AND WHAT THEY DO During normal operation each module on the MOST bus transmits and receives data downstream or counter clockwise via a twisted pair of MOST bus serial data circuit wires. All modules on the MOST bus will have dedicated power and ground circuits and are typically connected to other network circuits via General Motors Local Area Network (GMLAN) or Local Interconnect Network (LIN). The MOST bus operation is initiated by a MOST control line that is connected to each module on the MOST bus and has 12V on it

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when the ignition is on or off. When the ignition is switched on or accessory mode, the radio will provide a wake-up signal by applying a ground to the MOST control line. This wakeup signal will last for 100 milliseconds. As the wake-up signal is processed by the modules on the ring, each module will send a message to the next module downstream that it is awake and functional. When the radio receives the information that all the modules are awake, are functioning properly and have been assigned a location on the ring, normal module MOST bus communications will start. A functionally normal MOST bus ring could look like this depending on the options and vehicle configuration: Radio = node 1, CD player = node 2, HMI = node 3, AMP = node 4, IC = node 5. And the Surrogate MOST Master Node Upstream will have a value of none. Note the radio should always be node 1 (see Figures 1 and 2).

WHAT HAPPENS WHEN THE RING BREAKS? AND WHAT DOES THE MOST BUS DO WHEN IT SENSES A BREAK? When a node on the MOST bus ring does not receive data from the node before it, a ring break may have occurred (it keeps track of the number of breaks). But before a trouble code is set, the radio will try to make sure that all the nodes are awake. It does this by sending out the 100 millisecond wake-up pulse signal up to three times (with a two second delay between pulses) on the MOST control line. If after the third attempt, there is still no data received, the radio will send out a 300 millisecond pulse every 2.5 seconds on the MOST control circuit and the radio will set the U0028:00 MOST bus DTC. Each module requires its own dedicated power, ground, MOST bus communications lines and a good connection to the MOST control line. If any of these circuits are

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MOST bus diagnostic starting point PARAMETER NAME

CONTROL MODULE

VALUE

Number of short-term MOST communication breaks

Radio

Number of MOST bus nodes

Radio

Surrogate MOST master node upstream

Radio

Node locations of MOST bus communication break

Radio

3-4

Last working MOST ID of node 1

Radio

Last working MOST ID of node 2

Radio

Media Disc Player

Last working MOST ID of node 3

Radio

Human Machine Interface

Last working MOST ID of node 4

Radio

Amplifier

Last working MOST ID of node 5

Radio

Instrument Cluster

Last working MOST ID of node 6

Radio

UNRECOGNIZED STATE

Figure 3: This chart shows what the data will look like when there is a break in the MOST bus. It provides the information on where the break is located and what module is now the surrogate MOST master node upstream. December 2 0 2 0

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Diagnosing MOST Bus

MOST bus with a ring break setting a code U0023:00 When a ring break occurs and the code U0038:00 is set, the radio will start a diagnostic mode and the nodes will be renumbered going upstream and the radio becomes node 0 and ending at the farthest node upstream that reports back that it is OK.

NODE O

RADIO

MOST bus master NODE 1

NODE 1

NODE 4

The MOST bus control line has 12V on it and the radio will send out a 300 ms ground pulse every 2.5 seconds when the MOST bus ring is broken.

MEDIA DISC PLAYER

INSTRUMENT CLUSTER

NODE 2

NODE 5

HUMAN MACHINE INTERFACE NODE 3

RING BREAK

Figure 4: Example that shows where the MOST bus break occurred. ASP

The AMP does not get any information from the HMI module because of a MOST bus ring break.

NODE 3

Data will still flow downstream, but it is now starting at the AMP because it is now assigned as the surrogate MOST master due to the ring break upstream from it.

AMPLIFIER NODE 4

NODE 2 The MOST bus diagnostic starting point is reporting a break between nodes 3 and 4 and has assigned a surrogate MOST master. The MOST bus master is now node 2 using diagnostic mode node values.

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missing they will cause a ring break. High resistance, an open, a short to power or a short to ground on the either of the MOST bus serial data transmit/ receive circuit wires can also cause a MOST ring bus break. The last scenario for causing a MOST bus ring break is that the receive circuits inside a node can’t receive the data passed onto it from the previous node. The actual node may be awake and function properly but because it doesn’t get the data or can’t process the data

from the previous module on the ring, the ring is broken. Once a DTC is set the MOST system will start to perform a self-diagnostic, this diagnostic process takes about 10 seconds to complete. This will help pinpoint the area that needs attention without tearing the entire vehicle apart. During the MOST bus self-diagnostic the radio will send data clockwise or upstream and assign diagnostic node numbers

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27 8/7/20 9:43 AM 12/2/20 4:24 PM

Diagnosing MOST Bus

The center stack on a 2017 GMC Sierra showing the radio display screen. ascending upstream with the radio now being node 0 (this is completely backwards from normal operation). The radio will ask each module to respond until the data is stopped due to the fault in the ring. The last or farthest node/ module away from the radio that reports an AOK message will now become the surrogate MOST master node upstream, and data f low will resume normal counter clockwise f low back to the radio. A MOST bus ring that is broken is represented like this: Radio = node 0, IC = node 1,

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AMP = node 2, HMI = node 3, CD = node 4. Note the radio becomes node 0 (see Figures 3 and 4).

DIAGNOSTICS, THE TRICKY PART, BUT THE SYSTEM WANTS TO HELP US Start with a full and complete module scan and note all the codes, codes in non-related modules may be clues to aid in our diagnostics. But if the only complaint is no radio or the center stack is blank and there is a U0028:00 code, head to the radio module. We are going to be

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This is the instrument panel display, it shows radio, cell phone and other vehicle information and is part of the MOST bus ring. looking for the MOST bus diagnostic starting point data. Once we locate this data, it will provide us with information that should point us to the area that the MOST bus feels the ring is broken. It will provide information we can use such as; the number of nodes on the MOST bus and the last working node ID that is assigned to each module. Using the vehicle build related (RPO) data sticker and the vehicles MOST bus wiring diagram we will know what modules are present and their location in the MOST bus ring. The combination of this knowledge and the MOST bus diagnostic starting point data should point us to the area that is causing the issue. Letâ&#x20AC;&#x2122;s look at this 2017 Sierra pickup with a blank screen and no radio and code U0028:00 Looking at Figure 3 and 4 for visual aids we see the following. 1. We have a code U0028:00 2. The MOST bus diagnostic starting point data is indicating that the break is between nodes 3 (HMI) and 4 (AMP). This is identi-

fying the node number in the normal flow of data direction: counter clockwise 3. The surrogate MOST master node upstream is node 2 (AMP). This is the node number assigned after the MOST bus has performed its own self-diagnostics (clockwise). 4. We now have a plan of attack: We know the break is happening between the HMI and the AMP and we know the issue is happening before the AMP because it is now the designated surrogate MOST master node upstream so the issue has to be before it. 5. At this point we should head straight to the HMI, checking basics, powers, grounds, connections, wiring continuity and using the scanner to see if it can communicate on any other vehicle networks.NOTE: The communications wires that link all the modules on the MOST bus only attach the modules to each other. This means that the wire will have continuity but when plugged into the module continuity December 2 0 2 0

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Diagnosing MOST Bus

This is an HMI module from a 2016 GMC Sierra that would not communicate and was causing a no radio and blank center stack. canâ&#x20AC;&#x2122;t be measured because the module doesnâ&#x20AC;&#x2122;t actually provide a hard wired connection internally. 6. If all connections, etc., are OK, I would next remove the connector that contains the MOST bus data lines and either install the Bosch jumper test connector (I borrow them from our GM dealer) or carefully jumper the connection to complete the MOST bus ring eliminating the HMI module. Cycle the key and if the radio starts to play and the IP illuminates the installed bypass has completed the MOST bus ring, indicating the issue is the HMI. The center stack display will stay blank because the HMI is responsible for sending it video data but the radio will work. 7. After the repair is completed, in this case installing a new HMI module and flash-

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ing it with the latest software, we need to either perform a hard system reset by disconnecting the battery or removing the radio fuse or asking the scanner to reset the radio module to reset the communications error count and reset the MOST bus surrogate master upstream to none. Understanding how a system works is almost as hard as the diagnostics now for many techs. The MOST bus system is one system that is difficult to get a hold of and intimidating at the start. The terminology of the MOST bus is different and the fact that the nodes/modules actually change numbers to help in diagnostics is confusing. But with careful use of a good scanner, DVOM, information system for wiring help, RPO codes and some carefully installed

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jumper wires this system can be diagnosed efficiently and affectively.

MOST BUS CHEAT SHEET • If a USB (flash drive with charge indicator) operates, or the push-to-talk functions, the HMI is likely OK. • If all steering wheel controls (SWV) work, it’s likely not the IPC. • If there is no door chime heard, or if the volume control does not work on the IPC, suspect the AMP. • The MOST bus is not down if you hear audio and the clock is displayed. Suspect a bad display or a possible HMI software update. • If the MOST bus breaks while driving the

clock and the presets will disappear, but there will be a display. • The bus is not down if the clock is displayed and you can hear audio. ■ Jeff Taylor boasts a 34-year career in the automotive industry with Eccles Auto Service in Dundas, Ontario, as a fully licensed professional lead technician. While continuing to be “on the bench” every day, Jeff is also heavily involved in government focus groups, serves as an accomplished technical writer and has competed in international diagnostic competitions as well as providing his expertise as an automotive technical instructor for a major aftermarket parts retailer.

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Chrysler Secure Gateway

CHRYSLER SECURE GATEWAY Protecting SWG vehicle control systems from hackers

J By Edwin Hazzard

Just when you think you have the automotive industry figured out, another curveball comes your way. The automotive industry continues to change and evolve at an alarming rate. In order to be successful in this industry, you have to roll with the changes. If you don’t update, you will evaporate. Some of the changes in this industry present challenges that are very hard for technicians and shop owners to cope with. A lot of it boils down to the learning curve and the costs associated with it. Major changes can be an expense not only to the shop owner, but also for the technician. For the shop owner it can be a monetary expense as the shop will have to spend money to update their equipment and their technician training standards. For the technician, the extra time spent training along with spending money on equipment that the shop does not provide can be a burden on some. No matter which end of the spectrum you find yourself on, when the manufacturers decide to make a change, the independent repair shops pay the ultimate price. As most of you have heard by now, Fiat Chrysler Automobiles (FCA) (see Figure 1) has made changes to its proprietary software protocol. As part of a comprehensive approach to safeguard its vehicles from cyber attacks, FCA has implemented a Secure Gateway (SGW) module in the electrical architecture, starting with most 2018 model

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Figure 1: Fiat Chrysler Automobiles (FCA) has integrated security software into their vehicles to prevent unauthorized access.

year vehicles. This module functions as a secure firewall that protects external access to the vehicle via the radio and diagnostic connector from the rest of the vehicle network. The SGW gates all data exchanged between the “outside world” (e.g., diagnostic tools, incoming signals to radio/head unit) and the “vehicle,” and it determines what commands to allow through the gateway based on an approved list. The SGW does not restrict access to diagnostic data. It restricts the ability of non-registered and nonauthenticated users to perform intrusive diagnostics such as bi-directional controls. The SGW can control the level of access for each user, based on an assigned role determined during an authentication process.

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A challenge-response protocol is used for authenticated access. A similar process is used for FCA U.S. franchised dealerships. So if you’re wondering just how somebody could steal information or manipulate the vehicle to cause harm, believe it or not there are many ways to do so. In today’s world a cyber attack can be devastating to the vehicle’s owner. For example, if a vehicle’s owner has their contact list on their cell phone and their phone is synched to their radio it would be very easy for a hacker to get in and steal some valuable information from the vehicle. Here’s another example which is perhaps even more alarming. In 2015, preeminent hackers Charlie Miller and Chris Valasek dominated headlines with their landmark hack of a Jeep Cherokee. The duo, who now work at Uber’s Advanced Technologies Center, were able to hack into and remotely seize control of an unaltered vehicle and do everything from mess with the radio and windshield wipers to cut the transmission control. From a basement couch 10 miles away and with Wired reporter Andy Greenberg behind the wheel, they exploited the car’s Uconnect system, an internet-connected computer feature that controlled the entertainment and navigation systems, enabled phone calls and, with a subscription purchase, offered a Wi-Fi hotspot. From the audio/visual system, they accessed the car’s diagnostic messaging system to gain control, ultimately incapacitating the driver and steering the Jeep off the road. This is the reason that FCA implemented the SGW in order to combat this type of automotive terrorism. In the beginning, for the automotive aftermarket to be able to service these vehicles properly they didn’t have access to the gateway that protects access to the information

Figure 2: AutoAuth provides independent shops a means to unlock and access all SWG functions.

systems. This presented a problem as only the dealership market had access. Luckily for the aftermarket, the OEM granted access to the systems but only by strict cyber authentication. The FCA has set up a “bridge server” and user management system called AutoAuth that mimic’s the user and tool authentication process that FCA certified dealerships use with the FCA scan tool. This solution allows the aftermarket scan tools to unlock the SGW and perform all the necessary repair procedures. One of the most common questions is, “Does the SGW placed on FCA vehicles prevent independent repair facilities from servicing FCA vehicles?” The answer is a resounding, “No.” FCA U.S. continues to make available to independent repair facilities all diagnostic and service information. The SGW was placed on most 2018 model year and later FCA vehicles as a cyber security measure, as part of FCA’s commitment to continually review and address potential cyber security vulnerabilities. The concept and design of the SGW ref lects an effort to proactively December 2 0 2 0

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Chrysler Secure Gateway

Figure 3: An example of a screenshot on the AutoAuth site for tool registration. adopt available guidance and best practices for security controls, including guidance published by the National Highway Traffic and Safety Administration (NHTSA) and the National Institute of Standards and Technology (NIST). The SGW is not intended to prevent aftermarket tool companies and/or aftermarket repair centers from servicing FCA vehicles. FCA supports aftermarket repair facilities and believes that the customer should be able to choose where to have their vehicle serviced. That’s good news for the automotive aftermarket sector. So what is AutoAuth exactly? AutoAuth provides a service for independent operators to unlock vehicles to securely provide service to their customers. New vehicles will come enabled with the latest cyber security features to protect vehicle owners from cyber attack. AutoAuth works with independent tool vendors to ensure that the tools independent operators use to do their jobs are AutoAuth-certified tools. This will allow independent operators to continue to service cyber-enabled vehicles.

ASP

AutoAuth provides the registration service and “unlock codes” to independent operators’ service tools to unlock vehicle gateways to perform day-to-day service. What did the FCA do to facilitate this? The FCA has reached out to all the aftermarket scan tool companies that currently have an active scan tool license agreement with FCA in order to provide them with this capability. FCA is having ongoing conversations with several scan tool companies and is working to help them provide their solution in the shortest possible time. The aftermarket scan tool companies will have the same access to the SGW as the OEMs. As most of you have noticed, FCA is always changing the way the game is played. When setting up your aftermarket scan tool to be able to access the SGW, you should visit the website of AutoAuth. (see Figure 2). AutoAuth is an independently owned and operated service working in conjunction with auto OEMs and independent tool vendors. What exactly does AutoAuth do for the independent repair shops? Well, they provide a service for independent operators to unlock vehicles to securely provide service to their customers. New vehicles will come enabled with the latest cyber security features

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to protect vehicle owners from cyberattack. AutoAuth works with independent tool vendors to ensure the tools independent operators use to do their jobs are AutoAuth-certified tools. This will allow independent operators to continue to service cyber-enabled vehicles. AutoAuth provides the registration service and “unlock codes” to independent operator’s service tools to unlock vehicle

gateways to perform day-to-day service. Each tool has to be supported by the independent tool manufacturer and registered on AutoAuth based on the tool’s serial number. That tool can only be registered one time and by one shop. If that tool is used by more than one shop it stays by the shop it’s registered to. Go to www.autoauth.com and search in the list that they have provided to see if

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11/16/20 11:17 AM 12/1/20 5:20 PM

Chrysler Secure Gateway

Figure 4: A maximum of 100 tools may be registered per shop.

Figure 5: Topology mapping on the AutoAuth site makes it easy to view all of the modules and their status. your particular scan tool is supported. That is based on whether or not your scan tool manufacturer is participating in this feature. If for some reason the tool that you have is not supported, then I would recommend that you contact the manufacturer of that tool and ask them for assistance. My recommendation

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is if you are thinking about purchasing a new tool, I would find out first to see if it is supported on the SGW protocol before purchasing the tool. Here are my tools that I currently have registered with AutoAuth (see Figure 3). Here is the screen on the AutoAuth site that

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you would register your tool on (see Figure 4). You can register up to 100 tools per shop. As of this writing, FCA is using the wiTech II. One of the nice features that FCA put in their tool is the topology feature (see Figure 5). You will probably start to see that many aftermarket scan tools will start implementing this feature in their scan tools as well. Some tools have done so already. Topology mapping makes it visually easier to see all the modules on one page and their current status on the network. As I mentioned earlier, technology is changing at a rapid pace. Along with those changes comes the increase of what I call cyber terrorism. While computer systems seem to make our lives and the way of doing business more proficient, it also gives those who wish to do us harm an easier avenue to do so. The only way to protect yourself is to be vigilant and aware of the potential harm that can happen in the most unexplainable ways. As an auto repair shop owner or technician you have been trained to keep your customers safe in their vehicles. Protecting your customers safety by inspecting the brake system on their vehicle isn’t any different than protecting them from a potential cyber attack. Don’t just protect your customer’s vehicle by the things you can see but you also need to protect them by the things you can’t see. That is why you need to keep current on your training and your equipment needs. Unfortunately, today the world is not as safe as it used to be. Hacking into a vehicle to alter the brake system or steering control system can be a very serious thing. The lives of your customers and those that are on the road with them could be put at serious risk. Between altering the vehicle’s guidance systems or accessing the vehicle owner’s personal information from the radio or cell phone can have catastrophic consequences. So do yourself and your customers a favor and

service their vehicles as if it was your own. Keeping your customers safe will give you not only peace of mind but the satisfaction of servicing their vehicles the right way. ■ 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 38 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.

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Te chnical Ser vice B ulletins

LINCOLN

BIG BROTHER RECALL A recall has been issued for certain 2019 Lincoln Nautilus vehicles. The Lane Center Assist system may not adequately detect if a driver hands their hands off the steering wheel for a prolonged period of time. If the system remains active despite the driver not having their hands on the wheel, the driver’s inattention may increase the risk of a crash. (Gee, ya think so?)

CADILLAC

CADDY MISFIRE/TICK

Inspect for camshaft damage while the lifters are removed. If damage is found, replace the camshaft. Inspect the valve operation. If the valve(s) are not moving, replace the lifter oil manifold and the affected bank of AFM lifters. If a lifter

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If a lifter is stuck in the bore, one possible option is to use a vise grip with a slide hammer to remove the lifter. Another option is to use a vise grip with a small pry bar. If the lifter cannot be removed, the engine block must be replaced. has spun in its bore, the lifter guides should also be replaced. If a lifter was stuck in its bore, after lifter removal, be sure to inspect the lifter bore for damage. If a lifter bore is damaged, GM recommends that the block must be replaced.

INFORMATION AND ART COURTESY OF MITCHELL 1

This bulletin applies to 2015-2019 Cadillac Escalade and 2016-2019 CTS-V vehicles equipped with a 5.3L or 6.2L engine. Some customers may comment about a misfire/tick noise and the MIL on. The technician may find DTC P0300 set or in history. This may be caused by one of the following: • Active fuel management (AFM) lifter that is mechanically collapsed and/or stuck all of the time. • Internal locking pin damage in the lifter due to oil aeration. • Lifter that has collapsed and is stuck in the lifter bore. • Bent pushrod

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FORD

FORD STARTER NUT RECALL Ford is recalling certain 2020 F-150 trucks. An incorrect attachment nut may have been used to attach the battery positive (B+) power supply cable to the starter motor, possibly affecting the electrical conductivity, resulting in excess heat and electrical arcing.

CHEVROLET

MAJOR BLIND SPOT Chevrolet has recalled certain 2020 Corvette vehicles. Despite visual and audible warnings, the vehicle may be driven with the front trunk lid unlatched. An unlatched hood may open at speed, obstructing the driverâ&#x20AC;&#x2122;s forward view.

CHRYSLER

INFORMATION AND ART COURTESY OF MITCHELL 1

JEEP MAY HAVE BAD TENSIONER This bulletin applies to 2020 Jeep Wrangler vehicles equipped with a 3.6L V6 engine, built on or after Dec. 13, 2019, or on or before Jan. 25, 2020. The bulletin involves inspecting the Julian date on the hydraulic belt tensioner for possible replacement. Customers may experience a MIL on. DTCs that may be set include P2BA3-00 (starter/ generator mechanical performance) and P0A92-00 (hybrid generator performance).

Issues may involve a dead battery and/or the accessory drive belt may be slipping or have belt noise. Only vehicles with the Julian date code 15.08.19 on the hydraulic belt tensioner should be candidates for tensioner replacement. Inspect the hydraulic belt tensioner for the Julian date. It may be necessary to use a flashlight and mirror to see the Julian date. If the Julian date on the tensioner is 15.08.19, replace the tensioner with P/N 05281590AB. If the Julian date is other than 15.08.19, follow normal diagnostics to determine the issue. December 2 0 2 0

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Products

Advics adds 62 SKUs to disc brake pad line Advics is adding 62 SKUs to its line of ultrapremium disc brake pads, which significantly boosts the company’s coverage of all late model Japanese and Korean vehicles. In addition to adding coverage for vehicles that were not already in the company’s portfolio, it also is expanding its current offering by matching front pads with rears. This product line expansion demonstrates the company’s continued commitment to technology and developing products for the entire brake system. Additionally, all of the new applications have been engineered to meet or exceed OE standards for durability and performance. Advics ultra-premium brake pads are made from certified “high carbon” and use OE-quality precision machining to achieve tight, precise tolerances, maximum friction reduction and heat diffusion, according to Advics officials. ADVICS WWW.ADVICSAFTERMARKET.COM

Mevotech offers upgraded control arm bushing Mevotech has released an upgraded spherical control arm bushing for popular 2019-2011 Ford and Lincoln vehicles. The rear upper control arm on these vehicles feature a “block type” rearward bushing. The OE style bushings use a plastic bearing, which may quickly deform while under constant loading forces. The MS404320 replaces the with a spherical greaseable sintered metal bearing engineered

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to extend the part’s service life. Additionally, a spherical stud is used for full range of motion and the housing is converted from a lightweight aluminum to full steel forging. These improvements increase durability and create a part build to perform. All fastenings and hardware are included to eliminate installation headaches. The MS404320 covers 2019-2011 Ford and Lincoln passenger and SUV vehicles with a North American VIO of over 2.4 million. MEVOTECH WWW.MEVOTECH.COM

Continental TPMS tool offers universal help The new Autodiagnos TPMS D tool from Continental can read and diagnose all original equipment and 20 aftermarket tire pressure monitoring system sensors. According to Continental, the tool also performs relearns on 98.6% of all domestic, European and Asian vehicles.The TPMS D can program sensors from historical data and features an OBD II mode that streamlines relearns for all of a vehicle’s sensors in less than two minutes. In addition, the tool has a built-in vehicle identification number scanner “for faster look-ups and can download the latest vehicle applications.” CONTINENTAL COMMERCIAL VEHICLES AND SERVICES WWW.AUTODIAGNOSTPMS.COM

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Lumileds rolls out Ultinon Essential LED fog light bulbs Lumiledsâ&#x20AC;&#x2122; new Philips Ultinon Essential LED fog light bulbs serve as direct replacements for conventional halogen fog light bulbs, producing a powerful white light for enhanced visibility. Specifically, Ultinon Essential LED fog light bulbs are a direct replacement for conventional H7, H8, H11, H16, 9006, 9145, and PS24W fog light bulbs. A compact design makes for easy installation in cars, SUVs, vans, and light trucks. The bulbs offer performance and style by giving the vehicle a modern, high-end look and they put out a powerful white light that helps drivers see and be seen. The bulbs are compatible with 12V and 24V systems and will be available during the first quarter of 2021. LUMILEDS LLC WWW.LUMILEDS.COM

Four Seasons motor resistor kits are self-contained

warranty by providing all of the electrical components that commonly fail together when replacing a blower motor. Four Seasons Motor Resistor Kits contain all the necessary components for a successful, long lasting repair. FOUR SEASONS WWW.4S.COM

Bosch recalibration system services ADAS-equipped cars Bosch has unveiled a new recalibration system, the DAS 3000, which is designed for repairing current and future advanced driver assistance systems (ADAS). The DAS 3000 gives technicians the ability to calibrate ADAS technology from the most popular OEMs, like General Motors, Ford, Toyota and Volkswagen. The system includes 13 camera targets that align each camera; a radar board for sensor recalibration; distance and wheel hub alignment markers; and Boschâ&#x20AC;&#x2122;s ADAS Positioning System, which utilizes technology and industrial-grade vision cameras to measure the distance and angles of the fixture, in relation to the vehicle, providing the most precise measurements ensuring the exact target positioning required for the most accurate calibration; and more. In addition, the DAS 3000 comes with the Bosch ADS 625 scan tool, plus the Bosch SCT 815 radar reflector. BOSCH WWW.BOSCHDIAGNOSTICS.COM

Due to its confined location, blower motor replacement can be a time consuming and difficult process. Oftentimes, an undiagnosed resistor may be the root cause, resulting in an incomplete repair. Four Seasons has introduced motor resistor kits featuring a quality direct-fit blower motor, resistor and harness connector in a single carton. The kits are application-specific and are designed to reduce December 2 0 2 0

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12/1/20 5:21 PM

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.

Advertiser

Page

Aftermarket Auto Parts Alliance Inc.

AUTEL

IFC

5, 23, 31

COAST Products

9, IBC

Website www.myplace4parts.com

www.autel.com

www.coastportland.com

Continental Automotive Systems Inc.

www.autodiagnostpms.com

CRP/AAE Steering Specialists

www.aaesteering.com

Monroe Shocks & Struts

www.monroe.com

NAPA Auto Parts

IBC

www.napaonline.com

Permatex

www.permatex.com

PGM Recovery Systems

www.pgmrecoverysystems.com

Porsche Classic Genuine Parts

TechForce Foundation

ASP

19, 21

www.porsche.com

www.techforce.org

December 2 0 2 0

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12/1/20 5:22 PM

Work Hands-free With coast lights Simplify every job. COAST Pro-Auto Work Lights illuminate the darkest corners under the hood.

COAST’s rechargeable Pro-Auto Work Lights are equipped with beam-shaping optics and adaptable hands-free features — magnetic bases, clips, and head straps — to keep you nimble and your workspace bright.

FLASHLIGHTS

MULTI-PURPOSE WORK LIGHTS

HEADLAMPS

SX300R

PM500R

FL75R

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MORE PARTS FOR MORE CARS

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11/23/2020 7/9/20 3:22:16 2:26 PMPM

Auto Service Professional - December 2020

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